CN110132512B - Bridge structure monitoring and evaluating method based on girder rigidity attenuation law - Google Patents
Bridge structure monitoring and evaluating method based on girder rigidity attenuation law Download PDFInfo
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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- G01M5/005—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings by determining deflection or stress by means of external apparatus, e.g. test benches or portable test systems
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Abstract
The invention discloses a bridge structure monitoring and evaluating method based on a girder rigidity attenuation rule, wherein in a monitoring period, a deflection sensor is adopted to acquire mid-span deflection change parameters at a specified position of a monitored bridge, and the weight of a truck is acquired through a vehicle dynamic weighing system; the method comprises the steps of respectively selecting parameters of midspan deflection exceeding a set threshold value and parameters of truck weight exceeding a certain threshold value from bridge monitoring data, obtaining a sequence value of sampling deflection changing along with time and a sequence value of overloaded vehicle weight through a time incidence relation between a deflection sensor and a vehicle dynamic weighing system, obtaining an attenuation rate coefficient of bridge structural rigidity through least square normal linear fitting, achieving prediction of bridge service life, having scientific reasonableness, being simple, feasible and convenient to implement, and having important significance for bridge evaluation.
Description
Technical Field
The invention belongs to the technical field of bridge maintenance, and particularly relates to a monitoring and evaluating method for a bridge structure based on a girder rigidity attenuation rule.
Background
The bridge plays an important role in road transportation and national economic development, the phenomenon that an overloaded vehicle passes through the bridge is increasingly serious along with the rapid increase of road traffic flow caused by the development of economy and the development of logistics industry, the overlarge traffic flow and the overloaded vehicle exceeding the bearing capacity of the bridge have serious damage to bridge members, the safe operation of a bridge structure is influenced, the serious influence is caused on the maintenance and management of the bridge, and even the major safety accidents such as bridge collapse are caused.
In order to guarantee the operation safety of the bridge, the accumulated fatigue of the bridge structure under the long-term action of the vehicle load needs to be analyzed, meanwhile, the response of the parameters of the bridge structure when an overloaded vehicle passes is analyzed, a bridge structure safety assessment system based on the vehicle load is established, and an important basis is provided for bridge management and maintenance decision.
The chinese patent with application number 201810092126.4, "a bridge structure safety assessment system based on vehicle load", discloses a bridge structure safety assessment system based on vehicle load, the system comprises a monitoring center server and an on-site monitoring device, wherein the on-site monitoring device transmits the monitored weight information, license plate information and video information of the vehicle passing through the bridge and the parametric response data of each key point of the bridge structure to the monitoring center server, the monitoring center server processes the data transmitted by the on-site monitoring device through comprehensive analysis to determine the driving track, the driving speed and the weight of the vehicle passing through the bridge, and generating early warning information according to the magnitude relation between the parameter response data of each key point of the bridge structure and the set threshold value of the key point in the process that the vehicle passes through the bridge, and generating a scoring report of the state of the bridge structure by combining an evaluation strategy. The evaluation method provides big data support for bridge structure evaluation, but lacks scientific evaluation algorithm, and has complex process and large uncertainty in practical application.
Disclosure of Invention
The invention aims to solve the problems of complex process, inconvenience in operation and the like existing in the existing bridge structure monitoring and service life assessment, provides a bridge structure monitoring and assessment method based on a girder rigidity attenuation rule, and provides the bridge structure service life monitoring and assessment method through a simple and scientific algorithm.
The specific technical scheme of the invention is as follows:
a bridge structure monitoring and evaluating method based on a girder rigidity attenuation rule is characterized by comprising the following steps:
【1】 In a monitoring period T, acquiring midspan deflection change parameters at the specified position of the monitored bridge by adopting a deflection sensor, and acquiring the weight of the truck by using a dynamic weighing system of the truck;
【2】 Respectively selecting parameters of the midspan deflection exceeding a set threshold value a1 and parameters of the truck weight exceeding a certain threshold value a2 from bridge monitoring data, and obtaining sampling deflection delta f through the time correlation between a deflection sensor and a vehicle dynamic weighing systemiTime-varying sequence value and sample deflection Δ fiParameter-associated overloaded vehicle weight PiSequence values, wherein i-1-n are sampling sequences;
【3】 Calculating the change value of the girder rigidity of the monitored bridge along with the sampling sequence according to the following formula
Wherein c is a constant coefficient and is related to the load action position and the beam length;
mu is an impact coefficient value, and is a constant between 0.05 and 0.45;
mu 'is an impact coefficient increasing coefficient, and the value of mu' is between 1.0 and 1.5 and is a constant;
ξ is the coefficient of transverse increase,
wherein SemaxIs the maximum value of the measured displacement or strain in the static load test,
the measured displacement or strain average value of the measured transverse measuring point in the static load test is obtained;
【4】 Performing least square normal linear fitting on the formula (1) to obtain a linear equation of the girder rigidity changing along with time, and obtaining the slope b of the linear equation as an attenuation rate coefficient of the structural rigidity of the bridge to be detected in the monitoring period T;
【5】 And (4) predicting the service life of the bridge in the bridge service life prediction model according to the attenuation coefficient in the step (4).
In the bridge structure monitoring and evaluating method based on the girder stiffness attenuation law, the thinnest link of the bridge is selected at the designated position of the monitored bridge in the step (1).
In the bridge structure monitoring and evaluating method based on the girder rigidity attenuation law, the monitoring period T is several months to several years.
In the bridge structure monitoring and evaluating method based on the girder rigidity attenuation law, the monitored bridge is a concrete bridge structure.
In the bridge structure monitoring and evaluating method based on the girder stiffness attenuation law, in the step (2), the distance between the vehicle dynamic weighing system and the deflection sensor is measuredThe distance and the average vehicle speed are estimated to obtain an associated time interval △ t between the weighing system and the deflection sensor, and the over-threshold sampling deflection delta f is obtained only in △ t by simultaneous acquisitioniAnd an overload vehicle weight value PiThen, the data is recorded as valid data.
The invention has the following beneficial technical effects:
1. based on the concrete structure theory, the invention provides a scheme for calculating the rigidity attenuation trend of the main beam in the monitoring period through load monitoring data and deflection monitoring data corresponding to the load monitoring data, and the scheme can realize the evaluation of the rigidity attenuation of the bridge and the service life prediction by combining the rigidity attenuation models of the prestressed concrete beam and the reinforced concrete beam, has scientific rationality, and is simple, feasible and convenient to implement.
2. According to the invention, one sensor of the weakest link of the bridge is selected from a plurality of deflection sensors arranged on the whole bridge as a sampling deflection sensor, data which simultaneously meets the condition that the mid-span deflection and the truck weight exceed a certain threshold value and has time correlation is selected from the deflection of the bridge and the big data of overweight vehicles monitored for a long time, the attenuation slope of the girder rigidity is obtained through linear fitting, the attenuation rate is given by combining a service life prediction model of the bridge, and the method has important significance for bridge evaluation.
3. According to the invention, the time incidence relation between the deflection sensor and the weighing system is established through the distance between the deflection sensor and the weighing system, the average speed, the vehicle passing condition and the like, and effective data is selected from big data for analysis according to the incidence relation, so that the influence of interference data is eliminated to the maximum extent, and the processing efficiency and the reliability and accuracy of the result are improved.
Drawings
FIG. 1 is a bridge stiffness decay curve based on midspan deflection;
FIG. 2 is a schematic block diagram of a bridge structure monitoring and evaluating method based on a girder stiffness attenuation law according to the present invention;
FIG. 3 is a schematic diagram of a linear fitting result of a time-dependent change in stiffness of a main beam according to the present invention;
FIG. 4 is a schematic diagram of a bridge life prediction model using the girder stiffness attenuation slope of the present invention.
Detailed Description
Under the condition of no natural disasters such as earthquake, flood and the like, the service life of a concrete beam bridge is generally the process from the fatigue damage to the bridge to the damage caused by vehicle load, the durability of the concrete bridge structure is reduced or failed, and the development of the process is accelerated, which is similar to the fatigue test process of a prestressed concrete beam and a reinforced concrete beam, the overload vehicle load is the fatigue load, the large-tonnage overload vehicle load is equivalent to the upper limit of the fatigue load, and the small-tonnage overload vehicle load is equivalent to the lower limit of the fatigue load. Therefore, the rigidity degradation trend of the main beam of the bridge under the frequent passing (fatigue load) of the overweight vehicle can refer to a rigidity attenuation model obtained by a concrete beam fatigue test.
As shown in FIG. 1, during the fatigue loading cycle N (the total times are N), the curve trend of the section stiffness En/E0, namely the residual stiffness, of the beam reflects the stiffness attenuation trend of the beam from the intact state to the failure process under the fatigue loading action.
The early-middle stage of rigidity attenuation is basically linear development, the rigidity attenuation is accelerated at the final stage until reinforcing steel bars break, for an in-service bridge with frequent overload, once the rigidity of a beam body enters the final stage, the probability of bridge overload collapse is increased rapidly, according to research results of academic circles, the initial rigidity at the final stage of rigidity attenuation can be used as a precaution line for monitoring and evaluating the bridge, the rigidity attenuation amount of the precaution line of the prestressed concrete beam is 25%, and the rigidity attenuation amount of the reinforced concrete beam is 28%.
For a beam bridge, a main beam is a typical flexural member, and the relation between the flexural rigidity B and the mid-span deflection delta f can be calculated by multiplying a structural mechanics diagram: b is cP/Δ f, where P is the load weight associated with generating mid-span deflection Δ f; c is a constant coefficient and is related to the load action position, the beam length, the bridge deck parameters and the like. For the bridge provided with the bridge monitoring system, the load monitoring data and the deflection monitoring data corresponding to the load monitoring data are calculated and analyzed by using the formula, the rigidity attenuation trend of the main beam in the monitoring period can be calculated, and the evaluation of the rigidity attenuation of the bridge and the service life prediction can be realized by combining the rigidity attenuation models of the prestressed concrete beam and the reinforced concrete beam.
The specific embodiment of the invention is as follows in figure 2:
firstly, a deflection sensor and a vehicle dynamic weighing system are installed on a monitored bridge.
Usually, a plurality of deflection sensors are installed on a bridge, data of midspan deflection changing along with time are monitored and obtained, in the actual evaluation process, 1 deflection sensor at a specified position, namely the weakest link (with the largest deflection effect) in the bridge, is selected as a sampling sensor to analyze and evaluate the rigidity of the position, and finally the service life of the whole bridge is evaluated. For example, for a bridge with a simply supported beam as an upper structure, a plurality of deflection sensors can be installed at the position of L/2(L is the span), and the service life of the whole bridge is evaluated by selecting data of the maximum deflection effect measuring point. Vehicle dynamic weighing systems are typically placed at the entrance of a bridge and require time correlation of truck data with specified deflection sensor data in practice.
And secondly, screening data from the bridge monitoring big data.
The selection principle is that the parameters of the mid-span deflection exceeding a set threshold value a1 and the parameters of the truck weight exceeding a certain threshold value a2 are respectively selected from the data, and the sampling deflection delta f is obtained by specifying the time correlation between a deflection sensor and a vehicle dynamic weighing systemiTime-varying sequence value and sample deflection Δ fiParameter-associated overloaded vehicle weight PiSequence values, wherein i-1-n are sampling sequences;
because the deflection sensor and the vehicle dynamic weighing system both contain time system signals, a statistical time interval value can be given by calculating the distance l between the vehicle dynamic weighing system and the deflection sensor and the average vehicle speed v, so that the deflection delta f of the vehicle can be obtained and samplediOverload vehicle weight P corresponding to parametersi. For example, the distance and the average speed can be predicted to reach the position where the deflection sensor generates large deflection change in a certain time interval. Only is provided withThe over-threshold sampling deflection delta f obtained in the time interval △ t is simultaneously collectediAnd an overload vehicle weight value PiThen, the data is recorded as valid data.
Sometimes, although the sampling deflection value exceeds the set threshold value a lot, if no overload vehicles pass through or a plurality of overload vehicles pass through within the delta t, the sampling deflection value is not used as effective data, so that abnormal bridge load caused by following passing of a plurality of trucks close to each other can be avoided, and the accuracy of evaluation is improved. The best choice is that in the time interval delta t, one and only one overloaded vehicle with the load exceeding the threshold value a2 reaches the set position where the deflection of the bridge reaches the maximum value, and the deflection of the midspan exceeds the set threshold value a 1.
In addition, the deflection threshold a1 and the overload threshold a2 are set according to the frequency of passing vehicles through the monitored bridge, so that enough data volume is ensured to be statistically analyzed within a period of months or years.
And thirdly, processing and calculating the effective data in the monitoring period T.
Calculating the change value of the girder rigidity of the monitored bridge along with the sampling sequence according to the following formula
Wherein c is a constant coefficient and is related to the load action position and the beam length;
such as: the approximate calculation formula of the deflection of the simply supported beam bridge under the action of the centralized force is as follows: c 8l3And/384, l is the beam length value.
Mu is the impact coefficient value, the value range is 0.05-0.45, the value is calculated according to the general standard of highway and bridge design, or the value is obtained through the field dynamic load test.
Mu' is an impact coefficient increasing coefficient, is related to the vehicle speed and the bridge deck flatness, and has an empirical value of 1.0-1.5; and obtaining an empirical value according to the actual measurement result, and when the field dynamic load experiment test is not carried out, obtaining the empirical value according to the pavement flatness condition of the bridge deck.
Xi is a transverse increasing coefficient and reflects the uneven distribution degree of the load of the bridge structure, the smaller the xi value is, the more uniform the transverse distribution of the load is, and the larger the xi value is, the more uneven the transverse distribution of the load is. Can be calculated as follows:
And after the calculation is finished, performing least square normal linear fitting on the formula (1) to obtain a linear equation of the change of the main beam rigidity along with time, wherein the slope is the attenuation coefficient of the structural rigidity of the bridge to be measured in the monitoring period T. The specific steps are to use the least square method to combine the data (B)1～Bn) If the fitted straight line y is a + bx, the slope b of the fitted straight line is the attenuation trend of the section stiffness in the monitoring period T, and the slope is:
the slope b of the fitting straight line reflects the development trend of the section rigidity in the monitoring period, and when b is larger than or equal to 0, the development of the cross section rigidity value tends to be reduced or unchanged, namely the development of the beam rigidity tends to be stable; when b is less than 0, the rigidity of the cross section is continuously attenuated, and the larger the | b is less than 0| the faster the rigidity is attenuated.
As shown in fig. 3, the abscissa is a selected time interval T, which can be determined according to the monitoring period T, the ordinate is a Bi value, and the straight line is obtained by performing linear fitting according to the measuring points represented by the plurality of diamond blocks. The line fitting mode in the graph is a least square method, and the fitting is a linear equation of which y is bx + a, namely y in the graph is-1.9194 x + 101.33; if the slope B is negative, namely the beam rigidity is attenuated, the attenuation rate is B ═ delta B/T.
As shown in fig. 4, the obtained normalization process was carried out to obtain E1 ═ B0- △ B)/BAnd 0, forecasting the service life of the bridge according to the attenuation slope b. In the graph, E0 represents the initial residual stiffness, E1 represents the residual stiffness value at the T1 moment calculated in the monitoring period T1, T0 and T1 … … TN respectively represent the monitoring duration, b1 represents the bridge attenuation slope value b acquired in the first monitoring period, and the service life prediction is carried out according to the service life stage of the bridge. According to the three-stage law of rigidity attenuation, the probability of bridge damage is increased sharply at the final stage of rigidity attenuation, so that the moment of entering the final stage is taken as the key point of the normal service life of the bridge. Initial stiffness E in a known bridge span in FIG. 41The monitoring period T can be calculated through the measured value of the static load test1And fitting the midspan stiffness attenuation curve of the monitored bridge according to the result of the internal stiffness attenuation, and evaluating and predicting the situation of the midspan section stiffness of the bridge by combining the stiffness attenuation models of the reinforced concrete beam and the prestressed concrete beam. Such a prediction method belongs to the conventional techniques known to those skilled in the art, and thus, will not be described in detail.
Claims (5)
1. A bridge structure monitoring and evaluating method based on a girder rigidity attenuation rule is characterized by comprising the following steps:
【1】 In a monitoring period T, acquiring midspan deflection change parameters at the specified position of the monitored bridge by adopting a deflection sensor, and acquiring the weight of the truck by using a dynamic weighing system of the truck;
【2】 Respectively selecting parameters of the midspan deflection exceeding a set threshold value and parameters of the truck weight exceeding a certain threshold value from the bridge monitoring data, and obtaining the sampling deflection delta f through the time association relationship between a deflection sensor and a vehicle dynamic weighing systemiTime-varying sequence value and sample deflection Δ fiParameter-associated overloaded vehicle weight PiTaking the sequence value as effective data, wherein i-1-n is a sampling sequence;
【3】 Calculating the change value of the girder rigidity of the monitored bridge along with the sampling sequence according to the following formula
Wherein c is a constant coefficient and is related to the load action position and the beam length;
mu is an impact coefficient value, and is a constant between 0.05 and 0.45;
mu 'is an impact coefficient increasing coefficient, and the value of mu' is between 1.0 and 1.5 and is a constant;
ξ is the coefficient of transverse increase,
wherein SemaxIs the maximum value of the measured displacement or strain in the static load test,
the measured displacement or strain average value of the measured transverse measuring point in the static load test is obtained;
【4】 Performing least square normal linear fitting on the formula (1) to obtain a linear equation of the girder rigidity changing along with time, and obtaining the slope b of the linear equation as an attenuation rate coefficient of the structural rigidity of the bridge to be detected in the monitoring period T;
【5】 Forecasting the service life of the bridge in the bridge service life forecasting model according to the attenuation coefficient in the step (4); when b is more than or equal to 0, the rigidity value development of the midspan section tends to be reduced or unchanged, namely the rigidity development of the beam body tends to be stable; when b < 0, it indicates that the cross-sectional stiffness is continuously decaying, and the greater | b | is, the faster the stiffness decays.
2. The bridge structure monitoring and evaluating method based on the girder rigidity attenuation law according to claim 1, characterized in that: and (1) selecting the weakest link of the bridge at the designated position of the monitored bridge.
3. The bridge structure monitoring and evaluating method based on the girder rigidity attenuation law according to claim 1, characterized in that: the monitoring period T is months to years.
4. The bridge structure monitoring and evaluating method based on the girder rigidity attenuation law according to claim 1, characterized in that: the monitored bridge is a concrete beam bridge structure.
5. The bridge structure monitoring and evaluating method based on the girder stiffness attenuation law according to claim 1, characterized in that in the step (2), a correlation time interval △ t between a weighing system and a deflection sensor is obtained through estimation according to the distance between the vehicle dynamic weighing system and the deflection sensor and the average vehicle speed, and the over-threshold sampling deflection delta f is obtained only in △ t through simultaneous acquisitioniAnd an overload vehicle weight value PiThen, the data is recorded as valid data.
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| CN113781783B (en) * | 2021-10-26 | 2023-01-24 | 长兴县交通投资集团有限公司 | Road network level vehicle overload identification and emergency early warning method |
| CN114398775B (en) * | 2022-01-04 | 2022-08-16 | 交通运输部公路科学研究所 | Concrete beam service life prediction method considering cracking damage step stiffness |
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