CN113505478B - Method for eliminating vehicle frequency and roughness by contact point response allowance - Google Patents
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Abstract
The invention discloses a method for eliminating vehicle frequency and roughness by contact point response allowance, which comprises the following steps: 1) assembling a test model; 2) simulating a calculation model according to the step 1); 3) establishing a vibration formula of the measuring vehicle: 4) obtaining a motion equation of residual errors; 5) the residual equation is modified by taking the second derivative. The invention combines the contact and residual response generated by two connected vehicles to generate contact residue, can eliminate the influence of the frequency of the vehicles and the roughness of the surface of the bridge at the same time, and is beneficial to accurately detecting the frequency of the bridge.
Description
Technical Field
The invention relates to the field of bridge detection, in particular to a method for eliminating vehicle frequency and roughness by contact point response allowance.
Background
The method of scanning vehicles at bridge frequency has attracted extensive attention from researchers all over the world. Since the first proposal of poplar ever and academies in 2004, the method has been successfully applied to the identification of bridge frequency, mode and damping coefficient and the damage detection. The feasibility of the method was also verified in field measurements. However, when the frequency of the bridge is measured by the vehicle scanning method, the frequency of the vehicle and the surface roughness of the bridge have prominent interference on the measurement result. Even in early studies, the frequency of the vehicle will always appear in the vehicle spectrum when the test vehicle is used to scan a bridge. In many cases, the frequency of the vehicle itself may be too prominent for the bridge frequency (especially the high modes) to be seen. This is known as a shadowing effect of the vehicle frequency.
Therefore, it is necessary to develop a method that can simultaneously eliminate the influence of the frequency of the vehicle and the surface roughness of the bridge.
Disclosure of Invention
The invention aims to provide a method for eliminating vehicle frequency and roughness by using a contact point response allowance, so as to solve the problems in the prior art.
The technical scheme adopted for achieving the aim of the invention is that the method for eliminating the frequency and the roughness of the vehicle by the response margin of the contact point comprises the following steps:
1) and assembling a test model. The test model comprises a preorder measuring vehicle and a postorder measuring vehicle which are connected with each other, and the preorder measuring vehicle and the postorder measuring vehicle run on the simply supported bridge under the traction of the tractor. The shape, the quality and the rigidity of the preorder measuring vehicle and the sequent measuring vehicle are the same, and acceleration sensors are arranged at the center positions of wheel shafts of the preorder measuring vehicle and the sequent measuring vehicle.
2) Simulating a calculation model according to the step 1). The model of the preorder measuring vehicle and the postorder measuring vehicle are both modeled as a single-degree-of-freedom system, the simply supported bridge is set as a Bernoulli-Euler type beam with a rough surface, connecting lines at two ends of the simply supported bridge are overlapped with the x axis, one end of the simply supported bridge is marked as an original point, and the tractor runs along the x axis.
3) Establishing a vibration equation of the measuring vehicle:
in formula (1): the mass of the preorder measuring vehicle and the mass of the postorder measuring vehicle are both m v ，k v In order to provide rigidity to the vehicle body,
measuring the longitudinal acceleration of the vehicle, y, for a time t preceding vf (t) measuring the longitudinal displacement of the vehicle in the preamble of time t, u c (x f T) contact displacement between the measuring vehicle and the simply supported bridge in the preamble of t time, x f The distance between the vehicle and the x-axis origin is measured for the preamble.
In formula (2):
measuring the longitudinal acceleration of the vehicle, y, for a subsequent time t vr (t) measuring the longitudinal displacement of the vehicle in the subsequent step at time t, u c (x r T) the contact displacement between the vehicle and the simply supported bridge at the subsequent time t, x r The distance of the vehicle from the x-axis origin is measured for subsequent measurements.
Wherein u is c Is a displacement u of the bridge deck b And the sum of the roughness elevations s of the corresponding points is as follows:
u c (x f ,t)＝u b (x f ,t)+s(x f ) (3a)
u c (x r ,t)＝u b (x r ,t)+s(x r ) (3b)
4) the vibration equation of the reconstructed subsequent measurement vehicle is as follows:
the contact displacement between the reconstructed subsequent measurement vehicle and the simply supported bridge is as follows:
u c (x f ,t+Δt)＝u b (x f ,t+Δt)+s(x f ) (5)
in the formula: and delta t is the time difference between the same point of the preorder measuring vehicle and the subsequent measuring vehicle, d is the distance between the preorder measuring vehicle and the subsequent measuring vehicle, and v is the running speed of the preorder measuring vehicle and the subsequent measuring vehicle.
5) Obtaining the motion equation of the residual error:
6) the residual equation (6) is modified by taking the second derivative to update to equation (7):
wherein: y is (4) Representing the fourth derivative of the correlation shift with respect to time t, by
And
the contact acceleration response allowance of the preorder measuring vehicle and the postorder measuring vehicle is calculated by a central difference formula
7) According to the contact acceleration response allowance R of the preceding measuring vehicle and the following measuring vehicle c And (t) drawing an FFT spectrum of the contact point acceleration response, and extracting the simply supported bridge frequency from the FFT spectrum.
Further, the step 4) comprises the following sub-steps:
4-1) reconstructing a vibration equation of a subsequent measuring vehicle as follows:
the contact displacement reconstruction of the subsequent measurement vehicle and the simply supported bridge is as follows:
u c (x r +vΔt,t+Δt)＝u b (x r +vΔt,t+Δt)+s(x r +vΔt) (9)
4-2) according to x f ＝x r +d＝x r + v Δ t, reconstructed by equation (4) as:
equation (9) is reconstructed as:
u c (x f ,t+Δt)＝u b (x f ,t+Δt)+s(x f ) (5)
further, in step 6), the contact acceleration is calculated by equation (10):
in the formula: t is t i Is the ith sample point, ω v Is the vehicle frequency and τ represents the sampling interval.
The technical effect of the invention is undoubtedly that the invention combines the contact and residual response generated by two connected vehicles to generate contact residue, can eliminate the influence of the frequency of the vehicle and the roughness of the surface of the bridge at the same time, and is favorable for accurately detecting the frequency of the bridge.
Drawings
FIG. 1 is a three-dimensional view of a test model;
FIG. 2 is a schematic diagram of a computational model;
FIG. 3 is a graph comparing contact point residual response to vehicle residual response without regard to roughness;
FIG. 4 is an FFT spectrum of contact acceleration and vehicle acceleration taking roughness into account;
FIG. 5 is a comparison of contact point residual response to vehicle residual response taking roughness into account;
in the figure: tractor 1, preceding measuring vehicle 2 and follow-up measuring vehicle 3.
Detailed Description
The present invention is further illustrated by the following examples, but it should not be construed that the scope of the above-described subject matter is limited to the following examples. Various substitutions and alterations can be made without departing from the technical idea of the invention and the scope of the invention is covered by the present invention according to the common technical knowledge and the conventional means in the field.
The embodiment discloses a method for eliminating vehicle frequency and roughness by using a contact point response allowance, which comprises the following steps:
1) and assembling a test model. Referring to fig. 1, the test model comprises a preorder measuring vehicle 2 and a postorder measuring vehicle 3 which are connected with each other, and the preorder measuring vehicle 2 and the postorder measuring vehicle 3 travel on a simple bridge under the traction of a tractor 1. The shape, the mass and the rigidity of the preorder measuring vehicle 2 and the sequent measuring vehicle 3 are the same, and acceleration sensors are arranged at the center positions of wheel shafts of the preorder measuring vehicle 2 and the sequent measuring vehicle 3 and used for collecting acceleration vibration signals of the vehicles.
2) Referring to fig. 2, a computational model is modeled according to step 1). The preorder measuring vehicle 2 and the postorder measuring vehicle 3 are both modeled as a single-degree-of-freedom system, the simply supported bridge is set as a Bernoulli-Euler type beam with a rough surface, the damping of the vehicle is neglected, a connecting line of two ends of the simply supported bridge is superposed with the x axis, one end of the simply supported bridge is marked as an original point, and the tractor 1 runs along the x axis.
3) Establishing a vibration formula of the measuring vehicle:
in formula (1): the mass of the preorder measuring vehicle 2 and the mass of the postorder measuring vehicle 3 are both m v ，k v In order to provide rigidity to the vehicle body,
measuring longitudinal acceleration, y, of vehicle 2 for preceding time t vf (t) longitudinal displacement of the measuring carriage 2, u, preceding time t c (x f T) contact displacement between the measuring vehicle 2 and the simply supported bridge in the preamble of the time t, x f The distance between the vehicle 2 and the x-axis origin is measured for the preamble.
In formula (2):
for measuring the longitudinal acceleration, y, of the vehicle 3 for a subsequent time t vr (t) measuring the longitudinal displacement of the vehicle 3 at a subsequent time t, u c (x r And t) is the contact displacement of the subsequent measuring vehicle 3 and the simply supported bridge at the time t, x r The distance of the car 3 from the x-axis origin is measured for subsequent steps.
Wherein u is c Is a displacement u of the bridge deck b And the sum of the roughness s of the corresponding points, namely:
u c (x f ,t)＝u b (x f ,t)+s(x f ) (3a)
u c (x r ,t)＝u b (x r ,t)+s(x r ) (3b)
4) the time difference between the same point of the preorder measuring vehicle 2 and the subsequent measuring vehicle 3 is recorded as Δ t ═ d/v, d is the distance between the preorder measuring vehicle 2 and the subsequent measuring vehicle 3, and v is the running speed of the preorder measuring vehicle 2 and the subsequent measuring vehicle 3, then the vibration formula (2) of the subsequent measuring vehicle 3 is updated as follows:
equation (3b) is updated as:
u c (x r +vΔt,t+Δt)＝u b (x r +vΔt,t+Δt)+s(x r +vΔt) (5)
according to x f ＝x r +d＝x r + v Δ t, equation (4) updates as:
equation (5) is updated as:
u c (x f ,t+Δt)＝u b (x f ,t+Δt)+s(x f ) (7)
5) according to the residual method, subtracting the formula (1) from the formula (6) to obtain the motion equation of the residual:
substituting equations (3a) and (7) into equation (8), equation (8) is updated as:
the surface roughness s has thus far been eliminated from the expression of equation (9), and can now be used to retrieve the frequency of the simple bridge.
Two vehicles running at the same location will experience the same roughness s (x) f ) But with a time lag difference at. Of course, the surface roughness can be eliminated by using the residual responses of the two vehicles, the time lag of which is Δ t as shown above, but the residual response without the contact point when identifying the bridge frequency is good because the vehicle response contains the vehicle frequency.
6) The absolute displacement y of the vehicle is referred to in equations (8) and (9) vr And y vf It is difficult to measure in practice. To solve this problem, the residual equation can be modified by taking the second derivative:
wherein: y is (4) Representing the fourth derivative of the correlation shift with respect to time t, by
And
and calculating by using a central difference formula.
It can be seen that the contact acceleration response margins R of the two connected vehicles c Has been given in equation (10):
in field testing, it is difficult to directly measure the acceleration of a contact
And
as the contact points may move from time to time. In contrast, the acceleration of the vehicle
And
can be easily registered by means of an acceleration sensor. Contact acceleration for a single degree of freedom test vehicle
And
it can be calculated by taking the second derivative of the vehicle equation in equations (1) and (2) and replacing equations (10) and (11)
And
second derivative of (2), common of central difference methodThe formula is as follows:
in the formula: t is t i Is the ith sample point, ω v Is the vehicle frequency and τ represents the sampling interval.
The vehicle residual R can also be determined by subtracting the acceleration of the vehicle in front from the acceleration in rear v 。
It should be noted that only the acceleration response of the vehicle is considered here, since it can be easily measured in the field. The contact point response margin (12) may be better than the vehicle response margin (14), in particular as follows:
the contact point response margin without considering roughness is compared with the vehicle response margin:
FIGS. 3(a) and 3(b) respectively compare the vehicle response margin R in the acceleration response v And a contact response margin R c Time of (d) -history and FFT response, FFT is an abbreviation for fast fourier transform. It can be seen that they differ greatly in both the time and frequency domains. Slave contact response margin R c In the middle, the first five bridge frequencies ω can be clearly extracted b1 、ω b2 、ω b3 、ω b4 And ω b5 . Without the vehicle frequency omega v . In contrast, from the vehicle response margin R in fig. 3(b) v It can be seen that only the first two bridge frequencies ω b1 And ω b2 Can be identified. This is because the vehicle frequency ω v The size is larger, and the frequency of a bridge with a higher mode is covered.
Influence of surface roughness:
fig. 4(a) and 4(b) plot FFT spectra of the touch point and vehicle acceleration response, respectively. It is clear that the response of both the contact and the vehicle is greatly amplified by the surface roughness. Comparing the rough surface of fig. 4(a) and the smooth surface of fig. 3(b), the contact spectrum has been completely contaminated by roughness, from which the bridge frequency cannot be found. Also, as shown in fig. 4(b), the spectrum of the vehicle is also completely contaminated with roughness, and the vehicle response is also greatly amplified. From the response of the vehicle, no bridge frequencies can be identified other than the vehicle frequency itself.
The contact point response margin when considering roughness is compared with the vehicle response margin:
FFT spectra of response margins of the vehicle and the contact point obtained by using two connected vehicles are plotted in fig. 5, fig. 5(a) being a global view, and fig. 5(b) being an enlarged view of a dotted-line frame region in fig. 5 (a). Comparing the results of the response in fig. 5 with the original response in fig. 4 indicates that the roughness has been eliminated by the response of the vehicle and the contact point. The first five bridge frequencies ω are as smooth as in FIG. 3 b1 、ω b2 、ω b3 、ω b4 And ω b5 Can easily respond to the margin R from the contact c Is identified. However, even if the roughness noise is eliminated by means of the vehicle response margin, the vehicle frequency ω can only be detected from the inside v And no bridge frequency.
Claims (3)
1. A method for eliminating vehicle frequency and roughness by contact point response allowance is characterized in that: the method comprises the following steps:
1) assembling a test model; the test model comprises a preorder measuring vehicle (2) and a postorder measuring vehicle (3) which are connected with each other, wherein the preorder measuring vehicle (2) and the postorder measuring vehicle (3) drive on the simply supported bridge under the traction of the tractor (1); the shape, the mass and the rigidity of the preorder measuring vehicle (2) and the subsequent measuring vehicle (3) are the same, and acceleration sensors are arranged at the center positions of wheel shafts of the preorder measuring vehicle (2) and the subsequent measuring vehicle (3);
2) simulating a calculation model according to the step 1); the preorder measuring vehicle (2) and the postorder measuring vehicle (3) are modeled into a single-degree-of-freedom system, the simply supported bridge is set to be a Bernoulli-Euler type beam with a rough surface, a connecting line of two ends of the simply supported bridge is superposed with an x axis, one end of the simply supported bridge is marked as an original point, and the tractor (1) runs along the x axis;
3) establishing a vibration equation of the measuring vehicle:
in formula (1): the mass of the preorder measuring vehicle (2) and the mass of the postorder measuring vehicle (3) are both m v ，k v In order to provide rigidity to the vehicle body,
measuring the longitudinal acceleration, y, of the vehicle (2) for a time t preceding vf (t) longitudinal displacement of the measuring vehicle (2) according to the preamble at time t, u c (x f T) is the contact displacement between the measuring vehicle (2) and the simply supported bridge at the moment t f The distance between the vehicle (2) and the x-axis origin is measured for the preamble;
in formula (2):
for measuring the longitudinal acceleration, y, of the vehicle (3) after time t vr (t) measuring the longitudinal displacement of the vehicle (3) in the subsequent step at time t, u c (x r T) is the contact displacement between the subsequent measuring vehicle (3) and the simply supported bridge at the time t, x r The distance between the vehicle (3) and the x-axis origin is measured in the subsequent process;
wherein u is c Is a displacement u of the bridge deck b And the sum of the roughness elevations s of the corresponding points is as follows:
u c (x f ,t)＝u b (x f ,t)+s(x f ) (3a)
u c (x r ,t)＝u b (x r ,t)+s(x r ) (3b)
4) the vibration equation of the reconstructed subsequent measurement vehicle (3) is as follows:
the contact displacement between the reconstructed subsequent measurement vehicle (3) and the simply supported bridge is as follows:
u c (x f ,t+Δt)＝u b (x f ,t+Δt)+s(x f ) (5)
in the formula: delta t is the time difference between the same point of the preamble measuring vehicle (2) and the subsequent measuring vehicle (3), delta t is d/v, d is the distance between the preamble measuring vehicle (2) and the subsequent measuring vehicle (3), and v is the running speed of the preamble measuring vehicle (2) and the subsequent measuring vehicle (3);
5) obtaining the motion equation of the residual error:
6) the residual equation (6) is modified by taking the second derivative to update to equation (7):
wherein: y is (4) Representing the fourth derivative of the correlation shift with respect to time t, by
And
calculated by a central difference formula, and the contact acceleration response allowance of the preorder measuring vehicle (2) and the sequent measuring vehicle (3)
7) According to the contact acceleration response allowance R of the preceding measuring vehicle (2) and the subsequent measuring vehicle (3) c And (t) drawing an FFT spectrum of the contact point acceleration response, and extracting the simply supported bridge frequency from the FFT spectrum.
2. The method of claim 1, wherein the contact response margin is used to eliminate vehicle frequency and roughness, and the method comprises the steps of: step 4) comprises the following sub-steps:
4-1) firstly reconstructing the vibration equation of the subsequent measuring vehicle (3) as follows:
the contact displacement reconstruction of the subsequent measuring vehicle (3) and the simply supported bridge is as follows:
u c (x r +vΔt,t+Δt)＝u b (x r +vΔt,t+Δt)+s(x r +vΔt) (9)
4-2) according to x f ＝x r +d＝x r + v Δ t, reconstructed by equation (4) as:
equation (9) is reconstructed as:
u c (x f ,t+Δt)＝u b (x f ,t+Δt)+s(x f ) (5)。
3. the method of claim 1, wherein the contact response margin is used to eliminate vehicle frequency and roughness, and the method comprises the steps of: in step 6), the contact acceleration is calculated by the formula (10):
in the formula: t is t i Is the ith sample point, ω v Is the vehicle frequency and τ represents the sampling interval.
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