CN109002673B - Bridge foundation scouring identification method based on vehicle braking impact effect - Google Patents
Bridge foundation scouring identification method based on vehicle braking impact effect Download PDFInfo
- Publication number
- CN109002673B CN109002673B CN201811167932.XA CN201811167932A CN109002673B CN 109002673 B CN109002673 B CN 109002673B CN 201811167932 A CN201811167932 A CN 201811167932A CN 109002673 B CN109002673 B CN 109002673B
- Authority
- CN
- China
- Prior art keywords
- bridge
- vehicle
- pier
- response
- dynamic
- 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.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/13—Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Geometry (AREA)
- Theoretical Computer Science (AREA)
- Computer Hardware Design (AREA)
- General Physics & Mathematics (AREA)
- Evolutionary Computation (AREA)
- General Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Computational Mathematics (AREA)
- Mathematical Analysis (AREA)
- Mathematical Optimization (AREA)
- Pure & Applied Mathematics (AREA)
- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
- Bridges Or Land Bridges (AREA)
Abstract
A bridge foundation scour identification method based on vehicle braking impact belongs to the technical field of bridge pile foundation scour damage identification. The invention aims to solve the problems that a sensor is easily interfered by hydrological conditions when being placed under water to cause large measurement errors and is easily limited by actual environment and climate during installation in the conventional bridge pier scouring monitoring method. According to the method, a vehicle braking force is used as an excitation source to excite the pier to respond to the acceleration along the bridge direction, an acceleration sensor is arranged at the top of each pier, an acceleration signal collected by the top of each pier is used as an analysis signal, each frequency band signal is obtained through wavelet packet decomposition and reconstruction, the wavelet packet energy variance of each pier of a perfect bridge structure and a damaged bridge structure is obtained, the wavelet packet energy variance change rates of the intact bridge structure and the damaged bridge structure are compared, and the damaged position and degree are determined. The structural damage identification excitation mode increases the excitation amplitude, improves the processing precision, and has the advantages of strong real-time performance, simplicity, convenience, easiness in operation and the like.
Description
Technical Field
The invention relates to a quantitative analysis and evaluation method for the health state of a bridge pile foundation, in particular to the buried depth of the pile foundation, and belongs to the technical field of bridge pile foundation erosion damage recognition.
Background
The bridge foundation is used as an important component for supporting the upper structure, and the working state of the bridge foundation directly influences the safe operation of the whole bridge. The pile foundations are widely applied in bridge construction, but river bed materials around bridge substructure (especially pile foundations) can be taken away due to long-term water flow scouring, so that the bearing capacity of the bridge pile foundations is reduced, the stability of the bridge substructure is seriously influenced, even a bridge water damage accident can be caused seriously, and great loss and severe social influence are generated. Therefore, the method has very important significance for carrying out regular health examination on the bridge foundation scouring condition, accurately diagnosing damage and ensuring the safe operation of the bridge structure.
Because the basic scouring is generated under the water surface, the foundation scouring is concealed, and the damage diagnosis is difficult to a certain degree. For the damage, various methods for monitoring underwater probing of various piers by using a sonar technology, a radar technology, a fiber bragg grating sensor, a time domain reflectometer and a regular tissue diver are developed at present, but monitoring equipment (transmitting and receiving devices) and manpower are very expensive, the sensor is easily interfered by hydrological conditions to cause large measurement errors, installation is limited by actual environment and climate, and the method cannot be comprehensively applied to bridge detection. Therefore, it is necessary to provide a structural damage diagnosis method based on dynamic characteristics to diagnose the foundation scour state of the bridge substructure.
Disclosure of Invention
The invention provides a bridge foundation scour identification method based on vehicle braking impact, which aims to solve the problems that a sensor used in the existing bridge pier scour monitoring methods is easily interfered by hydrological conditions to cause large measurement errors and is limited by actual environment and climate during installation.
The technical scheme of the invention is as follows:
a bridge foundation scouring identification method based on vehicle braking impact action comprises the following steps:
step 1, making a bridge dynamic test scheme; establishing a bridge integral reference finite element model according to bridge design information, and formulating a bridge dynamic test scheme by taking the horizontal braking force of the vehicle as the excitation type of the bridge dynamic test scheme;
Preferably: and the dynamic response in the step 2 and the step 3 is the horizontal acceleration response of the pier top along the bridge direction.
Preferably, the following components: the specific content of the step 1 is as follows:
firstly, establishing a reference model; establishing a bridge integral finite element model according to the inherent parameters of the bridge, and taking the finite element model as a reference model;
then, simulating the vehicle braking effect; the horizontal braking force of the vehicle assumes a trapezoidal load as shown in the following equation:
wherein the content of the first and second substances,
w is the self-weight of the vehicle,
is the coefficient of adhesion of the vehicle, where tbThe braking coordination time of the automobile is t, and the time when a driver steps on the brake is t;
simulating the horizontal braking force of the vehicle generated by using a numerical method for different loading vehicle weights, vehicle speeds, braking positions and loading lanes to obtain different vehicle braking effects;
finally, determining a bridge dynamic test scheme; the method comprises the following steps of taking different vehicle braking effects obtained through simulation as excitation sources to act on a bridge surface system to excite horizontal vibration of a bridge structure, taking the maximum response amplitude of free attenuation acceleration of a pier top acceleration sensor as a target function, and determining a bridge dynamic test scheme, wherein the bridge dynamic test scheme comprises a loading vehicle weight, a vehicle speed, a braking position and a loading lane, and the target function is as follows:
Max_a＝max(a(t)) (2)
in the formula: and a (t) is the free attenuation acceleration response of the pier top of the pier under different braking effects.
Preferably: the specific content of the step 4 is as follows:
firstly, taking the pier top acceleration signal free attenuation sections of all piers actually measured in the step 2 and the step 3 as signals to be analyzed to carry out wavelet packet decomposition, wherein a wavelet function is db15, and the decomposition level is 6; the ith layer of wavelet packet decomposition of the structural dynamic response signal f is assumed to obtain 2iSub-nodes, j is the i-th level node number, fijDecomposing the structural response at the node (i, j) for the ith layer, the structural response f in each node frequency bandijEnergy E ofijComprises the following steps:
Ei,j＝∑|fi,j|2(j＝0,1,…,2i-1) (3)
the structural dynamics respond to the wavelet packet energy spectrum vector E in the ith hierarchical leveliThe dynamic properties of the structure can be characterized as shown in the following formula:
Ei＝{Ei,j}(j＝0,1,…,2i-1) (4)
the signal energy variance σ of the structural dynamic response2As shown in the following formula:
in the formula (I), the compound is shown in the specification,
is the energy mean of the frequency band i;
then, defining the wavelet packet energy variance change rate as a damage index to judge the damage position of the structure, wherein the response wavelet packet energy variance change rate index WPEVVR under the ith layer is as follows:
in the formula (I), the compound is shown in the specification,
variance of signal energy in response to a healthy structure;
is the signal energy variance containing the damage information;
is the energy mean of the frequency band i;
and finally, comparing the analysis results of the piers of the intact bridge structure and the damaged bridge structure, and determining the position and the degree of the scour damage of the bridge foundation.
Preferably: the bridge is a small and medium span simply supported beam or a continuous bridge.
The invention has the following beneficial effects: the invention relates to a bridge foundation scouring identification method based on vehicle braking impact, which can directly take the horizontal braking force of a vehicle as an excitation source and the dynamic response of a pier in the horizontal direction, and improve the accuracy of damage identification by utilizing the characteristic that a bridge pile foundation is more sensitive to the horizontal mode; the invention is a detection method of the whole damage of the bridge structure, and can comprehensively reflect the dynamic characteristics of the bridge structure; the invention can also achieve the aim of identifying damage forms such as bridge support virtual space, bridge pier or bridge body cracking and the like. 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 bridge foundation scour identification method based on vehicle braking impact;
FIG. 2 is a schematic representation of vehicle braking force over time;
FIG. 3 is a schematic side view of a pier undergoing an impact vibration test;
FIG. 4 is a rear view schematically illustrating an impact vibration test of a bridge pier;
FIG. 5 is a schematic diagram of acceleration response of a free attenuation section after collection and denoising of a complete bridge pier top;
FIG. 6 is a comparison graph of energy variances of single-damage wavelet packets under different working conditions of the tops of the piers of the bridge;
FIG. 7 is a comparison graph of energy variances of multiple damage wavelet packets under different working conditions of the tops of the piers of the bridge.
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, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention is described in detail with reference to the accompanying drawings 1 to 7, and the following description is given:
the flow chart of the bridge foundation scour identification method based on the vehicle braking impact effect is shown in fig. 1, and the specific process is as follows:
firstly, establishing a bridge dynamic test scheme;
firstly, establishing a reference model; establishing a bridge integral finite element model according to the inherent parameters of the bridge, and taking the finite element model as a reference model;
then, simulating the braking effect of the vehicle; the vehicle brake has obvious pulse characteristics, and the complete process is divided into two stages: the first stage occurs in the braking regulation time, and the braking force is gradually increased from zero to the maximum; the second stage is a stage of completely exerting the braking force, and the braking force is basically kept unchanged. It is possible to assume the vehicle horizontal braking force as a trapezoidal load as shown in fig. 2, and the formula is as follows:
wherein, the first and the second end of the pipe are connected with each other,
w is the self-weight of the vehicle,
is the coefficient of vehicle adhesion, tbThe braking coordination time of the automobile is t, and the time when a driver steps on the brake is t; the brake coordination time of the automobile, namely the time required from the start of timing when the brake pedal is stepped to the time when the braking force of the automobile reaches the maximum, for the automobile t with hydraulic brakebLess than or equal to 0.35s, for the automobile t with air pressure brakeb≤0.60s。
Simulating the horizontal braking force of the vehicle generated by using a numerical method for different loading vehicle weights, vehicle speeds, braking positions and loading lanes to obtain different vehicle braking effects;
finally, determining a bridge dynamic test scheme; the method comprises the following steps of taking different vehicle braking effects obtained through simulation as excitation sources to act on a bridge surface system to excite horizontal vibration of a bridge structure, taking the maximum response amplitude of free attenuation acceleration of a pier top acceleration sensor as a target function, and determining a bridge dynamic test scheme, wherein the bridge dynamic test scheme comprises a loading vehicle weight, a vehicle speed, a braking position and a loading lane, and the target function is as follows:
Max_a＝max(a(t)) (2)
in the formula: and a (t) is the free attenuation acceleration response of the pier top of the pier under different braking effects.
As described above, the present embodiment is of the 2X 30mT typeThe three-lane continuous bridge is, for example, as shown in FIGS. 3 and 4, with a take tb0.35s, t 2.39s, and vehicle adhesion coefficient
The vehicle adopts three shafts, the whole vehicle weight W is 25t, the vehicle speed is 50km/h, braking is started to shock at the midspan positions of two bridge piers as shown in figures 3 and 4, and dynamic response of the pier tops of the bridge piers under the horizontal braking force of the vehicle is measured.
(II) carrying out a complete bridge structure dynamic test;
arranging acceleration sensors at the tops of all pier piers of the newly-built bridge as dynamic response measuring points, implementing a bridge impact vibration test based on vehicle braking force according to the established bridge dynamic test scheme, measuring the dynamic response of each measuring point, and performing wavelet de-noising treatment on the dynamic response, as shown in fig. 5.
Thirdly, carrying out dynamic test on the damaged bridge structure;
and (3) after the bridge is actually operated for a period of time T, wherein the T is 1 year, the bridge impact vibration test based on the vehicle braking force is implemented by repeating the beam dynamic test scheme formulated in the step 1, the dynamic response of each measuring point is measured, and wavelet denoising treatment is carried out on the dynamic response.
Fourthly, determining the position and the degree of the damage of the bridge;
taking the pier top acceleration signal free attenuation sections actually measured in the step (II) and the step (III) as signals to be analyzed to carry out wavelet packet decomposition, wherein a wavelet function is db15, and the decomposition level is 6; the ith layer of wavelet packet decomposition of the structural dynamic response signal f is assumed to obtain 2iSub-nodes, j is the i-th level node number, fijDecomposing the structural response at the node (i, j) for the ith layer, the structural response f in each node frequency bandijEnergy E ofijComprises the following steps:
Ei,j＝∑|fi,j|2(j＝0,1,…,2i-1) (3)
the structural dynamics respond to the wavelet packet energy spectrum vector E in the ith hierarchical leveliThe dynamic properties of the structure can be characterized as shown in the following formula:
Ei＝{Ei,j}(j＝0,1,…,2i-1) (4)
the signal energy variance σ of the structural dynamic response2As shown in the following formula:
in the formula (I), the compound is shown in the specification,
is the energy mean of the frequency band i;
then, defining the wavelet packet energy variance change rate as a damage index to judge the damage position of the structure, wherein the ith layer response wavelet packet energy variance change rate index WPEVVR is as follows:
in the formula (I), the compound is shown in the specification,
variance of signal energy in response to a healthy structure;
is the signal energy variance containing the damage information;
is the energy mean of the frequency band i;
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 scoured damage of the bridge foundation, wherein the analysis process is as follows:
the WPEVVR interval division standard is as follows:
and (4) security level: the safety level is set when WPEVVR is less than 3%, which means that the pile foundation under the bridge pier is not affected by scouring basically;
and (3) common stage: when the WPEVVR is more than or equal to 3% and less than 7%, the bridge is in a common level, which indicates that the bridge is affected by scouring, but can be continuously used in a short time;
potential hazard level: the potential risk level is set when the WPEVVR is more than or equal to 7% and less than 14%, which indicates that the normal bearing of the bridge is influenced by the scouring and needs to be detected;
the risk level is as follows: the bridge is in a dangerous level when the WPEVVR is more than or equal to 14 percent, which indicates that the scouring is very serious and needs to be reinforced as soon as possible;
and comparing the calculated WPEVVR value with the interval standard, and determining the safety level of the bridge according to the interval where the WPEVVR value is located, so as to evaluate the safety of the pile foundation.
Carrying out damage positioning and damage degree evaluation analysis by combining actual conditions;
the problem of soil body loss around the pile foundation is easily caused under the action of river water scouring, so that a scouring pit is formed, and the boundary condition of the pile foundation is changed. Based on the typical scouring pit form, for the double-column pier scouring model, the rear row piles are influenced by the shielding effect of the front row piles, the scouring depths of the front and rear piers can be known to have obvious difference, and the scouring depth of the rear pier is obviously smaller than that of the front pier. The method is used for judging whether damage exists or not and positioning the damage to a continuous beam bridge, and 7 damage types are set, namely a single-damage-type working condition and a multi-damage-type working condition:
the working condition I is as follows: the pier No. 1-1 is flushed for 1m, and other piers are not flushed;
working conditions are as follows: the pier No. 1-1 is flushed for 2m, the pier No. 1-2 is flushed for 1m, and other piers are not flushed;
working conditions are as follows: the pier No. 1-1 is flushed for 3m, the pier No. 1-2 is flushed for 2m, and other piers are not flushed;
working conditions are as follows: the pier No. 1-1 is flushed by 4m, the pier No. 1-2 is flushed by 3m, and other piers are not flushed;
working condition five: the pier 1-1 is flushed by 5m, the pier 1-2 is flushed by 4m, and other piers are not flushed;
working condition six: the pier No. 1-1 is flushed for 6m, the pier No. 1-2 is flushed for 5m, and other piers are not flushed;
a seventh working condition: the pier No. 1-1 is flushed by 3m, and the pier No. 1-2 is flushed by 2 m; the pier No. 2-1 is flushed by 5m, and the pier No. 2-2 is flushed by 4 m; no. 3-1 pier scouring is 4m, and No. 3-2 pier scouring is 3 m.
And comparing the wavelet packet energy calculated according to the actually measured acceleration response processing signal with the calculation result of the intact bridge structure, and calculating the variance change rate of the wavelet packet energy. Fig. 6 and fig. 7 show the recognition results of single damage and multiple damages, respectively, and it can be seen from fig. 6 that when the structure is damaged, the WPEVVR values are both greater than the safety level threshold, and the size of the damage location index increases with the increase of the damage degree. Fig. 7 shows that the method can not only perform single-damage positioning, but also perform multi-damage positioning, and the damage positioning index of the undamaged part is smaller than the safety level threshold.
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 (4)
1. A bridge foundation scour identification method based on vehicle braking impact action is characterized by comprising the following steps:
step 1, making a bridge dynamic test scheme;
establishing a bridge integral reference finite element model according to the inherent parameters of the bridge, and formulating a bridge dynamic test scheme by taking the horizontal braking force of the vehicle as the excitation type of the bridge dynamic test scheme;
step 2, carrying out a power test of a perfect bridge structure;
arranging an acceleration sensor at each pier top of the newly-built bridge as a dynamic response measuring point, 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 the damaged bridge;
step 4, determining the position and the degree of the damage of the bridge;
carrying out wavelet packet decomposition processing on the signals to be analyzed of the intact bridge and the signals to be analyzed of the damaged bridge respectively obtained in the step 2 and the step 3, 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;
the specific content of the step 4 is as follows:
firstly, performing wavelet packet decomposition processing on the signals to be analyzed of the intact bridge and the signals to be analyzed of the damaged bridge respectively obtained in the step 2 and the step 3, wherein a wavelet function is db15, and the decomposition level is 6; the ith layer of wavelet packet decomposition of the structural dynamic response signal f is assumed to obtain 2iSub-nodes, j is the i-th level node number, fijDecomposing the structural response at the node (i, j) for the ith layer, the structural response f in each node frequency bandijEnergy E ofijComprises the following steps:
Ei,j＝∑|fi,j|2(j＝0,1,…,2i-1) (3)
the structural dynamics respond to the wavelet packet energy spectrum vector E in the ith hierarchical leveliThe dynamic properties of the structure can be characterized as shown in the following formula:
Ei＝{Ei,j}(j＝0,1,…,2i-1) (4)
the signal energy variance σ of the structural dynamic response2As shown in the following formula:
in the formula (I), the compound is shown in the specification,
is the energy mean of the frequency band i;
then, defining the wavelet packet energy variance change rate as a damage index to judge the damage position of the structure, wherein the response wavelet packet energy variance change rate index WPEVVR under the ith layer is as follows:
in the formula (I), the compound is shown in the specification,
variance of signal energy in response to a healthy structure;
is the signal energy variance containing the damage information;
is the energy mean of the frequency band i;
and finally, comparing the analysis results of the piers of the intact bridge structure and the damaged bridge structure, and determining the position and the degree of the scouring damage of the bridge foundation.
2. The method for identifying bridge foundation scour based on vehicle braking impact according to claim 1, wherein the dynamic response in step 2 and step 3 is a forward pier top horizontal acceleration response.
3. The method for identifying bridge foundation scour based on vehicle braking impact according to claim 1, wherein the specific content of the step 1 is as follows:
firstly, establishing a reference model;
establishing a bridge integral finite element model according to the inherent parameters of the bridge, and taking the finite element model as a reference model;
then, simulating the vehicle braking effect by using a reference model;
the horizontal braking force of the vehicle assumes a trapezoidal load as shown in the following equation:
wherein the content of the first and second substances,
w is the self-weight of the vehicle,
is the vehicle adhesion coefficient; t is tbThe braking coordination time of the automobile is t, and the time when a driver steps on the brake is t;
simulating the horizontal braking force of the vehicle generated by using a numerical method for different loading vehicle weights, vehicle speeds, braking positions and loading lanes to obtain different vehicle braking effects;
finally, determining a bridge dynamic test scheme;
the method comprises the following steps of taking different vehicle braking effects obtained through simulation as excitation sources to act on a bridge surface system to excite horizontal vibration of a bridge structure, taking the maximum response amplitude of free attenuation acceleration of a pier top acceleration sensor as a target function, and determining a bridge dynamic test scheme, wherein the bridge dynamic test scheme comprises a loading vehicle weight, a vehicle speed, a braking position and a loading lane, and the target function is as follows:
Max_a＝max(a(t)) (2)
wherein a (t) is the free attenuation acceleration response of the pier top of the pier under different braking effects.
4. The method for identifying the scour of the foundation of the bridge based on the vehicle braking impact according to claim 1, wherein the bridge is a small and medium span simply supported beam or a continuous bridge.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811167932.XA CN109002673B (en) | 2018-10-08 | 2018-10-08 | Bridge foundation scouring identification method based on vehicle braking impact effect |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811167932.XA CN109002673B (en) | 2018-10-08 | 2018-10-08 | Bridge foundation scouring identification method based on vehicle braking impact effect |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109002673A CN109002673A (en) | 2018-12-14 |
| CN109002673B true CN109002673B (en) | 2022-07-05 |
Family
ID=64589099
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811167932.XA Active CN109002673B (en) | 2018-10-08 | 2018-10-08 | Bridge foundation scouring identification method based on vehicle braking impact effect |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109002673B (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109839440B (en) * | 2019-03-20 | 2021-03-30 | 合肥工业大学 | Bridge damage positioning method based on static vehicle test |
| CN110322145B (en) * | 2019-07-03 | 2023-04-14 | 太原科技大学 | Bridge overall technical condition scoring method based on fuzzy evaluation method |
| CN110399683B (en) * | 2019-07-27 | 2020-05-05 | 哈尔滨工业大学 | Bridge impact coefficient extraction method based on frequency domain amplitude spectrum similarity filtering technology |
| CN110532657B (en) * | 2019-08-21 | 2022-12-09 | 哈尔滨工业大学 | Pier structure state evaluation method based on variable speed vehicle excitation and wavelet packet analysis |
| CN110543706B (en) * | 2019-08-21 | 2023-03-24 | 哈尔滨工业大学 | In-service bridge support damage diagnosis method based on vehicle braking effect |
| CN112085354B (en) * | 2020-08-21 | 2022-02-11 | 哈尔滨工业大学 | Bridge foundation scouring diagnosis method based on vehicle-induced power response cross-correlation index system |
| CN114036974A (en) * | 2021-10-15 | 2022-02-11 | 东南大学 | Bridge scouring power identification method based on health monitoring data |
| CN114048775B (en) * | 2021-11-10 | 2022-07-05 | 哈尔滨工业大学 | Kernel function explicit mapping reconstruction method of linear correlation structural damage diagnosis index |
Citations (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6192758B1 (en) * | 1998-12-14 | 2001-02-27 | Kang Huang | Structure safety inspection |
| JP2006170861A (en) * | 2004-12-16 | 2006-06-29 | Public Works Research Institute | System for determining damaged degree of bridge in earthquake, and damaged degree diagnostic unit |
| CN101281117A (en) * | 2008-05-29 | 2008-10-08 | 上海交通大学 | Wide span rail traffic bridge damnification recognition method |
| CN101833596A (en) * | 2010-03-31 | 2010-09-15 | 桂林电子科技大学 | Two-damage quantitative identification method of rectangular and round section beam structure |
| WO2010130144A1 (en) * | 2009-05-13 | 2010-11-18 | 清华大学 | System, device for structural damage detection and method for structural damage detection |
| CN102661716A (en) * | 2012-04-20 | 2012-09-12 | 武汉理工大学 | Method and system for detecting linearity and rigidity of bridges and tunnels on basis of fiber-optic gyroscope technology |
| CN103076399A (en) * | 2012-12-28 | 2013-05-01 | 中国路桥工程有限责任公司 | Knocking scan type bridge damage detecting and positioning system |
| CN104133960A (en) * | 2014-07-28 | 2014-11-05 | 东北大学 | Improved optimal arranging method of static sensors |
| CN104200004A (en) * | 2014-07-28 | 2014-12-10 | 东北大学 | Optimized bridge damage identification method based on neural network |
| US9267862B1 (en) * | 2009-02-18 | 2016-02-23 | Sensr Monitoring Technologies Llc | Sensor and monitoring system for structural monitoring |
| CN107292022A (en) * | 2017-06-20 | 2017-10-24 | 哈尔滨工业大学 | A kind of bridge structure probability baseline finite element model construction method responded based on time varying temperature |
| WO2017202139A1 (en) * | 2016-05-26 | 2017-11-30 | 东南大学 | Bridge damage identification method based on long-gauge-length strain influence envelope |
| CN107704719A (en) * | 2017-11-27 | 2018-02-16 | 中国铁道科学研究院铁道建筑研究所 | A kind of bridge entirety damnification recognition method based on sensitivity |
| CN108280294A (en) * | 2018-01-23 | 2018-07-13 | 中冶建筑研究总院有限公司 | A kind of cable arch structure damage combined recognising method based on modal parameter |
| CN108444662A (en) * | 2018-03-20 | 2018-08-24 | 山西和信基业科技股份有限公司 | A kind of bridge damnification on-line monitoring method based on degree/day effect |
-
2018
- 2018-10-08 CN CN201811167932.XA patent/CN109002673B/en active Active
Patent Citations (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6192758B1 (en) * | 1998-12-14 | 2001-02-27 | Kang Huang | Structure safety inspection |
| JP2006170861A (en) * | 2004-12-16 | 2006-06-29 | Public Works Research Institute | System for determining damaged degree of bridge in earthquake, and damaged degree diagnostic unit |
| CN101281117A (en) * | 2008-05-29 | 2008-10-08 | 上海交通大学 | Wide span rail traffic bridge damnification recognition method |
| US9267862B1 (en) * | 2009-02-18 | 2016-02-23 | Sensr Monitoring Technologies Llc | Sensor and monitoring system for structural monitoring |
| WO2010130144A1 (en) * | 2009-05-13 | 2010-11-18 | 清华大学 | System, device for structural damage detection and method for structural damage detection |
| CN101833596A (en) * | 2010-03-31 | 2010-09-15 | 桂林电子科技大学 | Two-damage quantitative identification method of rectangular and round section beam structure |
| CN102661716A (en) * | 2012-04-20 | 2012-09-12 | 武汉理工大学 | Method and system for detecting linearity and rigidity of bridges and tunnels on basis of fiber-optic gyroscope technology |
| CN103076399A (en) * | 2012-12-28 | 2013-05-01 | 中国路桥工程有限责任公司 | Knocking scan type bridge damage detecting and positioning system |
| CN104133960A (en) * | 2014-07-28 | 2014-11-05 | 东北大学 | Improved optimal arranging method of static sensors |
| CN104200004A (en) * | 2014-07-28 | 2014-12-10 | 东北大学 | Optimized bridge damage identification method based on neural network |
| WO2017202139A1 (en) * | 2016-05-26 | 2017-11-30 | 东南大学 | Bridge damage identification method based on long-gauge-length strain influence envelope |
| CN107292022A (en) * | 2017-06-20 | 2017-10-24 | 哈尔滨工业大学 | A kind of bridge structure probability baseline finite element model construction method responded based on time varying temperature |
| CN107704719A (en) * | 2017-11-27 | 2018-02-16 | 中国铁道科学研究院铁道建筑研究所 | A kind of bridge entirety damnification recognition method based on sensitivity |
| CN108280294A (en) * | 2018-01-23 | 2018-07-13 | 中冶建筑研究总院有限公司 | A kind of cable arch structure damage combined recognising method based on modal parameter |
| CN108444662A (en) * | 2018-03-20 | 2018-08-24 | 山西和信基业科技股份有限公司 | A kind of bridge damnification on-line monitoring method based on degree/day effect |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109002673A (en) | 2018-12-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109002673B (en) | Bridge foundation scouring identification method based on vehicle braking impact effect | |
| Li et al. | Fault detection method for railway wheel flat using an adaptive multiscale morphological filter | |
| Tang et al. | An experimental study of acoustic emission methodology for in service condition monitoring of wind turbine blades | |
| Pan et al. | Structural health monitoring and assessment using wavelet packet energy spectrum | |
| CN110532657B (en) | Pier structure state evaluation method based on variable speed vehicle excitation and wavelet packet analysis | |
| CN103088849B (en) | A kind of servicing bridges foundation pile stress wave echo lossless detection method | |
| Li et al. | Railway wheel flat detection based on improved empirical mode decomposition | |
| CN103669428B (en) | With the integrity detection system of cushion cap foundation pile | |
| CN111259605A (en) | Soil landslide monitoring, early warning and evaluating method | |
| CN110543706B (en) | In-service bridge support damage diagnosis method based on vehicle braking effect | |
| CN114814956B (en) | Earth-rock dam deep-buried disease positioning method and device based on seepage and infiltration area characteristics | |
| KR20150035633A (en) | Apparatus for measuring earthquake intensity and method for the same | |
| CN103076394A (en) | Safety evaluation method for ocean platform based on integration of vibration identification frequencies and vibration mode | |
| Guthrie et al. | Automated air-coupled impact-echo testing of a concrete bridge deck from a continuously moving platform | |
| CN104833535A (en) | Railway vehicle tire tread scratch detection method | |
| CN105862935A (en) | Damage recognition method used for retaining wall structural system | |
| Sun et al. | Damage detection based on structural responses induced by traffic load: Methodology and application | |
| CN104537251A (en) | Fan blade impulse load recognition method | |
| US20200393347A1 (en) | Imaging Method of Internal Defects in Longitudinal Sections of Trees | |
| CN114139381A (en) | General investigation and evaluation method for pile foundation damage considering uncertainty of pile soil parameters | |
| CN112085354B (en) | Bridge foundation scouring diagnosis method based on vehicle-induced power response cross-correlation index system | |
| CN111353238A (en) | Pier scouring depth identification method based on vehicle sensing | |
| CN102998133A (en) | Energy damage identification method based on quasi-distributed acceleration data | |
| CN203333174U (en) | Security evaluation decision making system of engineering crane | |
| CN101033617A (en) | Dynamic detecting method for basic structure testing signal |
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 |