CN114021405A - Fabricated plate girder bridge hinge joint damage detection method based on transverse deflection influence line - Google Patents
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Abstract
The invention belongs to the technical field of bridge structure safety detection, and discloses an assembly type plate girder bridge hinge joint damage detection method based on a transverse deflection influence line, which comprises the following steps: (1) loading a bridge on site and acquiring data; (2) calculating a bridge transverse influence line; (3) and calculating the hinge joint damage index. The invention loads the bridge by the loading vehicle according to a specific scheme to obtain the corresponding measured data of the bridge deflection response. Based on the acquired vehicle-induced structure deflection response, a regularization method is adopted to solve a transverse deflection influence line, influence line data are substituted into a transverse stress analysis model after hinge damage is considered to obtain a hinge damage index, and then the position and the degree of the hinge damage are judged. The method is suitable for damage detection of transverse connection in multi-beam system bridges such as assembled plate girder bridges and the like, can realize positioning and quantitative evaluation of transverse hinge joint damage, and has good application prospect in the fields of bridge detection and performance evaluation.
Description
Technical Field
The invention belongs to the technical field of bridge structure safety detection, and particularly relates to an assembly type plate girder bridge hinge joint damage detection method based on a transverse deflection influence line.
Background
Bridge construction has been a tremendous development over the past decades. The operation cycle of the bridge structure is as long as decades, and in the service period, environmental influence, material aging and long-term action of vehicle load can bring great challenges to the operation safety of the bridge. The number of bridges in China reaches hundreds of thousands of bridges, and more than 80 percent of bridges are medium-small span bridges. The fabricated plate girder bridge is widely applied due to the advantages of short period, convenient construction, definite stress and the like, and becomes the most commonly used bridge type in the bridges with medium and small spans. In the assembled plate girder bridge, main girders are hinged by adopting cast-in-place concrete tongue-and-groove joints, and the components are called hinge joints. Hinge joints are important components for connecting all main beams and enabling the main beams to work together, and hinge joint damage is the most easily-occurred damage in the bridge type. Damage appears in the hinge joint, can influence the horizontal power transmission performance between the girder, along with the aggravation of hinge joint damage, still can lead to the phenomenon appearance of "veneer atress". The single plates are very harmful to stress, the structure of the main beam can be damaged if not all the time, and diseases of bridge auxiliary facilities such as reflection cracks of a pavement layer, slab staggering of a bridge deck and the like can be caused, so that the safety, the usability and the durability of the bridge are seriously influenced.
At present, for the detection of hinge joint damage, an eye measurement method is mainly used, the damage condition of the hinge joint is judged by observing whether cracking or water seepage occurs, but when the hinge joint damage occurs in the interior, the observation is difficult, the eye measurement method cannot judge the damage condition of the hinge joint, and the eye measurement method can only judge the hinge joint damaged and developed to a certain degree. In addition, a load test method may also be employed, where conditions permit. The load experiment method mainly determines whether the shear force transferring capacity of the hinge joint is influenced through a load experiment, but the load experiment method consumes time and labor, blocks traffic for a long time, and can aggravate the damage of the bridge due to overweight load.
The hinge joint is an important component for exerting the transverse force transmission performance, and for the bridge type of the assembled hollow slab bridge which uses the longitudinal tongue-and-groove joint to connect the main beam, the hinge plate method is generally used for calculating the transverse distribution. The hinged plate method simplifies the hinge joint with weak rigidity into the hinge joint, and does not consider the capability of the hinge joint for transmitting bending moment. The method has high accuracy in cross-span lateral distribution calculation and is widely applied to bridge design. However, this method does not consider the situation after the hinge joint is damaged, and cannot be used for analyzing the lateral force when the hinge joint is damaged, and therefore, a certain improvement of the hinge plate method is required. The transverse load distribution state of the bridge can be obtained by considering the hinge plate method after the seam damage, and whether the seam is damaged or not can be judged by the transverse influence line of the bridge obtained by a rapid load experiment by utilizing the corresponding relation between the transverse distribution and the transverse influence line. Therefore, the method for detecting the damage of the bridge joint of the fabricated plate girder based on the transverse deflection influence line has important significance for evaluating the service safety of the fabricated plate girder bridge.
Disclosure of Invention
The invention aims to provide a method for detecting damage to a hinge joint of an assembled plate girder bridge based on a transverse deflection influence line. The specific technical scheme is as follows:
And selecting a two-axis truck as a loading vehicle to respectively load the midspan and the quarter-span section of the bridge. The vehicle starts to load from one end close to the edge of the road, the loading position gradually moves to the other side along the transverse bridge, and the transverse moving distance d is half of the wheel track each time until the vehicle moves to the other end of the road. The position of the vehicle in the longitudinal direction of the bridge is kept unchanged in the whole process of loading a certain section of the bridge. The deflection sensors are arranged at the central line of the lower edge of each main beam of the bridge span and the quarter span section, and the deflection of each main beam after each loading is recorded in the process of loading the corresponding section by the vehicle. The loading scheme and the sensor arrangement position in the longitudinal bridge direction of the vehicle are shown in figure 1. When loading a single section, the loading vehicle lateral loading scheme is shown in fig. 2.
The sum of the wheel weights of the single sides of the loading vehicles is defined as P, the wheel track is defined as D, and the number of times of loading is determined by the width of the bridge and the wheel track of the loading vehicles and recorded as N times. The deflection response and the discrete lateral influence coefficient measured by the sensor are represented by the influence line identification equation:
R＝VH (1)
wherein, R represents a response vector measured by a sensor, and H is a transverse influence coefficient vector; v is a vehicle information matrix, and the form of V is as follows.
As can be seen from the above influence line identification equation, the equation is an underdetermined equation set and theoretically has no unique solution. At this time, the equation is solved using the Tikhonov regularization method, and the expression thereof is as follows.
(VTV+λ2TTT)H＝VTR (3)
The regularization parameter is obtained by adopting an L curve method, namely the general shape of a curve formed by log | | VH-R | | and log | | | TH | | | is approximate to an L shape, and the lambda value represented by the inflection point is the optimal value of the regularization parameter. The vector H of the lateral influence line can be obtained by substituting the optimal value of lambda into the formula (3), and the lateral influence coefficient of the required position can be further obtained by interpolation.
If the hinge joint is damaged, relative displacement exists between the main beams, and the influence of the relative displacement between the longitudinal beams needs to be considered in the stress state of the hinge joint. Relative displacement is considered on the basis of the conventional hinge plate method. For the ith hinge joint, a force equation is established, and the expression form is as follows.
i＝1，2，...，n-1
Wherein: deltaikThe relative displacement of the unit hinge force in the k hinge joint at the i hinge joint is caused; f. ofijRelative displacement caused by unit load acting on the j-plate at the i-shaped hinge joint; gi、gkI and K hinge joint inner hinge joint shearing forces are respectively adopted; p is a radical ofjActing on the load on the j-plate; k is a radical ofiAnd the shear rigidity of the I-shaped hinge joint. The values of all parameters in the formula are the same as those of the traditional hinged plate method. Principal coefficient delta of hinge force term coefficientiiAre all 2 ω (1+ γ), δ when k ═ i ± 1ik- ω (1- γ), the remainder being 0; coefficient of load term fiiF when k is i +1ikω, the rest are 0. And gamma is a rigidity parameter of the hollow slab. The hinge force term g can be calculated according to the vertical balance condition by the load transverse coefficient distribution.
The shear rigidity of the hinge joint is the ratio of the shear force of the hinge joint to the relative displacement of the hinge joint, and the rigidity can reflect the change condition of the force transmission performance of the hinge joint. Based on the shear rigidity of the hinge joint, the damage index of the hinge joint is defined as the reciprocal of the shear rigidity, and can also be understood as the flexibility of the hinge joint. The damage index of the ith hinge joint is shown as the following formula.
For any one transverse deflection influence line obtained in the step 2, the following equations can be established and solved to obtain the hinge joint damage index through simultaneous equations (5) - (6).
When a plurality of transverse deflection influence lines are obtained through a plurality of sensors which are transversely arranged, non-negative least square fitting can be carried out to obtain a hinge joint damage index. Taking the number 1 hinge joint as an example, a formula for solving the hinge joint damage index by a plurality of influence lines is shown in a formula (8), and a more accurate result can be obtained by using non-negative least squares fitting for the formula. The benefits derived from this include the following two aspects: on one hand, errors caused by measurement or calculation can be eliminated; on the other hand, the condition that the hinge joint is damaged and is far away from the sensor to cause poor results can be avoided.
The invention has the beneficial effects that:
1. the method has the advantages that the rapid load experiment is used for acquiring data, the time consumption is short, the influence on traffic is small, and new damage to the bridge cannot be caused in the test process;
2. the hinge joint damage identification method has strict theoretical basis, can position the hinge joint damage and judge the hinge joint damage degree, and the data obtained by a plurality of sensors can ensure that the identification result has higher precision.
Drawings
FIG. 1 is a schematic diagram of a longitudinal loading position and a sensor position of the method of the present invention;
FIG. 2 is a schematic diagram of the loading position of the transverse bridge and the position of the sensor according to the method of the present invention;
FIG. 3 is a flow chart of an implementation of the method employed in the present invention;
FIG. 4 is a section of a fabricated girder bridge simulated in an embodiment of the method of the present invention;
FIG. 5 is a schematic illustration of a fabricated girder bridge according to an embodiment of the method of the present invention, wherein (a) is a side view and (a) is a front view;
FIG. 6 is a simulated loading vehicle in an embodiment of the method of the present invention;
FIG. 7 is a schematic diagram illustrating the positioning of the hinge joint damage identified by the method of the present invention in the embodiment of the method of the present invention;
FIG. 8 is a graph comparing damage indicators for various hinge joint damage conditions in an embodiment of the method of the present invention, (a) LSM-3, (b) LSQ-3, (c) LSM-3, (d) LSQ-1, (e) LMM-1-3, and (f) LMQ-1-3;
FIG. 9 is a comparison graph of hinge joint damage indicators after noise is added in the embodiment of the method of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and a numerical example.
The hinge joint damage identification method comprises three steps of solving a bridge transverse influence line, establishing a transverse stress analysis model considering the hinge joint damage and calculating a hinge joint damage index, the specific implementation mode is given above, and the using method and the characteristics of the invention are explained by combining with an arithmetic example.
Carrying out calculation: full bridge test case of numerical arithmetic
In the numerical calculation example, a 13 m-span fabricated plate girder bridge is simulated, and a fabricated plate girder bridge model consists of nine main girders which are respectively named as No. 1-9 main girders and No. 1-8 hinge joints from left to right. Assuming that the section characteristics and the mass distribution of each plate girder and hinge joint are consistent, the section of the main girder and the bridge model are as shown in fig. 4 and 5. Loading vehicle dimensions as shown in fig. 6, loading was performed according to the loading procedure described in step one, and a total of 8 longitudinal passes, each traverse of 0.9 m. The immunity of the impairment indicators is simulated by adding white noise to the response.
In the implementation calculation, the hinge joint damage is set to be multiple working conditions. The rigidity reduction of the hinge seam damage is 40%, and the damage length is divided into three grades of 20%, 30% and 40%. The damage conditions of hinge joint damage are shown in the following table. And simulating the working conditions in a finite element, loading and calculating according to the steps, and subtracting the damage index of the hinge joint in the intact state from the calculated hinge joint damage index to eliminate the influence of model errors. The location of hinge joint damage is shown in fig. 7, and the comparison result of all working condition calculations is shown in fig. 8. The conditions that are severely affected by noise are shown in fig. 9.
Hinge joint damage of different lengths
On the aspect of hinge joint damage identification, it can be seen from fig. 8 that the hinge joint damage of all working conditions can be accurately identified and positioned, after noise is added, only the working condition 1 of the LSM-3 is greatly influenced, and the overall noise immunity is good. The results of condition 2 of LSQ-1, shown in FIG. 7, show that hinge damage can be located not only laterally, but also longitudinally. Fig. 8(a), (c), and (e) show that the damage index proposed by the present invention is not affected by the damage of multiple hinges, and the damage index is only related to the damage degree and position.
Claims (1)
1. A method for detecting damage to hinge joints of an assembled plate girder bridge based on a transverse deflection influence line is characterized by comprising the following steps:
step 1, bridge field loading and data acquisition
Selecting a two-axis truck as a loading vehicle, and loading the midspan section and the quarter midspan section of the bridge respectively; loading the vehicle from one end close to the edge of the road, and gradually moving the vehicle to the other side of the road along the cross bridge, wherein the transverse moving distance d is half of the wheel track each time until the vehicle moves to the other end of the road; the loading of the single section is carried out in the whole process, so that the position of the vehicle in the longitudinal bridge direction is kept unchanged; the bottom surface center line of each main beam in the multi-beam system is provided with deflection sensors in midspan and quarter cross section, and the deflection of each main beam after each loading is recorded in the process that the vehicle loads the corresponding cross section;
step 2, solving the influence line of the transverse deflection of the bridge
Defining the sum of the wheel weights of the single sides of the loading vehicles as P, the wheel track as D, and marking as N times, wherein the loading times are determined by the width of the bridge and the wheel track of the loading vehicles; the deflection response and the discrete lateral influence coefficient measured by the deflection sensor are represented by the influence line identification equation:
R＝VH (1)
wherein R represents a response vector measured by the deflection sensor, and H is a transverse influence coefficient vector; v is a vehicle information matrix, and the form of V is as follows:
as seen from the influence line identification equation, the influence line identification equation is a default equation set and has no unique solution theoretically; at this time, the influence line identification equation is solved by using a Tikhonov regularization method, and the expression is as follows:
(VTV+λ2TTT)H＝VTR (3)
after obtaining the transverse influence coefficient vector H, the transverse influence coefficient of the required position is obtained by interpolation;
step 3, calculating hinge joint damage index
If the hinge joint is damaged, relative displacement exists between the main beams, and the stress state of the hinge joint needs to consider the influence of the relative displacement between the longitudinal beams; considering relative displacement on the basis of a hinge plate method, establishing a force method equation for the ith hinge joint, wherein the expression form is as follows:
wherein: deltaikThe relative displacement of the unit hinge force in the k hinge joint at the i hinge joint is caused; f. ofijRelative displacement caused by unit load acting on the j-plate at the i-shaped hinge joint; gi、gkI and K hinge joint inner hinge joint shearing forces are respectively adopted; p is a radical ofjActing on the load on the j-plate; k is a radical ofiThe shear rigidity of the I-shaped hinge joint is obtained; the values of all parameters in the formula are the same as those of a hinged plate method; principal coefficient delta of hinge force term coefficientiiAre both 2 ω (1+ γ), δ when k ═ i +1 and k ═ i-1ik- ω (1- γ), the remainder being 0; coefficient of load term fiiWhen k is i +1, fikω, and the remainder 0; gamma is stiffness parameter of hollow slabCounting; the hinge force term is calculated according to the vertical balance condition by the distribution of the load transverse coefficient;
the shear rigidity of the hinge joint is the ratio of the shear force of the hinge joint to the relative displacement of the hinge joint, and the shear rigidity of the hinge joint reflects the change condition of the force transmission performance of the hinge joint; based on the shear rigidity of the hinge joint, defining the damage index of the hinge joint as the reciprocal of the shear rigidity and the flexibility of the hinge joint; the damage index of the ith hinge joint is shown as the following formula:
for any one transverse deflection influence line obtained in the step 2, establishing the following equations for solving the joint damage indexes by simultaneous formulas (5) to (6);
when a plurality of transverse deflection influence lines are obtained through a plurality of deflection sensors which are transversely arranged, non-negative least square fitting can be carried out to obtain a hinge joint damage index.
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| CN116805096A (en) * | 2023-08-24 | 2023-09-26 | 北京交通大学 | Method for calculating least favorable distribution of load of bridge by airplane with large width-to-span ratio |
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| CN114722458A (en) * | 2022-03-11 | 2022-07-08 | 浙江省交通运输科学研究院 | Comprehensive evaluation method for bearing capacity of in-service hollow slab beam bridge |
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| CN116127583A (en) * | 2023-03-03 | 2023-05-16 | 大连理工大学 | Inverse unit load method for reconstructing bending stiffness of bridge structure |
| CN116127583B (en) * | 2023-03-03 | 2023-08-29 | 大连理工大学 | Inverse unit load method for reconstructing bending stiffness of bridge structure |
| CN117807655A (en) * | 2023-06-30 | 2024-04-02 | 四川交通职业技术学院 | Method for calculating load transverse distribution coefficient of precast slab girder bridge |
| CN117807655B (en) * | 2023-06-30 | 2024-07-26 | 四川交通职业技术学院 | Method for calculating load transverse distribution coefficient of precast slab girder bridge |
| CN116933598A (en) * | 2023-07-27 | 2023-10-24 | 郑州大学 | Hollow slab bridge hinge joint damage assessment method based on model correction and orthogonal matching pursuit algorithm |
| CN116933598B (en) * | 2023-07-27 | 2024-04-12 | 郑州大学 | Hollow slab bridge hinge joint damage assessment method based on model correction and orthogonal matching pursuit algorithm |
| CN116805096A (en) * | 2023-08-24 | 2023-09-26 | 北京交通大学 | Method for calculating least favorable distribution of load of bridge by airplane with large width-to-span ratio |
| CN116805096B (en) * | 2023-08-24 | 2023-11-17 | 北京交通大学 | Method for calculating least favorable distribution of load of bridge by airplane with large width-to-span ratio |
| CN117589572A (en) * | 2023-11-28 | 2024-02-23 | 石家庄铁道大学 | Stay cable damage identification method, device, terminal and medium based on beam deflection |
| CN117589572B (en) * | 2023-11-28 | 2024-05-31 | 石家庄铁道大学 | Stay cable damage identification method, device, terminal and medium based on beam deflection |
| CN117405331B (en) * | 2023-12-12 | 2024-02-09 | 天津风霖物联网科技有限公司 | Deflection performance detection method for bridge truss |
| CN117405331A (en) * | 2023-12-12 | 2024-01-16 | 天津风霖物联网科技有限公司 | Deflection performance detection method for bridge truss |
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