CN110543706A - In-service bridge support damage diagnosis method based on vehicle braking effect - Google Patents
In-service bridge support damage diagnosis method based on vehicle braking effect Download PDFInfo
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Abstract
an in-service bridge support damage diagnosis method based on vehicle braking action belongs to the technical field of bridge support damage diagnosis. The invention aims to solve the problems that the existing in-service bridge support damage diagnosis method cannot accurately position structural damage and is low in measurement precision. The invention establishes an accurate bridge finite element model by using a model correction method, provides a vehicle braking numerical simulation method, and can more accurately make a braking test scheme suitable for a bridge to be detected. And selecting a proper wavelet basis function decomposition level by using the cost function, performing entry wavelet packet decomposition on a free attenuation signal acquired from the pier top of the pier, and constructing a damage index to diagnose the damage position and degree of the support. The method is simple to operate, economical and practical, has certain robustness and noise immunity, and cannot cause great influence on the bridge structure.
Description
Technical Field
the invention relates to an in-service bridge bearing damage diagnosis method based on a vehicle brake effect, and belongs to the technical field of bridge bearing damage diagnosis.
background
The bridge support is used as an important component for connecting the upper part and the lower part of the bridge structure and mainly plays a role in transferring load and adapting to structure deflection, so that the working performance of the bridge support plays a vital role in the operation state of the bridge. The bridge support has various types, but the rubber support is the most common in practical application, and due to the influence of various factors such as material performance, construction process and later operation, diseases such as aging, void, bias voltage and the like often occur, so that the service state of the structure is adversely affected, and even serious bridge accidents are caused. Compared with the damage of the bridge body and the lower structure, the support damage is easy to ignore.
because the reserved position of the support is small, the performance of the support is difficult to accurately evaluate only from the appearance of the support, and the existing methods for checking whether the bridge support is empty generally comprise two types: direct and indirect processes. The direct method comprises a pressure sensor method and a camera shooting technology, wherein the pressure sensor needs to be installed during bridge construction, and cameras need to be installed near all supports for monitoring. Both of these methods are not only time consuming, but also costly. The indirect method comprises a bridge void test based on displacement, a support damage judgment method based on the natural frequency of the bridge and a method for judging support damage by time domain dynamic response of the bridge. The indirect method has the characteristics of simple test, convenience and practicability, but is limited by the beam vibration theory, so that a plurality of problems still exist, such as the method based on time domain dynamic response needs to remove the interference of noise; the method based on the natural frequency cannot accurately position the structural damage and has low measurement precision. When the structure is damaged, the parameters of the structure can be changed to a certain extent, so that the dynamic response of the structure is changed, and the purpose of identifying the damage is achieved by using the characteristic in the structural damage diagnosis based on the dynamic characteristic. The excitation forms of the existing research of the method comprise forced vibration and environmental vibration, but the installation of forced vibration equipment is complex and has large influence on the original structure, the environmental vibration has high uncertainty, and the measured data is easy to be interfered by noise. At present, most of bridge damage diagnosis methods based on dynamic characteristics aim at an upper structure, so that an excitation form capable of exciting dynamic response of a lower structure is very necessary to select.
Disclosure of Invention
in order to solve the problems, the invention provides a method for diagnosing the damage of an in-service bridge support based on the braking effect of a vehicle.
the technical scheme of the invention is as follows:
an in-service bridge support damage diagnosis method based on vehicle brake effect comprises the following steps:
step 1, formulating a vehicle braking load test scheme;
establishing a finite element model of the whole bridge by using a model correction method according to the inherent parameters of the bridge, performing model correction by using the structural modal parameters as correction objects, establishing an accurate full-bridge finite element model, and establishing a vehicle brake load test scheme by numerically simulating the vehicle brake process;
step 2, carrying out a power test of a perfect bridge structure; arranging acceleration sensors at the pier tops of the newly-built bridge piers as dynamic response measuring points, implementing a bridge impact vibration test based on vehicle braking force according to the bridge dynamic test scheme formulated in the step 1, measuring the dynamic response of each measuring point, performing wavelet de-noising treatment on the dynamic response, and selecting a free attenuation section of a dynamic response acceleration signal of each pier top measuring point as a signal to be analyzed of the intact bridge;
step 3, carrying out dynamic test tests on the damaged bridge structure; after the bridge is actually operated for a period of time T, wherein the T is 0.5 to 1 year, a bridge impact vibration test based on vehicle braking force is implemented according to the bridge dynamic test scheme formulated in the step 1, the dynamic response of each measuring point is measured and subjected to wavelet de-noising treatment, and a free attenuation section of a dynamic response acceleration signal of each pier top measuring point is selected as a signal to be analyzed for damaging the bridge;
step 4, determining the position and the degree of the damage of the bridge; and (3) carrying out wavelet packet decomposition treatment on the signal to be analyzed of the intact bridge and the signal to be analyzed of the damaged bridge respectively obtained in the step (2) and the step (3), then analyzing, and finally comparing the analysis results of each pier of the intact bridge structure and the damaged bridge structure to determine the position and the degree of damage.
preferably: step 1, establishing a finite element model of the whole bridge by using a model correction method: taking a mass matrix, a damping matrix and a rigidity matrix of a finite element model as correction parameters, arranging an acceleration sensor at the top of each pier of a newly-built bridge as a dynamic response measuring point, carrying out a bridge dynamic load test, carrying out frequency spectrum analysis on actually-measured dynamic response collected by the acceleration sensor to obtain a structural modal parameter, and establishing an objective function by using the structural modal parameter, wherein the objective function is as follows:
In the formula, MB, CB and KB are respectively bridge finite element model mass, damping and rigidity matrixes; rho f, i and rho phi, i are respectively the frequency and the mode weight coefficient under the ith order mode; wherein fc, i and fm, i are the ith order frequency numerical simulation calculation and the actual measurement power response result respectively; phi c, i and phi m, i are respectively the ith order vibration type numerical simulation calculation and actual measurement results;
and correcting the mass, damping and rigidity matrix of the finite element model by adopting an optimization algorithm, and when the target function meets the convergence criterion, considering that the numerical simulation structure is identical with the actual structure, wherein the convergence condition is as follows:
In the formula: k is iterative calculation times, and epsilon and eta are set calculation allowable errors;
then, the vehicle braking process is simulated through numerical values: the vehicle is equipped with ABS, and the ratio of road braking force to vertical load is defined as braking coefficient
the vehicle braking process is divided into two stages:
stage one is a conventional braking stage: when the slip rate is 0-20%, ABS does not work, the wheels are not in a locked slip state, and the braking force coefficient is gradually increased along with the increase of the slip rate;
The second stage is an ABS control stage: along with the increase of the slip rate, the system controls the slip rate of the wheels to be close to the slip rate of 20% by continuously adjusting the brake pressure, namely the brake coefficient reaches the brake peak coefficient to prevent the wheels from being locked;
assuming that the braking coefficient of the vehicle linearly increases from 0 to the braking crest coefficient and then keeps the constant braking coefficient during the braking process of the bridge until the vehicle stops or drives out on the bridge, the process function is expressed as follows:
In the formula: is the braking peak coefficient, tp is the rise time of the braking coefficient;
when the vehicle is a three-axis vehicle and the vehicle brakes on a bridge, the whole vehicle is assumed to be a mass point located at the gravity center of the vehicle and having certain mass and inertia characteristics, and when the vehicle brakes, the stress balance equation of the vehicle is as follows:
in the formula: fzi distributing the ground reaction force for the ith axis; w is the gross vehicle weight; l1, l2 and l3 are distances from the front axle, the middle axle and the rear axle of the vehicle to the gravity center of the vehicle respectively; fxt is the ground braking force, wherein
when the vehicle is braked, if only longitudinal acceleration exists, and the vehicle body keeps rigid and the frame line keeps straight line during the running process of the vehicle, the following conditions can be obtained according to deformation coordination:
Wherein, Δ i is the i-th axle suspension deformation; ki is integral vertical rigidity of the i-th axle suspension frame on both sides; and the stiffness of the upper suspension vertical spring and the stiffness of the lower suspension vertical spring of the ith shaft are respectively; wherein i represents the position of the vehicle axle, when i is 1, the front axle of the vehicle is represented, when i is 2, the middle axle of the vehicle is represented, and when i is 3, the rear axle of the vehicle is represented;
The braking force of each axle of the vehicle can be obtained from equations (5), (6) and (7) as follows:
in the formula, F mu 1, F mu 2 and F mu 3 are respectively distributed to the front axle, the middle axle and the rear axle of the vehicle to obtain braking force; it can be known that the axle coupling motion equation is:
in the formula: m, C and K are respectively a mass matrix, a damping matrix and a rigidity matrix; XV and qB are respectively vehicle and bridge displacement response vectors; f represents a load vector of the axle system; the symbol subscript "B" represents a bridge; the symbol subscript "v" represents the vehicle; the symbol subscripts "Bv" and "vB" represent the axle coupling terms; the symbols "r" and "G" indicate the forces due to the unevenness of the deck and the weight of the vehicle, respectively.
In the solving of the formula (9), a Newmark-beta method is adopted, and MATLAB is used for compiling a calculation program to carry out numerical simulation on the vehicle braking process, so as to carry out simulation analysis on the variable speed driving stage of the vehicle on the bridge;
simulating different vehicle weights, initial vehicle speeds, brake positions and loading lanes by using a numerical method;
the simulated vehicle braking effect under different variables is used as an excitation source to act on a bridge surface system, the maximum acceleration response amplitude of a free attenuation section signal of a pier top acceleration sensor is used as a target function, the forward bridge acceleration amplitude of the pier top of the pier under different variables is contrastively analyzed, the vehicle braking parameter working condition capable of exciting the maximum acceleration response amplitude is selected, and the bridge dynamic test scheme is determined.
preferably: and the free attenuation section signal of the pier top acceleration sensor is a vibration signal acquired by each pier top sensor after the vehicle stops on the bridge or drives out of the bridge.
preferably: the wavelet packet decomposition and transformation process in the step 4 is as follows: selecting proper wavelet basis functions and decomposition levels, and analyzing by taking cost function values and calculation time values as indexes, wherein the cost functions are as follows:
In the formula: phi is a wavelet basis function; j is the level of signal decomposition; decomposing the measured Ei signal in the ith order frequency band to obtain wavelet packet energy;
And calculating the cost function value corresponding to each wavelet basis function, determining the order of the wavelet basis function, selecting different decomposition levels, calculating the cost function value corresponding to each decomposition level and recording the calculation time.
preferably: the damage diagnosis indexes in the step 4 are as follows:
In the formula: n is a measuring point number; signal energy variance as initial structural response; the variance of the signal energy of the response of the structure to be detected; wherein is the average value of the wavelet packet energy spectrum under j times of wavelet packet decomposition; namely, the average value of the wavelet packet energy spectrums under j times of wavelet packet decomposition;
and comparing the analysis results of the bridge piers of the intact bridge structure and the damaged bridge structure to determine the position and the degree of the scoured damage of the bridge foundation.
Preferably: the support type is a plate type rubber support, and the bridge type is a beam bridge.
the invention has the following beneficial effects: the invention relates to a method for diagnosing damage of an in-service bridge support based on a vehicle braking effect. An accurate bridge finite element model is established by using a model correction method, and a vehicle braking numerical simulation method is provided, so that a braking test scheme suitable for a bridge to be detected can be more accurately formulated. And selecting a proper wavelet basis function decomposition level by using the cost function, performing entry wavelet packet decomposition on a free attenuation signal acquired from the pier top of the pier, and constructing a damage index to diagnose the damage position and degree of the support. The method is simple to operate, economical and practical, has certain robustness and noise immunity, and cannot cause great influence on the bridge structure. In addition, the invention has the advantages of small testing workload, low cost, simplicity and feasibility, can realize multi-point detection, can provide timely and detailed bridge structure health state information for bridge management departments, and ensures the safe operation of the bridge structure.
Drawings
FIG. 1 is a flow chart of a method of the present invention;
FIG. 2 is a schematic view of a bridge structure selected according to an embodiment of the present invention;
FIG. 3 is a top view of FIG. 2;
FIG. 4 is a cross-sectional view taken at A-A of FIG. 3;
FIG. 5 is a schematic process diagram of a vehicle braking test;
FIG. 6 is the longitudinal axle acceleration response at test point A1-1# under vehicle braking;
FIG. 7 is a comparison graph of wavelet packet decomposition cost function calculations for different wavelet basis functions;
FIG. 8 is a comparison graph of wavelet packet decomposition cost function calculations for different decomposition levels;
FIG. 9 is a comparison graph of damage indexes of each measuring point under single support damage;
FIG. 10 is a graph comparing damage indexes of each measuring point under multiple support damage conditions under a sixth working condition;
FIG. 11 is a comparison graph of the damage indexes of the measuring points under the multi-support damage condition of the seven working conditions.
Detailed Description
the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiment is only one embodiment of the present invention, and not all embodiments. All other embodiments obtained by a person skilled in the art based on the embodiments of the present invention without any inventive step are within the scope of the present invention.
the invention is described in detail with reference to fig. 1 to 11, and the following description is made:
A method for diagnosing damage of an in-service bridge bearing based on vehicle braking effect is shown in figure 1 and comprises the following steps:
step 1, formulating a vehicle braking load test scheme;
establishing a finite element model of the whole bridge by using a model correction method according to the inherent parameters of the bridge, performing model correction by using the structural modal parameters as correction objects, establishing an accurate full-bridge finite element model, and establishing a vehicle brake load test scheme by numerically simulating the vehicle brake process;
Firstly, comprehensively collecting relevant data of a bridge structure when the bridge is built, taking a mass matrix, a damping matrix and a rigidity matrix of a finite element model as correction parameters, arranging an acceleration sensor at the top of each pier of the newly-built bridge as a dynamic response measuring point, carrying out a bridge dynamic load test, wherein the bridge dynamic load test is that a vehicle vibrates a bridge by causing the bridge when the bridge runs at a constant speed, collecting vibration signals generated by the structure when the bridge runs by arranging the acceleration sensor on the bridge, carrying out frequency spectrum analysis on the actually-measured dynamic response collected by the acceleration sensor to obtain structural modal parameters, and establishing a target function by using the structural modal parameters, wherein the target function is as follows:
in the formula, MB, CB and KB are respectively bridge finite element model mass, damping and rigidity matrixes; rho f, i and rho phi, i are respectively the frequency and the mode weight coefficient under the ith order mode; wherein fc, i and fm, i are the ith order frequency numerical simulation calculation and the actual measurement power response result respectively; phi c, i and phi m, i are respectively the ith order vibration type numerical simulation calculation and actual measurement results;
and correcting the mass, damping and rigidity matrix of the finite element model by adopting an optimization algorithm, and when the target function meets the convergence criterion, considering that the numerical simulation structure is identical with the actual structure, wherein the convergence condition is as follows:
in the formula: k is iterative calculation times, and epsilon and eta are set calculation allowable errors;
then, the vehicle braking process is simulated through numerical values: the vehicle is a vehicle equipped with an ABS anti-lock braking system, and the ratio of the road braking force to the vertical load is defined such that the braking coefficient value is related not only to the materials and conditions of the road and tires, but also to the slip ratio therebetween,
the vehicle braking process can be divided into two stages:
(1) And (3) a conventional braking stage: when the slip rate is 0-20%, ABS does not work, the wheels are not in a locked slip state, and the braking force coefficient is gradually increased along with the increase of the slip rate;
(2) ABS control stage: with the increase of the slip rate, the system controls the wheel slip rate to be close to the optimal slip rate of 20% (corresponding to the braking peak coefficient) by continuously adjusting the braking pressure, so that the wheels are prevented from being locked, and each wheel can obtain the maximum ground braking force as much as possible.
in the case of numerical simulation of the braking process of a vehicle, a ramp function can be assumed, i.e., the braking coefficient increases linearly from 0 to a peak value during braking and then remains constant until the vehicle stops on the bridge or moves out of the bridge, which can be expressed as:
in the formula: the braking peak coefficient is determined by the types and the use conditions of the tire and the road surface; tp is the rise time(s) of the braking coefficient;
taking a typical three-axle automobile as an example, when the three-axle automobile brakes on a horizontal road, the whole automobile can be assumed to be a concentrated mass which is positioned at the gravity center of the whole automobile and has certain mass and inertia characteristics, the whole automobile decelerates synchronously, and an automobile body stress balance equation can be listed:
In the formula: fzi distributing the ground reaction force for the ith axis; w is the gross vehicle weight; l1, l2 and l3 are distances from the front axle, the middle axle and the rear axle of the vehicle to the gravity center of the vehicle respectively; fxt is the ground braking force, wherein
when the triaxial vehicle brakes, because only longitudinal acceleration exists, and the vehicle body keeps rigidity and the frame line keeps a straight line during the running process of the vehicle, the following conditions can be obtained according to deformation coordination:
in the formula: delta i is the i-th axle suspension deflection; ki is integral vertical rigidity of the i-th axle suspension frame on both sides; and the vertical spring stiffness of the upper and lower suspension of the ith shaft.
The braking forces (braking forces of the respective axles) of the wheels of the vehicle obtained in the coupled type (4) to (7) are as follows:
in the formula, F mu 1, F mu 2 and F mu 3 are respectively distributed to the front axle, the middle axle and the rear axle of the vehicle to obtain braking force;
considering the effect of vehicle braking, the equation of motion of the axle coupling can be listed as:
In the formula: m, C and K are respectively a mass matrix, a damping matrix and a rigidity matrix; XV and qB are respectively vehicle and bridge displacement response vectors; f represents a load vector of the axle system; the symbol subscript "B" represents a bridge; the symbol subscript "v" represents the vehicle; the symbol subscripts "Bv" and "vB" represent the axle coupling terms; the symbols "r" and "G" indicate the forces due to the unevenness of the deck and the weight of the vehicle, respectively.
based on the method and the principle, a Newmark-beta method with higher calculation precision is adopted in the solving process of the formula, and MATLAB is used for compiling a calculation program to carry out numerical simulation on the process, so that simulation analysis is carried out on the variable speed driving stage of the vehicle on the bridge.
according to the actual characteristics of a test vehicle and a detected bridge structure, multiple key factors including a test vehicle type, an initial vehicle speed, a brake position and a loading lane are considered, pier top forward bridge acceleration amplitudes of piers under different variables are contrastively analyzed, vehicle brake parameter working conditions capable of exciting maximum dynamic response are selected, and a reasonable vehicle brake test scheme is formulated.
step 2, according to the vehicle brake test scheme formulated in the step 1, actually measuring and obtaining longitudinal acceleration dynamic response of each measuring point of the bridge in an initial state under the braking action of the vehicle, and taking the longitudinal acceleration dynamic response as initial state data of support damage diagnosis;
step 3, after the bridge is actually operated for T years, the value of T is 0.5 or 1, and the dynamic response of the longitudinal acceleration of each measuring point of the in-service bridge under the braking action of the vehicle is actually measured according to the vehicle braking load test scheme formulated in the step 1 and is used as the to-be-diagnosed state data of the support damage diagnosis;
and 4, in order to select a proper wavelet basis function and decomposition level, analyzing by taking the cost function value as an index, wherein the cost function is as follows:
in the formula: phi is a wavelet basis function; j is the level of signal decomposition; and E, decomposing the measured Ei signal in the ith order frequency band to obtain the energy of the wavelet packet.
and calculating cost function values corresponding to the wavelet basis functions and determining the wavelet basis function orders. And repeating the process, selecting different decomposition levels, calculating cost function values corresponding to the decomposition levels and recording the calculation time. When determining the optimal wavelet basis function order and decomposition level, generally, it is considered that the smaller the calculation value of the cost function is, the higher the calculation efficiency is.
according to the principle, a proper wavelet basis function and decomposition level are selected. And respectively carrying out wavelet packet decomposition on the structural response free attenuation section signals (namely the vibration signals of the bridge when the vehicle stops on the bridge or drives out of the bridge) acquired in the initial state and the state to be diagnosed. Defining the damage diagnosis index as:
In the formula: n is a measuring point number; the signal energy variance of the bridge structure response in the initial state; detecting the signal energy variance of the structural response for the in-service bridge; j is a frequency band of signal decomposition, and the wavelet packet energy obtained by decomposing the Ei actual measurement signal in the ith order frequency band is a wavelet packet energy spectrum average value under j times of wavelet packet decomposition;
finally, comparing the analysis results of the bridge piers of the intact bridge structure and the damaged bridge structure, and determining the position and the degree of the bridge foundation erosion damage, wherein the analysis process is as follows:
The interval division standard of DI is preliminarily determined by combining with the analysis of actually measured data of a large number of bearing disease bridges:
when DI is more than or equal to 0 and less than or equal to 5 percent, the service performance of the support at the measuring point n is not influenced;
When DI is less than or equal to 5% and less than or equal to 15%, the support at the measuring point n is possibly damaged, and the support needs to be inspected;
When the DI is less than or equal to 15% and less than or equal to 25%, the support at the measuring point n is damaged, and the support needs to be inspected, maintained or replaced;
When the DI is more than 25%, the support at the measuring point n is seriously damaged and needs to be replaced in time, so that the operation safety of the bridge is ensured.
and comparing the calculated DI value with the interval standard, and determining the safety level of the bridge support according to the interval in which the DI value is positioned, thereby evaluating the safety of the bridge.
carrying out damage positioning and damage degree evaluation analysis by combining actual conditions;
a certain 4 x 40m prestressed concrete simply-supported continuous bridge is taken as an analysis object, the vertical arrangement of the bridge is shown in figure 2, the arrangement of measuring points of an acceleration sensor is shown in figure 3, the cross section of the bridge is shown in figure 4, and a bridge support adopts two forms of a plate type rubber support (B3# support) and a polytetrafluoroethylene sliding plate type rubber support (B1# support, B2# support, B4# support and B5# support).
a typical three-axle vehicle is selected as a test vehicle, according to the structural characteristics of the vehicle and a bridge, the braking peak coefficient is 0.7 during numerical simulation, and the rising time of the braking force is 0.3 s. Comparing the pier tops of the piers under a plurality of key factors along the bridge direction acceleration amplitude, and making a brake test scheme of the bridge vehicle as follows: the automobile drives into the bridge from the lane 2 at an initial speed of 50km/h, the front wheels stop at the pier D3 after the automobile is braked, and the schematic test loading diagram is shown in figure 5.
because the rubber is a nonlinear material, the rigidity and the pressure of the support are in a nonlinear relation, and the larger the pressure borne by the support is, the larger the rigidity is; the smaller the pressure, the lower the stiffness. For the common diseases of uneven stress of the support (namely support void), the vertical rigidity reduction of the support can be used for simulation, and the damage degree is represented by the rigidity reduction rate of the support spring. Therefore, the following working conditions are defined to simulate the support damage:
The working condition I is as follows: the vertical rigidity of the B1-1# support is reduced by 10%;
working conditions are as follows: the vertical rigidity of the B2-1# support is reduced by 10%;
working conditions are as follows: the vertical rigidity of the B3-1# support is reduced by 10%;
working conditions are as follows: the vertical rigidity of the B1-1# support is reduced by 30%;
working condition five: the vertical rigidity of the B1-1# support is reduced by 50%;
working condition six: the vertical rigidity of the B1-1# and B2-1# supports is reduced by 10%;
a seventh working condition: the vertical rigidity of the supports B1-1#, B2-1#, and B3-1# is reduced by 10%;
working conditions are eight: the bridge is in a healthy state.
according to the designed test scheme, firstly, numerical simulation is carried out on a bridge (working condition eight) in an initial state, coupling vibration of a vehicle braking lower bridge is simulated, and a dynamic response signal at the top measuring point of each bridge pier can be obtained, wherein a longitudinal bridge acceleration signal at the measuring point A1-1# is shown in figure 6; and simulating the damage working conditions (working condition one-working condition seven) and extracting longitudinal bridge acceleration response of each measuring point. Comparing the wavelet packet cost function calculation results under different wavelet bases and decomposition levels, as shown in fig. 7, the db10 wavelet base function is finally selected, and the decomposition level is 5. Wavelet packet decomposition is performed on the free attenuation section signals, and damage indexes are calculated for comparative analysis, as shown in fig. 8 and 9. And continuing analysis, wherein the damage index value of a measuring point close to the damage support is still obviously prominent relative to other measuring points, and when the damage degree is increased, the damage index value is increased, and the diagnosis result of the damage index of the single damage and the multiple damage working conditions is consistent with the damage position and degree.
This embodiment is only illustrative of the patent and does not limit the scope of protection thereof, and those skilled in the art can make modifications to its part without departing from the spirit of the patent.
Claims (7)
1. An in-service bridge support damage diagnosis method based on vehicle brake action is characterized by comprising the following steps: the method comprises the following steps:
step 1, formulating a vehicle braking load test scheme;
Establishing a finite element model of the whole bridge by using a model correction method according to the inherent parameters of the bridge, performing model correction by using the structural modal parameters as correction objects, establishing an accurate full-bridge finite element model, and establishing a vehicle brake load test scheme by numerically simulating the vehicle brake process;
Firstly, establishing a finite element model of the whole bridge by using a model correction method: taking a mass matrix, a damping matrix and a rigidity matrix of a finite element model as correction parameters, arranging an acceleration sensor at the top of each pier of a newly-built bridge as a dynamic response measuring point, carrying out a bridge dynamic load test, carrying out frequency spectrum analysis on actually-measured dynamic response collected by the acceleration sensor to obtain a structural modal parameter, and establishing an objective function by using the structural modal parameter, wherein the objective function is as follows:
in the formula, MB, CB and KB are respectively a mass matrix, a damping matrix and a rigidity matrix of the bridge finite element model; rho f, i and rho phi, i are respectively the frequency and the mode weight coefficient under the ith order mode; wherein fc, i and fm, i are the ith order frequency numerical simulation calculation and the actual measurement dynamic response result of the bridge dynamic load test respectively; phi c, i and phi m, i are respectively the ith order vibration mode numerical simulation calculation and the actual measurement result of the bridge dynamic load test;
and correcting the mass, damping and rigidity matrix of the finite element model by adopting an optimization algorithm, and when the target function meets the convergence criterion, considering that the numerical simulation structure is identical with the actual structure, wherein the convergence condition is as follows:
in the formula: k is iterative calculation times, and epsilon and eta are set calculation allowable errors;
then, the vehicle braking process is simulated through numerical values: the vehicle is equipped with ABS, and the ratio of road braking force to vertical load is defined as braking coefficient
The vehicle braking process is divided into two stages:
stage one is a conventional braking stage: when the slip rate is 0-20%, ABS does not work, the wheels are not in a locked slip state, and the braking force coefficient is gradually increased along with the increase of the slip rate;
The second stage is an ABS control stage: along with the increase of the slip rate, the system controls the slip rate of the wheel to be close to the slip rate of 20% by continuously adjusting the brake pressure, namely the brake coefficient reaches the brake peak coefficient to prevent the wheel from locking;
Assuming that the braking coefficient of the vehicle linearly increases from 0 to the braking crest coefficient and then keeps the constant braking coefficient during the braking process of the bridge until the vehicle stops or drives out on the bridge, the process function is expressed as follows:
in the formula: tp is the time for which the braking coefficient linearly increases from 0 to the braking peak coefficient;
finally, performing numerical simulation on the vehicle braking process by using a Newmark-beta method and using an MATLAB to compile a calculation program, performing simulation analysis on the variable speed driving stage of the vehicle on the bridge, and formulating a vehicle braking load test scheme;
step 2, carrying out a vehicle braking load test on the intact bridge;
according to the vehicle brake load test scheme formulated in the step 1, the longitudinal acceleration dynamic response of each measuring point of the intact bridge under the vehicle braking action is obtained through actual measurement and is used as initial state data of support damage diagnosis;
Step 3, carrying out a vehicle braking load test on the in-service bridge;
After the bridge is actually operated for T years, the value of T is 0.5 or 1, according to the vehicle braking load test scheme formulated in the step 1, the longitudinal acceleration dynamic response of each measuring point of the bridge in service under the vehicle braking action is obtained through actual measurement, and the longitudinal acceleration dynamic response is used as the to-be-diagnosed state data of support damage diagnosis;
And 4, respectively carrying out wavelet packet decomposition transformation on the initial state data obtained in the step 2 and the state data to be diagnosed obtained in the step 3, calculating a damage index DI, and diagnosing the damage position and degree.
2. the in-service bridge bearing damage diagnosis method based on the vehicle braking effect of claim 1, wherein: the specific process for formulating the vehicle braking load test scheme in the step 1 is as follows:
When the vehicle is a three-axis vehicle and the vehicle brakes on a bridge, assuming that the whole vehicle is a mass point located at the center of gravity of the vehicle and having certain mass and inertia characteristics, when the vehicle brakes, the stress balance equation of the vehicle is as follows:
in the formula: fz1, Fz2 and Fz3 are the ground reaction forces distributed by the front axle, the middle axle and the rear axle of the vehicle respectively; w is the gross vehicle weight; l1, l2 and l3 are distances from the front axle, the middle axle and the rear axle of the vehicle to the gravity center of the vehicle respectively; fxt is the ground braking force, wherein
when the vehicle is braked, if only longitudinal axle direction acceleration exists, and the vehicle body keeps rigid and the frame line keeps a straight line during the running process of the vehicle, the following conditions can be obtained according to deformation coordination:
Wherein, Δ i is the i-th axle suspension deformation; ki is integral vertical rigidity of the i-th axle suspension frame on both sides; and the stiffness of the upper suspension vertical spring and the stiffness of the lower suspension vertical spring of the ith shaft are respectively; wherein i represents the position of the vehicle axle, when i is 1, the front axle of the vehicle is represented, when i is 2, the middle axle of the vehicle is represented, and when i is 3, the rear axle of the vehicle is represented;
The braking force of each axle of the vehicle can be obtained from equations (5), (6) and (7) as follows:
in the formula, F mu 1, F mu 2 and F mu 3 are respectively distributed to the front axle, the middle axle and the rear axle of the vehicle to obtain braking force;
it can be known that the axle coupling motion equation is:
In the formula: m, C and K are respectively a mass matrix, a damping matrix and a rigidity matrix; XV and qB are respectively vehicle and bridge displacement response vectors; f represents a load vector of the axle system; the symbol subscript "B" represents a bridge; the symbol subscript "v" represents the vehicle; the symbol subscripts "Bv" and "vB" represent the axle coupling terms; the symbols "r" and "G" represent the forces due to the unevenness of the deck and to the weight of the vehicle, respectively;
in the solving of the formula (9), a Newmark-beta method is adopted, and MATLAB is used for compiling a calculation program to carry out numerical simulation on the vehicle braking process, so as to carry out simulation analysis on the variable speed driving stage of the vehicle on the bridge;
simulating different vehicle weights, initial vehicle speeds, brake positions and loading lanes by using a numerical method;
the method comprises the steps of taking vehicle braking effects under different variables obtained through simulation as an excitation source to act on a bridge surface system, taking the maximum acceleration response amplitude of a free attenuation section signal of an acceleration sensor at the pier top of the pier as a target function, carrying out contrastive analysis on the amplitude of acceleration of the pier top of the pier along the bridge under different variables, selecting a vehicle braking parameter working condition capable of exciting the maximum acceleration response amplitude, and determining a bridge dynamic test scheme.
3. the in-service bridge bearing damage diagnosis method based on the vehicle braking effect of claim 2, wherein: and the free attenuation section signal of the pier top acceleration sensor is a vibration signal acquired by each pier top sensor after the vehicle stops on the bridge or drives out of the bridge.
4. the in-service bridge bearing damage diagnosis method based on the vehicle braking effect of claim 1, wherein: and 4, respectively carrying out wavelet packet decomposition and transformation on the initial state data obtained in the step 2 and the free attenuation section signals of the state data to be diagnosed obtained in the step 3.
5. The in-service bridge bearing damage diagnosis method based on the vehicle braking effect of claim 4, wherein: the wavelet packet decomposition and transformation process in the step 4 is as follows: selecting proper wavelet basis functions and decomposition levels, and analyzing by taking cost function values and calculation time values as indexes, wherein the cost functions are as follows:
in the formula: phi is a wavelet basis function; j is the level of signal decomposition; decomposing the Ei actual measurement signal in the ith order frequency band to obtain wavelet packet energy;
and calculating the cost function value corresponding to each wavelet basis function, determining the order of the wavelet basis function, selecting different decomposition levels, calculating the cost function value corresponding to each decomposition level and recording the calculation time.
6. The in-service bridge bearing damage diagnosis method based on the vehicle braking effect of claim 1, wherein: the damage diagnosis indexes in the step 4 are as follows:
in the formula: n is a measuring point number; the signal energy variance of the bridge structure response in the initial state; detecting the signal energy variance of the structural response for the in-service bridge; wherein the calculation formula of sigma 2 is a wavelet packet energy spectrum mean value under j times of wavelet packet decomposition in the formula; wherein is the average value of the wavelet packet energy spectrum under j times of wavelet packet decomposition;
and comparing the analysis results of the piers of the intact bridge structure and the damaged bridge structure to determine the position and the degree of the scour damage of the bridge foundation.
7. the in-service bridge bearing damage diagnosis method based on the vehicle braking effect of claim 1, wherein: the support type is a plate type rubber support, and the bridge type is a beam bridge.
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