CN109855823A - A method of Damage Identification of Bridge Structure is carried out using test carriage - Google Patents
A method of Damage Identification of Bridge Structure is carried out using test carriage Download PDFInfo
- Publication number
- CN109855823A CN109855823A CN201910073419.2A CN201910073419A CN109855823A CN 109855823 A CN109855823 A CN 109855823A CN 201910073419 A CN201910073419 A CN 201910073419A CN 109855823 A CN109855823 A CN 109855823A
- Authority
- CN
- China
- Prior art keywords
- bridge
- test carriage
- static
- vertical acceleration
- acceleration responsive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Bridges Or Land Bridges (AREA)
- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
Abstract
The invention belongs to bridge structure diagnostic techniques fields, more particularly to a kind of method for carrying out Damage Identification of Bridge Structure using test carriage, the following steps are included: (1) is based on Vehicle-Bridge Coupling System, is changed using external excitation, obtain the vertical acceleration responsive of static test carriage；(2) using the static vertical acceleration responsive of test carriage calculate indirectly test carriage it is static when the vertical acceleration responsive of contact point that is contacted with bridge floor；(3) transport Jacobian matrix is established using the method based on transport function to the vertical acceleration responsive in resulting contact point；(4) bridge n-th order frequency and mode are solved based on transport Jacobian matrix；(5) to gained bridge n-th order frequency and mode, rigidity adjstment is carried out using improved direct stiffness method, to identify the flexural rigidity of section of each unit node.The disadvantages of relatively high which overcome the time-consuming and laborious cost of traditional artificial detection, can effectively identify the bending stiffness of bridge, and can identify that the deflection of bridge span under any load deforms in turn.
Description
Technical field
The invention belongs to bridge structure diagnostic techniques fields, and in particular to a kind of to carry out Bridge Structural Damage using test carriage
Know method for distinguishing.
Background technique
Due to prolonged traffic and the influence of natural calamity, inevitably there is damage in bridge structure.Bridge
The bridges modal parameter such as frequency, mode and damping is the important information in structural diagnosis.It, can by the variation of modal parameter
Identify the degree of impairment of bridge.Traditional method is directly to be divided the sensor being arranged on bridge signal collected
Analysis, but there are problems that sensors optimum placement, mass data such as are difficult to handle at the traditional monitorings.Yang Yongbins etc. mention in the world for the first time
Indirect measuring technology is gone out, i.e., has been run on bridge using test vehicle, based on the sensor signal identification acquired on test carriage
Bridge frequency.Many scholars at home and abroad have carried out a series of researchs, Keenahan and Obrien by dividing on this basis later
The acceleration difference frequency spectrum for analysing two axis, theoretically tentatively identifies the variation of damping ratio of bridge.Li et al. people is searched based on generalized model
Rope algorithm proposes a kind of optimization method by trolley indirect identification bridge parameter.Oshima et al. is made up of more vehicles
After test macro extracts bridge mode, non-destructive tests are carried out using average MAC index.Obrien etc. is directed to vehicle-bridge coupling mould
Type is extracted bridge mode using improved Short Time Fourier Transform method point, and empirical mode decomposition (EMD) is combined to extract bridge
Frequency has been carried out without the Study on Damage Identification under surface roughness.Keenahan and Obrien proposes one kind by simulation and can replace
For the optimal method of standard signal processing technique, for overcoming the non-linear of move vehicle acquisition signal and Vehicle-Bridge Coupling System
Relationship.Li and Au proposes a kind of degree of impairment for identifying bridge from the response of move vehicle based on genetic algorithm.
Even Hester and Gonzalez is illustrated under high speed load action by using three-dimensional vehicle-bridge coupled model, after filtering
The range of bridge acceleration responsive can also expand with the increasing of degree of injury.OBrien and Keenahan is carrying out bridge
Non-destructive tests during used the detection vehicle equipped with traffic speed deflector (TSD), can be surveyed by this equipment
Measure the bridge floor roughness of bridge.Yin passes through simply supported girder bridge for move vehicle with initial velocity and constant acceleration and deceleration
Propose semi-analytical solution.He etc. carries out wavelet transform process to the bridge dynamic response under traveling load and has carried out single place's damage
Numerical simulation study.The inverse problem that Zhu etc. responds identification move vehicle load and bridge structure parameter to vehicle-bridge coupling carries out
It summarizes, it is indicated that current numerical simulation is also immature, also needs to consider factors apart from practical application, and lack test and test
Card.Kong is based on Vehicle-Bridge Coupling System, constructs transport relationship using the frequency response function between bridge and test carriage dynamic response, builds
The non-destructive tests of transport damage criterion (TDI) Lai Jinhang bridge are found.Zhang Bin and Yang Yongbin etc. will be on the test carriages in movement
The sensor signal inverting of acquisition is extracted higher to the test carriage in corresponding movement and the response on bridge floor contact point
The bridge frequency of rank.
Above damnification recognition method largely is also only limitted to tentatively judge whether structure is damaged, to damage position and
The judgement of degree of injury still has very big deficiency；And variation, road surface of these methods to factors in Practical Project, such as external excitation
The influence of roughness, bridge damping etc., still without preferable solution.
Summary of the invention
Aiming at the defects existing in the prior art, bridge knot is carried out using test carriage the present invention provides a kind of
The method of structure non-destructive tests overcomes external excitation variation, surface roughness, bridge damping parameter to the unfavorable shadows of non-destructive tests
It rings, the bending stiffness of bridge can be efficiently identified out, and then identify the deflection of bridge span deformation under any load, reach bridge damage
The purpose for hurting identification helps to push reality of the indirect measuring technology based on dynamic test in Damage Identification of Bridge Structure work
Border application.
In order to solve the above-mentioned technical problem, present invention employs following technical solutions:
A method of Damage Identification of Bridge Structure is carried out using test carriage, comprising the following steps:
(1) it is based on Vehicle-Bridge Coupling System, is changed using external excitation, obtains the vertical acceleration responsive of static test carriage；
(2) using the static vertical acceleration responsive of test carriage calculate indirectly test carriage it is static when contacted with bridge floor connect
The vertical acceleration responsive of contact；
(3) transport function is established using the method based on transport function to the vertical acceleration responsive in resulting contact point
Matrix；
(4) bridge n-th order frequency and mode are solved based on transport Jacobian matrix；
(5) to gained bridge n-th order frequency and mode, rigidity adjstment is carried out using improved direct stiffness method, with identification
The flexural rigidity of section of each unit node can identify the deflection of bridge span deformation under any load in turn.
Further, the n=1.
Further, the test carriage is designed using single-degree-of-freedom.
Further, the vertical acceleration responsive of the test carriage is by the sensing that is arranged on static test carriage centroid position
Device acquisition obtains.
Compared with prior art, the present invention is based on vehicle-bridge coupled models, while considering that external excitation variation, different road surfaces are coarse
The influence of the factors such as degree and bridge damping, has theoretically been put forward for the first time using two test carriage arranged stationaries in the suitable of bridge
Bridge is to acquisition signal, and then synchronizing moving to next unit, final to extract bridge mode and then pass through improved direct rigidity
Method identification flexural rigidity of section to carry out bridge to be measured the indirect new survey technique of non-destructive tests, that is, utilizes from static test
The sensor disposed on vehicle obtains vertical acceleration signal, then quiet by the signal indirect gain test carriage and bridge floor test carriage
The vertical acceleration signal of the contact point contacted when only with bridge floor, synchronizing moving, and then establish the transport function of entire bridge
Matrix extracts the first order frequency and mode of bridge based on transport Jacobian matrix, and on this basis using with clear object
The direct stiffness method that improves for managing meaning carries out the flexural rigidity of section inverting of bridge each unit, and then reaches Damage Assessment Method effect
Fruit.By considering that the factors such as external excitation variation, surface roughness, bridge damping influence, the novel indirect measurement skill based on proposition
Art researchs and analyses Damage Assessment Method feasibility, and obtains preliminary identification eventually by certain real bridge test, identifies vehicle
Deflection of bridge span deformation under load further pushes indirect measuring technology in reality to achieve the purpose that bridge structural damage identification
Application in the engineering of border.
Detailed description of the invention
Fig. 1 is a kind of vehicle-bridge system letter of embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
Change model；
Fig. 2 is that a kind of plum gulf bridge for the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention is shown
It is intended to；
Fig. 3 is that a kind of plum gulf bridge for the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention is horizontal
Sectional view；
Fig. 4 is a kind of bridge model list for the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
First node serial number schematic diagram；
Fig. 5 is that a kind of numerical simulation for the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention is shown
It is intended to；
Fig. 6 be the present invention it is a kind of using test carriage carry out Damage Identification of Bridge Structure embodiment of the method car body signal with
The contact point signal calculated rigidity comparison diagram contacted when test carriage is static with bridge floor；
Fig. 7 is a kind of lossless, Unit 4 for the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
15%, 30%, 50% damage comparison diagram；
Fig. 8 is a kind of not damaged operating condition for the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
Inverting rigidity comparison diagram；
Fig. 9 is a kind of 4 units 30% of the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
Damage regime inverting rigidity comparison diagram；
Figure 10 is a kind of 4,9 two lists of the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
First 30% damage regime inverting rigidity comparison diagram；
Figure 11 is a kind of not damaged work for the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
The rigidity adjstment value that condition calculates；
Figure 12 is a kind of 4 units 30% of the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
The rigidity adjstment value that damage regime calculates；
Figure 13 is a kind of 4,9 two lists of the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
The rigidity adjstment value that first 30% damage regime calculates；
Figure 14 be the present invention it is a kind of using test carriage carry out Damage Identification of Bridge Structure embodiment of the method bridge second across
Identify modal graph；
Figure 15 be the present invention it is a kind of using test carriage carry out Damage Identification of Bridge Structure embodiment of the method bridge second across
Identify rigidity figure；
Figure 16 be the present invention it is a kind of using test carriage carry out Damage Identification of Bridge Structure embodiment of the method test carriage and
General commercial bassinet structure schematic diagram；
Figure 17 is a kind of total station knot for the embodiment of the method that Damage Identification of Bridge Structure is carried out using test carriage of the present invention
Structure schematic diagram.
Specific embodiment
In order to make those skilled in the art that the present invention may be better understood, with reference to the accompanying drawings and examples to this hair
Bright technical solution further illustrates.
1 theoretical model
Vehicle-Bridge Coupling System can simplify as model as shown in Figure 1.Its Bridge and vehicle are reduced to freely-supported respectively
Beam and by spring-supported mass block.L is the length of bridge, and bridge section bending stiffness is EI, bridge damping c, bridge list
Bit length quality isMoving trolley quality is mv, the coefficient of elasticity of support spring is kv, the damping of support spring is cv, bridge
Surface roughness is r (x), and moving trolley passes through bridge as external excitation at the uniform velocity v.Static 1 mass of test carriage is mv1, support bullet
The coefficient of elasticity of spring is kv1, the damping of support spring is cv1；Static 2 mass of test carriage is mv2, the coefficient of elasticity of support spring is
kv2, the damping of support spring is cv2.The model passes through bridge as external excitation using moving trolley, is synchronized using two test carriages
The signal of stationary acquisition is analyzed after movement.
In the present invention, functional density function (PSD) mould of adopting international standards of roughness tissue (ISO) standard suggestion
It is quasi-, and consider that bridge pavement actual conditions are chosen A, B, C, D level Four road surface according to document and tested.Its functional density function Gd
(n) as follows:
Parameters in above formula are defined as follows: n is the spatial frequency of per unit length, w is constant 2, n0=
0.1cycle/m、Gd(n0) it is displacement function density function values.
Consider bridge pavement actual conditions, surface roughness displacement function density function values G at different levelsd(n0) it is respectively as follows: A grades
ForB grades areC grades areD grades are
Surface roughness amplitude d under each roughness grade number are as follows:
Wherein, Δ n is the sampling interval of spatial frequency, Δ n=0.04cycle/m in the present invention.
Then simulated roadway roughness r (x) is come with the cosine function superposition of different space frequency:
Wherein, ns,iFor i-th of spatial frequency, di、θiThe amplitude of respectively i-th cosine function and random phase angle.This
Invention medium spatial frequency nsThen select 1~100cycle/m.
When considering that bridge damping and surface roughness influence, the vibration of move vehicle and bridge and static test carriage
Dynamic governing equation can be expressed as follows:
qv、The respectively absolute vertical displacement of external excitation moving trolley, velocity and acceleration, moving trolley are schemed
No. 0 trolley in 1；qv1、The absolute vertical displacement of respectively static test carriage 1, velocity and acceleration, static test carriage
No. 1 trolley in 1 i.e. Fig. 1；qv2、The absolute vertical displacement of respectively static test carriage 2, velocity and acceleration, it is static
Test carriage 2 is No. 2 trolleies in Fig. 1；ubFor the absolute vertical displacement of bridge,For the once differentiation of displacement versus time,For position
Move two subdifferentials to the time, ub" " is four subdifferentials of the displacement to moving trolley position x,For surface roughness r
(x)|X=vtTo the first derivative of x, δ is unit impulse function.
The elastic force of the spring due to caused by vehicle bridge displacement difference produces the interaction force f between vehicle and bridgec
(t), it can indicate are as follows:
Following formula can be expressed as by carrying out Fourier transformation to (4) formula:
-mvω2Dv(ω)+cvωDv(ω)+kvDv(ω)=kvDb(x=d, ω)+kvR(ω)+cvωDb(x=d, ω)+
cvωR(ω) (9)
Wherein,；Dv(ω)、ωDv(ω)、-ω2Dv(ω) is the absolute vertical displacement q of moving trolley respectivelyv(t), speedAccelerationFrequency response function；Db(x=d, ω), ω Db(x=d, ω) ,-ω2Db(x=d, ω) is respectively
The absolute vertical displacement u of bridgeb(x, t), speedAccelerationFrequency response function in the position x=d；R
(ω) is the frequency response function of surface roughness function r (x)；ω R (ω) is that surface roughness function r (x) leads the single order of x
Several frequency response functions.
It is solved according to the formation addition method, the vertical displacement reaction of bridge is indicated with the mode of bridge and generalized coordinates
It is as follows:
qjIt (t) is generalized coordinates corresponding to bridge jth rank mode of oscillation.
Mode meets orthogonality condition:
(10) formula is substituted into (5) formula, is obtained:
Wherein, ζjIndicate bridge jth rank formation damping ratio, ωjFor the bridge jth rank natural frequency of vibration For bridge
Linear mass.
When there are non-zero initial condition,
Wherein,For unit impulse response function
Pass through (13) Shi Ke get:
(14) formula is substituted into (10) formula, q is enabledj(0)=C1,:
Fourier transformation is carried out to (15) formula to obtain:
Due to the presence of damping, transient response item Zero can be decayed to quickly, therefore is saved, and only consider that homeostatic reaction item performs an analysis.
τ=t- θ is enabled, is obtained:
Wherein,
From (9) formula-(17), formula is available, the contact point response that when moving trolley and static test carriage contacts with bridge floor
Frequency-domain expression
Since trolley gravity is much smaller than the self weight of bridge, therefore ignore trolley gravity mvG this influences:
(18a) formula is substituted into available in (18c):
It enables:
Db(x, ω)=HbvDv(ω)(20)
The transport that the contact point contacted when test carriage is static with bridge floor responds at different Bridge positions can be expressed as:
Wherein φj(xd1)、φj(xd2)、φjIt (x) is respectively bridge jth rank mode in xd1, xd2, value at d=vt, Hj
(ω) is frequency response function.
It can be seen that by (21) formula corresponding to for n-th order mode,
Formula (22) shows output point xd1With xd2Between transport do not change with external excitation, also such as with the parameter of test carriage
Car weight, Che Pin, vehicle damping are unrelated.By deriving it is found that under unintentional actuation in office, and the n-th order under any test carriage parameter
The bridge transport value of mode is constant always.
By synchronizing moving test carriage, until obtaining the information of entire bridge, the n-th order mould of bridge structure is finally obtained
State.Using n-th order bridge mode obtained, bridge cell node rigidity is obtained by improved direct stiffness method, it is basic
Principle obtains modal curvature using central difference method to test mode, while mode being interpreted as to the position of mode inertia force generation
The amount of shifting to, and then corresponding test mode and mode moment of flexure and modal curvature under respective frequencies are acquired, it is asked by formula (23)
Bridge Joints rigidity is obtained to achieve the purpose that rigidity identifies.
Wherein, EI indicates the bending stiffness in section,Indicate the n-th order mode of bridge, M is section turn moment, and υ " is that mode is bent
Rate.
When testing at the scene, the vertical acceleration responsive of the contact point contacted when test carriage is static with bridge floor can not be direct
It obtains, but can be calculated by the sensor installed on static test carriage vertical acceleration responsive indirect gain collected
The step of it is as follows:
Pass through the vertical acceleration responsive of the available static test carriage of the sensor being placed on test carriageAfter integral
It is availableqv1, (6) formula is converted and can be obtained:
It enables
It is available by formula (24):
Wherein C is arbitrary constant, can be acquired by bridge in x=d1 primary condition.The trolley letter arrived due to actual acquisition
Number be discrete acceleration signal, can be found out by central difference method detection vehicle speed, displacement.
Based on theory deduction, when for primary condition being zero and the two kinds of situations that are not zero have carried out numerical simulation analysis respectively
It was found that the mode value obtained into steady-state vibration response latter two situation is almost the same, therefore initial strip is pressed in following analysis
Part is zero to be analyzed.
It is worth noting that, the contact point response signal contacted when static with bridge floor using test carriage is without using test carriage
The response signal of upper acquisition carries out the maximum advantage of bridge structural damage identification: being contacted using what test carriage contacted when static with bridge floor
Point response signal analysis can eliminate interference of the vehicle frequency information to bridge information, and the present invention is different from other scholar's achievements
It is that the present invention is based on two by the vertical acceleration responsive in contact point that the test carriage calculated indirectly contacts when static with bridge floor
The vertical acceleration responsive acquired when test carriage is static is not present roughness problem, further avoids in other scholar's achievements
It is encountered when acceleration vertical based on the test carriage contact point that test carriage is contacted with bridge floor in indirect calculating movement under mobile thick
The problems such as rugosity.
The present invention carries out bridge stiffness by Vehicle-Bridge Coupling System and identifies work, actual test result is considered, only with first
The citing of rank modal idenlification effect, its step are as follows:
(1) Vehicle-Bridge Coupling System is simulated using matlab software, (present invention utilizes moving trolley mistake using any external excitation
Bridge), obtain static test carriage acceleration responsive；
(2) using static test carriage acceleration responsive calculate indirectly test carriage it is static when the contact point that is contacted with bridge floor
It is vertical
Acceleration responsive；
(3) resulting contact point acceleration responsive is used and establishes transport function square in the method based on transport function
Battle array；
(4) first step mode is solved based on transport Jacobian matrix；
(5) to gained bridge first step mode and corresponding bridge frequency, rigidity adjstment is carried out using improved direct stiffness method
To achieve the purpose that recognition unit connection stiffness, the bridge under any load can be identified by the cell node rigidity of identification
Beam deflection deformation.
2 numerical simulations
The present invention is to guarantee that numerical simulation result has actual verification meaning, the plum gulf of bridge parameters selection Fuling Chongqing
Bridge.Bridge schematic diagram as shown in Fig. 2, bridge cross section as shown in figure 3, choose bridge second across as test across.Bridge is long
Spend L=30m, cross sectional moment of inertia Ix=0.79m4, bridge elastic modulus E=3.25 × 1010N/m2。
Based on two test carriage spacings, by this second across test across 12 units are divided into, model node number schematic diagram is such as
Shown in Fig. 4, wherein number is element number in circle, and no circled numerals are node serial number, and the rigidity result of identification is each section
The rigidity adjstment value of point.
In view of practical bridge test, two static test carriages are as shown in figure 5, every time on stationary acquisition two nodes of unit
Acceleration responsive signal after, two nodes of correspondence of synchronizing moving to next unit continue stationary acquisition acceleration after acquisition
Response, until the node signal acquisition on all units of bridge is complete, and external excitation is the wagon flow of stochastic simulation.
2.1 test carriage signals and contact point signal contrast research
Consider practical bridge test, test carriage signal is the vertical acceleration responsive of test carriage centroid position, both includes
Vehicle frequency information includes bridge frequency information again, but can also be by the acceleration responsive signal that acquires on test carriage according to meeting first part
Acceleration responsive signal extraction connection stiffness identical calculating step in contact point extracts corresponding 1st rank mode and and then identifies bridge
Girder connection rigidity.Test carriage signal and the respective diagnostic analysis result of contact point signal are compared.As space is limited, it only shows
The numerical simulation result of the lossless operating condition of bridge under D grades of roughness.Wherein two static test carriage parameters are respectively as follows: quality mv1=
1470Kg, quality mv2=1485Kg, vehicle damp cv1=cv2=1000, rigidity kv1=524076N/m, rigidity kv2=527629N/
M, vehicle frequency is wv1=wv2=3Hz.Bridge damping ratios take ζn=0.05.Under the lossless operating condition of bridge, contact point signal and vehicle
The rigidity comparison of body signal inverting is as shown in Figure 6.
Studies have shown that filter out the contact point signal inverting after vehicle frequency signal first step mode and normal modal it is closer.
The element stiffness value of further inverting can find that the connection stiffness that contact point signal identification comes out is more nearly standard rigidity value,
Equally, condition calculating result is damaged it has also been found that the connection stiffness and assumed value of contact point signal identification are closer, calculated rigidity
Deviation is within 5%.Therefore, the nothing under comprehensive different roughness, which undermines, damages recognition result, is all made of survey in analysis hereinafter
The contact point signal contacted when test run is static with bridge floor is analyzed.
The research of 2.2 external excitations variation
External excitation variation is an important problem being applied to the technology in Practical Project.Simulation process will move
Vehicle is as external excitation, and by changing quality and the speed of move vehicle come the random wagon flow of approximate simulation, vehicle mass changes model
It encloses and takes 1000-2800Kg, changes in vehicle speed range takes 3-10m/s.Other external excitations, such as more trolleies and seismic input wave
The case where can wait until same effect, be limited to piece text, the present invention fails to be unfolded.The test carriage of calculating and the parameter of bridge are same
Upper 2.1 section parameter.Similarly, it only shows and carries out numerical simulation under the operating condition that bridge is lossless and unit 4 damages under D grades of roughness
As a result, calculated result is as shown in Figure 7.
As can be seen from Figure 7, external excitation variation is unrelated with non-destructive tests result, can relatively accurately be known using this method
Not Chu damage position and degree of injury, the deviation of calculated rigidity is within 5%.
The research of 2.3 surface roughness
The technology is also applied to an important factor in order in Practical Project by surface roughness, now uses state
Border standardization body suggest functional density function (PSD) roughness is simulated, under A, B, C, D grades of roughness respectively into
The numerical simulation of row bridge lossless operating condition and various damage regimes.The test carriage of calculating and the parameter of bridge are same as above 2.1 section institutes
Show.Similarly, only show that the comparison of lossless operating condition and partial injury operating condition inverting rigidity under D grades of roughness is as Figure 8-Figure 10.
It can be seen that from Fig. 8-Figure 10, the element stiffness value identified under nondestructive state and standard rigidity value are close, calculate rigid
The deviation of degree is within 5%, and damage regime damages cell node rigidity compared with lossless operating condition under A, B, C, D grades of roughness
Inversion result be substantially reduced, more can accurately determine damage position, the deviation of calculated rigidity is within 5%.It is comprehensive
For, Damage Identification of Bridge Structure work is carried out using new technology proposed by the invention, can preferably solve surface roughness
Influence to identification work, has achieved the purpose that identification of damage position.
The research of 2.4 bridge damping ratios
The test carriage of calculating is same as above 2.1 section parameters, is based on above-mentioned numerical model, respectively corresponds bridge damping ratios and be taken as
The rigidity adjstment that lossless and damage regime of 0,0.01,0.02,0.03,0.04,0.05,6 group of data under D grades of roughness calculates
Value is as shown in figures 11-13.
The element stiffness value identified under nondestructive state it can be seen from Figure 11-Figure 13 is approached with standard rigidity value, takes difference
Than lower damage regime compared with lossless operating condition, the inversion result of damage cell node rigidity is substantially reduced bridge damping, can be with
More accurately determine damage position, the deviation of calculated rigidity is within 5%.As can be seen that using side proposed by the invention
Method carries out Damage Identification of Bridge Structure work, can preferably solve the influence of bridge damping matching identification work, reach accurate
The purpose of identification of damage position.
3 field tests
This tests the plum gulf bridge for having chosen Chongqing City Fuling District, which is built in nineteen ninety, is reinforced in 2011, is 6
It is the simply supported girder bridge of 30m across span length.According to plum gulf bridge design drawing and field measurement, the section attribute of plum gulf bridge: cut
Face the moment of inertia Ix=0.79m4, bridge elastic modulus E=3.25 × 1010N/m2。
Based on two test carriage spacings, select the bridge second across for test across, according to highway bridge bearing capacity detection comment
It establishes rules journey (JTG/T J21-2011), has carried out direct testing experiment at the scene, sample frequency takes 100Hz, obtains the bridge base
Frequency is 3.71Hz, and obtaining first-order modal damping ratio by half-power bandwidth method is 0.019.By being surveyed with former design drawing and bridge frequency
Comparative analysis is tried, taking section rigidity EI theoretical value is 2.56 × 1010N·m2。
Test process is parked in test carriage such as stationary acquisition response signal, method on the cell node on Fig. 4 on bridge
With numerical simulation part above.Test carriage is uniaxial single-degree-of-freedom trolley, quality mv1=1470Kg, quality mv2=1485Kg,
Vehicle damps cv1=cv2=1000, rigidity kv1=524076N/m, rigidity kv2=527629N/m, vehicle frequency is wv1=wv2=3Hz.
Fig. 4 such as is dragged in proper order by general commercial vehicle and specifies node location, and test carriage and general commercial vehicle are as shown in figure 16.
According to the calculating step of first segment, the resulting mode of stimulus and rigidity are analyzed as shown in Figure 14-Figure 15.
Figure 14 pattern recognition result and normal modal no significant difference, but the node unit identified can correspond in Figure 15
It obtains, element stiffness value and theoretical standard rigidity value of the bridge second across identification have certain deviation, 4 He of maximum rigidity deviation point node
Node 7 controls within 18% range, meets engine request, can be approximately considered structure without obvious damage, this is with the same period to this
The periodic detection report that bridge carries out is almost the same.Connection stiffness value based on calculating is finally inversed by this across gravity load effect and two
Opposite mid-span deflection difference when test carriage and tractor are located at span centre is 1.07mm, second tested out with reality with total station
Close across opposite mid-span deflection value 1mm, used total station is as shown in figure 17.
The present invention is based on Vehicle-Bridge Coupling System, using vehicle acceleration signal calculate test carriage it is static when contact with bridge floor
Contact point acceleration signal, establish transport Jacobian matrix, extract after bridge Mode Shape using it is improved directly just
Degree method carries out rigidity adjstment to each node of bridge, and research external excitation, surface roughness, bridge damping factor know bridge stiffness
The influence not worked has been obtained by numerical analysis and field test to draw a conclusion:
1. test carriage need to be designed using single-degree-of-freedom, test method is different from the mobile mould of tradition used in measurement indirectly
Formula, and all kinds of parameters of test carriage are required without specific quantization；
2. showing preferably solve using the method for the present invention by theory deduction, numerical simulation and field measurement outer sharp
It encourages, the influence of surface roughness and bridge damping；
3. simple and practical, explicit physical meaning, test carriage is set using the improved direct stiffness method of fusion vibration transmissibility
Meter is simple, test result show by the bending stiffness of identification can deflection of bridge span deformation under inverting Arbitrary Load, proposition it is new
The type indirect method of measurement helps further to push the application of indirect measuring technology in practical projects.
Finally, it is stated that the above examples are only used to illustrate the technical scheme of the present invention and are not limiting, although referring to compared with
Good embodiment describes the invention in detail, those skilled in the art should understand that, it can be to skill of the invention
Art scheme is modified or replaced equivalently, and without departing from the objective and range of technical solution of the present invention, should all be covered at this
In the scope of the claims of invention.
Claims (4)
1. a kind of method for carrying out Damage Identification of Bridge Structure using test carriage, which comprises the following steps:
(1) it is based on Vehicle-Bridge Coupling System, is changed using external excitation, obtains the vertical acceleration responsive of static test carriage；
(2) using the static vertical acceleration responsive of test carriage calculate indirectly test carriage it is static when the contact point that is contacted with bridge floor
Vertical acceleration responsive；
(3) transport function square is established using the method based on transport function to the vertical acceleration responsive in resulting contact point
Battle array；
(4) bridge n-th order frequency and mode are solved based on transport Jacobian matrix；
(5) to gained bridge n-th order frequency and mode, rigidity adjstment is carried out using improved direct stiffness method, to identify each list
The flexural rigidity of section of first node, and can identify that the deflection of bridge span under any load deforms in turn.
2. a kind of method for carrying out Damage Identification of Bridge Structure using test carriage according to claim 1, which is characterized in that
The n=1.
3. a kind of method for carrying out Damage Identification of Bridge Structure using test carriage according to claim 2, which is characterized in that
The test carriage is designed using single-degree-of-freedom, and is dragged test carriage by conventional commercial vehicle and run in proper order.
4. a kind of method for carrying out Damage Identification of Bridge Structure using test carriage according to claim 3, which is characterized in that
The vertical acceleration responsive of the test carriage is obtained by the sensor acquisition being arranged on static test carriage centroid position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910073419.2A CN109855823B (en) | 2019-01-25 | 2019-01-25 | Method for identifying damage of bridge structure by using test vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910073419.2A CN109855823B (en) | 2019-01-25 | 2019-01-25 | Method for identifying damage of bridge structure by using test vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109855823A true CN109855823A (en) | 2019-06-07 |
| CN109855823B CN109855823B (en) | 2020-06-30 |
Family
ID=66896133
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910073419.2A Active CN109855823B (en) | 2019-01-25 | 2019-01-25 | Method for identifying damage of bridge structure by using test vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109855823B (en) |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110377965A (en) * | 2019-06-26 | 2019-10-25 | 东南大学 | A kind of discrimination method of the flexible structure nonlinear characteristic containing hinge |
| CN110487580A (en) * | 2019-08-28 | 2019-11-22 | 湘潭大学 | A kind of girder construction damnification recognition method based on end reaction and inclination angle slope |
| CN110553808A (en) * | 2019-08-29 | 2019-12-10 | 山东建筑大学 | Beam bridge overall rigidity evaluation method based on vehicle vibration |
| CN110567661A (en) * | 2019-09-11 | 2019-12-13 | 重庆大学 | bridge damage identification method based on generalized pattern search algorithm and axle coupling |
| CN110631786A (en) * | 2019-09-12 | 2019-12-31 | 山东建筑大学 | Rapid evaluation method for bearing capacity of beam bridge based on parking vibration response |
| CN110793737A (en) * | 2019-10-28 | 2020-02-14 | 安徽建筑大学 | Beam bridge damage detection method based on elastic constraint supporting beam deflection influence line |
| CN111366317A (en) * | 2020-03-13 | 2020-07-03 | 大连理工大学 | Method for detecting damage of beam type bridge deck by using actively-excited vehicle |
| CN111460558A (en) * | 2020-03-31 | 2020-07-28 | 广西交科集团有限公司 | Beam structure initial state identification method based on displacement and corner |
| CN111781001A (en) * | 2020-07-15 | 2020-10-16 | 重庆市交通规划和技术发展中心(重庆市交通工程造价站) | Bridge damping ratio identification method based on axle coupling |
| CN112326787A (en) * | 2020-10-20 | 2021-02-05 | 中国电建集团重庆工程有限公司 | Beam bridge identification method based on multipoint rapid static acquisition of exclusive test car |
| WO2021119947A1 (en) * | 2019-12-16 | 2021-06-24 | 哈尔滨工业大学（深圳） | Method for quick detection of damage to bridge, and related device |
| CN113310649A (en) * | 2021-05-27 | 2021-08-27 | 山东建筑大学 | Test method for predicting modal deflection of medium and small bridges |
| CN113432815A (en) * | 2021-01-26 | 2021-09-24 | 重庆大学 | Bridge deck response reconstruction method based on vibration response of measuring vehicle |
| CN113505478A (en) * | 2021-07-02 | 2021-10-15 | 重庆大学 | Method for eliminating vehicle frequency and roughness by contact point response allowance |
| CN114264727A (en) * | 2021-11-20 | 2022-04-01 | 重庆大学 | Track-bridge system damage identification method based on dynamic response of operation train |
| CN114997020A (en) * | 2022-05-20 | 2022-09-02 | 重庆大学 | Contact point inversion algorithm based on multi-degree-of-freedom vehicle dynamic response |
| CN115127512A (en) * | 2022-07-18 | 2022-09-30 | 河海大学 | Rapid hinge joint damage detection method and system |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103344448A (en) * | 2013-06-26 | 2013-10-09 | 中国路桥工程有限责任公司 | Method and system for identifying damage of bridge structure |
| CN107727338A (en) * | 2017-06-01 | 2018-02-23 | 重庆大学 | A kind of bridge damnification diagnostic method based on Vehicle-Bridge Coupling System |
| CN108982029A (en) * | 2018-06-01 | 2018-12-11 | 大连理工大学 | The damage positioning method of beam type bridge structure based on move vehicle |
-
2019
- 2019-01-25 CN CN201910073419.2A patent/CN109855823B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103344448A (en) * | 2013-06-26 | 2013-10-09 | 中国路桥工程有限责任公司 | Method and system for identifying damage of bridge structure |
| CN107727338A (en) * | 2017-06-01 | 2018-02-23 | 重庆大学 | A kind of bridge damnification diagnostic method based on Vehicle-Bridge Coupling System |
| CN108982029A (en) * | 2018-06-01 | 2018-12-11 | 大连理工大学 | The damage positioning method of beam type bridge structure based on move vehicle |
Non-Patent Citations (2)
| Title |
|---|
| BIN ZHANG 等: "An effective means for damage detection of bridges using the contact-point response of a moving test vehicle", 《JOURNAL OF SOUND AND VIBRATION》 * |
| 陈家宝 等: "基于传递率函数的结构损伤识别研究", 《结构工程师》 * |
Cited By (28)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110377965A (en) * | 2019-06-26 | 2019-10-25 | 东南大学 | A kind of discrimination method of the flexible structure nonlinear characteristic containing hinge |
| CN110487580B (en) * | 2019-08-28 | 2021-02-09 | 湘潭大学 | Beam structure damage identification method based on support reaction force and inclination slope |
| CN110487580A (en) * | 2019-08-28 | 2019-11-22 | 湘潭大学 | A kind of girder construction damnification recognition method based on end reaction and inclination angle slope |
| CN110553808A (en) * | 2019-08-29 | 2019-12-10 | 山东建筑大学 | Beam bridge overall rigidity evaluation method based on vehicle vibration |
| CN110567661A (en) * | 2019-09-11 | 2019-12-13 | 重庆大学 | bridge damage identification method based on generalized pattern search algorithm and axle coupling |
| CN110567661B (en) * | 2019-09-11 | 2021-02-09 | 重庆大学 | Bridge damage identification method based on generalized pattern search algorithm and axle coupling |
| CN110631786A (en) * | 2019-09-12 | 2019-12-31 | 山东建筑大学 | Rapid evaluation method for bearing capacity of beam bridge based on parking vibration response |
| CN110793737A (en) * | 2019-10-28 | 2020-02-14 | 安徽建筑大学 | Beam bridge damage detection method based on elastic constraint supporting beam deflection influence line |
| CN110793737B (en) * | 2019-10-28 | 2021-09-17 | 安徽建筑大学 | Beam bridge damage detection method based on elastic constraint supporting beam deflection influence line |
| WO2021119947A1 (en) * | 2019-12-16 | 2021-06-24 | 哈尔滨工业大学（深圳） | Method for quick detection of damage to bridge, and related device |
| CN111366317A (en) * | 2020-03-13 | 2020-07-03 | 大连理工大学 | Method for detecting damage of beam type bridge deck by using actively-excited vehicle |
| CN111460558A (en) * | 2020-03-31 | 2020-07-28 | 广西交科集团有限公司 | Beam structure initial state identification method based on displacement and corner |
| CN111460558B (en) * | 2020-03-31 | 2022-05-06 | 广西交科集团有限公司 | Beam structure initial state identification method based on displacement and corner |
| CN111781001A (en) * | 2020-07-15 | 2020-10-16 | 重庆市交通规划和技术发展中心(重庆市交通工程造价站) | Bridge damping ratio identification method based on axle coupling |
| CN112326787A (en) * | 2020-10-20 | 2021-02-05 | 中国电建集团重庆工程有限公司 | Beam bridge identification method based on multipoint rapid static acquisition of exclusive test car |
| CN112326787B (en) * | 2020-10-20 | 2024-05-14 | 中国电建集团重庆工程有限公司 | Beam bridge identification method based on dedicated test vehicle multipoint rapid static acquisition |
| CN113432815A (en) * | 2021-01-26 | 2021-09-24 | 重庆大学 | Bridge deck response reconstruction method based on vibration response of measuring vehicle |
| CN113432815B (en) * | 2021-01-26 | 2022-08-05 | 重庆大学 | Bridge deck response reconstruction method based on vibration response of measuring vehicle |
| CN113310649A (en) * | 2021-05-27 | 2021-08-27 | 山东建筑大学 | Test method for predicting modal deflection of medium and small bridges |
| CN113310649B (en) * | 2021-05-27 | 2024-04-02 | 山东高速集团有限公司 | Test method for predicting modal deflection of middle and small bridges |
| CN113505478B (en) * | 2021-07-02 | 2022-08-26 | 重庆大学 | Method for eliminating vehicle frequency and roughness by contact point response allowance |
| CN113505478A (en) * | 2021-07-02 | 2021-10-15 | 重庆大学 | Method for eliminating vehicle frequency and roughness by contact point response allowance |
| CN114264727B (en) * | 2021-11-20 | 2023-11-24 | 重庆大学 | Rail-bridge system damage identification method based on dynamic response of operation train |
| CN114264727A (en) * | 2021-11-20 | 2022-04-01 | 重庆大学 | Track-bridge system damage identification method based on dynamic response of operation train |
| CN114997020A (en) * | 2022-05-20 | 2022-09-02 | 重庆大学 | Contact point inversion algorithm based on multi-degree-of-freedom vehicle dynamic response |
| CN114997020B (en) * | 2022-05-20 | 2024-05-28 | 重庆大学 | Multi-degree-of-freedom vehicle dynamic response-based contact point inversion algorithm |
| CN115127512A (en) * | 2022-07-18 | 2022-09-30 | 河海大学 | Rapid hinge joint damage detection method and system |
| CN115127512B (en) * | 2022-07-18 | 2024-02-13 | 河海大学 | Rapid hinge joint damage detection method and system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109855823B (en) | 2020-06-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109855823A (en) | A method of Damage Identification of Bridge Structure is carried out using test carriage | |
| Qarib et al. | Recent advances in health monitoring of civil structures | |
| CN109357822A (en) | A kind of quick test and evaluation method of bridge changed based on Vehicle-Bridge Coupling System time-varying dynamic characteristic | |
| WO2018023845A1 (en) | Method and system for measuring vertical wheel impact force in real time based on tire pressure monitoring | |
| Deng et al. | Identification of dynamic vehicular axle loads: Demonstration by a field study | |
| CN103175602B (en) | Modal testing system and modal testing method on basis of single-point laser continuous plane-scanning vibration measurement | |
| Lynch et al. | Validation of a large-scale wireless structural monitoring system on the Geumdang Bridge | |
| CN101266190A (en) | Normal traffic flow stayd-cable bridge mode parametric measurement device and method | |
| CN110704801A (en) | Bridge cluster structure operation safety intelligent monitoring and rapid detection complete technology | |
| CN103852269A (en) | High-speed train operation kinetic parameter detection method | |
| Keenahan et al. | Determination of road profile using multiple passing vehicle measurements | |
| Kim | System Identification of Civil Engineering Structures through Wireless Structural Monitoring and Subspace System Identification Methods. | |
| CN103674578A (en) | Detection method for high-speed train operation dynamics performance state | |
| CN109813511A (en) | Bridge based on move vehicle is quickly tested and parameter identification method | |
| Yau et al. | Wave number-based technique for detecting slope discontinuity in simple beams using moving test vehicle | |
| Thiandee et al. | An experiment on measurement of pavement roughness via android-based smartphones | |
| CN115101147A (en) | Road bearing capacity monitoring method | |
| CN110399683A (en) | Bridge Impact Coefficient extracting method based on frequency domain amplitude spectrum similitude filtering technique | |
| CN110427716A (en) | High-level structure model-free damnification recognition method based on statistical moment | |
| CN112326787B (en) | Beam bridge identification method based on dedicated test vehicle multipoint rapid static acquisition | |
| CN116972798A (en) | Bridge pavement unevenness recognition method based on limited vehicle response | |
| Martinez et al. | Damage detection by drive-by monitoring using the vertical displacements of a bridge | |
| CN115524086A (en) | Statistical moment-curvature beam type bridge damage identification method based on axle coupling vibration | |
| CN114216634B (en) | Online monitoring and evaluating method for vibration damping performance of floating slab track | |
| Chung et al. | Real-time visualization of bridge structural response through wireless MEMS sensors |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |