CN111353238B - Pier scouring depth identification method based on vehicle sensing - Google Patents
Pier scouring depth identification method based on vehicle sensing Download PDFInfo
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- CN111353238B CN111353238B CN202010216391.6A CN202010216391A CN111353238B CN 111353238 B CN111353238 B CN 111353238B CN 202010216391 A CN202010216391 A CN 202010216391A CN 111353238 B CN111353238 B CN 111353238B
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- 238000000034 method Methods 0.000 title claims abstract description 49
- 238000009991 scouring Methods 0.000 title claims abstract description 29
- 230000001133 acceleration Effects 0.000 claims abstract description 43
- 238000012360 testing method Methods 0.000 claims abstract description 41
- 238000005259 measurement Methods 0.000 claims abstract description 10
- 230000008569 process Effects 0.000 claims abstract description 8
- 238000004088 simulation Methods 0.000 claims abstract description 7
- 238000004364 calculation method Methods 0.000 claims abstract description 4
- 238000007405 data analysis Methods 0.000 claims abstract description 4
- 238000010183 spectrum analysis Methods 0.000 claims abstract description 4
- 238000011010 flushing procedure Methods 0.000 abstract description 12
- 238000010998 test method Methods 0.000 abstract 1
- 238000001514 detection method Methods 0.000 description 17
- 230000004044 response Effects 0.000 description 8
- 238000006073 displacement reaction Methods 0.000 description 7
- 238000004458 analytical method Methods 0.000 description 6
- 230000007547 defect Effects 0.000 description 5
- 238000009434 installation Methods 0.000 description 4
- 239000002689 soil Substances 0.000 description 4
- 238000012544 monitoring process Methods 0.000 description 3
- 238000002474 experimental method Methods 0.000 description 2
- 239000011150 reinforced concrete Substances 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000004567 concrete Substances 0.000 description 1
- 230000006378 damage Effects 0.000 description 1
- 238000009795 derivation Methods 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000007620 mathematical function Methods 0.000 description 1
- 238000000691 measurement method Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000011895 specific detection Methods 0.000 description 1
- 238000001228 spectrum Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/18—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring depth
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
- G01H17/00—Measuring mechanical vibrations or ultrasonic, sonic or infrasonic waves, not provided for in the preceding groups
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- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
Abstract
The invention discloses a pier scouring depth identification method based on vehicle sensing. Firstly, establishing a test bridge calculation model by utilizing finite element software, and simulating different scour depths of bridge piers to obtain finite element theoretical frequency information of the bridge; carrying out data analysis on the theoretical frequency and the scouring depth of the bridge, and fitting a functional relation between the fundamental frequency of the bridge and the scouring depth of the bridge pier; and then the vehicle provided with the sensor uniformly drives through the bridge, longitudinal acceleration time course data of the test vehicle in the running process of the bridge are collected, then spectrum analysis is carried out on the longitudinal acceleration time course raw data of the test vehicle to obtain an acceleration spectrogram, the actual measurement fundamental frequency of the bridge is identified and extracted from the acceleration spectrogram, the actual measurement fundamental frequency of the bridge is substituted into a functional relation between the fundamental frequency of the bridge and the pier flushing depth obtained in the numerical simulation, and the pier flushing depth is calculated. The test procedure is safe, simple and quick, the efficiency of detecting the scouring depth of the bridge pier can be improved, and the cost is low.
Description
Technical Field
The invention relates to a pier scouring depth identification method, in particular to a pier scouring depth identification method based on vehicle sensing, and belongs to the technical field of bridge testing.
Background
Flushing is an important cause of bridge water destruction, and many bridges are destroyed by flood flushing every year in countries around the world. The flushing depth is the most important factor influencing the safety of the bridge, and monitoring of the flushing depth is important to the safety of the bridge. Aiming at the problem of pier scour, a great deal of scientific research and engineering practice have been carried out at home and abroad, and a series of researches on a detection method of pier scour conditions have been gradually carried out.
During bridge operation, on-site detection is the most intuitive method for observing the scouring depth of bridge foundations and collecting on-site data, and is also an important method for preventing the bridge foundations from being unstable or damaged. In the past, diver tracking detection was the only method to measure flush depth using basic instrumentation. However, this method has a number of drawbacks: (1) cannot be performed during flooding; (2) The flushing pit is easy to be filled after flood, so that the maximum flushing depth cannot be accurately recorded; (3) The measured data are discrete and the flushing trend to reach the balanced flushing depth state cannot be obtained. Today, more efficient alternatives have been proposed both at home and abroad to better monitor the flushing, for example: radar detection, sonar detection, acoustic doppler current analysis, fiber Bragg Grating (FBG) methods, sliding magnetic ring (SMC) methods, and the like. However, the monitoring equipment (transmitting and receiving devices) and manpower are very expensive, the sensor is easily interfered by hydrologic conditions to cause larger measurement errors, and the sensor is limited by practical environment and climate during installation, so that the sensor cannot be comprehensively applied to bridge detection. In addition, in recent years, domestic and foreign scholars have studied a scour identification method based on the response of the upper structure of the bridge, the method mainly establishes a finite element model before a test to determine the optimal position for installing a sensor, installs the sensor on a member which is most sensitive to scour during the test, reflects the influence of the scour by utilizing the modal characteristics of the vibration response of the upper member of the bridge, and analyzes the modal characteristics of the upper member to select the transverse acceleration time course or the vertical acceleration time course of the sensor as response data. The method has the inherent defects that a special position needs to be found when the sensor is installed, if the sensor is installed at the top of a pier, the installation work has a certain danger, and the whole test process needs to consume manpower and material resources. In conclusion, various methods for detecting pier scouring in the prior art cannot meet the requirements of safety, simplicity, rapidness and effectiveness in test.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a safe, simple, quick and effective pier scouring depth identification method based on vehicle sensing.
The invention is realized by the following technical scheme: a pier scouring depth recognition method based on vehicle sensing is characterized by comprising the following steps: the method comprises the following steps:
Numerical simulation:
(1) Establishing a test bridge calculation model by utilizing finite element software, and simulating different scour depths of bridge piers to obtain finite element theoretical frequency information of the bridge;
(2) Carrying out data analysis on the theoretical frequency and the scouring depth of the bridge, and fitting a functional relation between the fundamental frequency of the bridge and the scouring depth of the bridge pier;
(II) field actual measurement:
the invention adopts the longitudinal acceleration response of a running vehicle to identify the pier scouring depth, and the identification principle is as follows: firstly, according to the principle of an indirect measurement method, the bridge frequency can be indirectly identified by a running vehicle, the bridge frequency is identified by utilizing the longitudinal acceleration of the vehicle, the vehicle and the bridge do not move mutually in the longitudinal direction, and the vehicle frequency is the bridge frequency; secondly, it is known from finite element modal analysis that in the bridge vibration mode, typically vertical vibration is coupled with longitudinal vibration. The method for solving the vibration acceleration analysis of the running vehicle comprises the following steps:
Solving vehicle acceleration according to an axle vibration equation, and discretizing a bridge unit by utilizing a finite element method to obtain the bridge vibration equation:
The equation of motion of the vehicle is:
in the method, in the process of the invention, For each linear meter mass of the bridge, EI is the bridge bending stiffness, u (x, t) represents the vertical displacement of the bridge at x, time t is the vehicle mass, k v is the vehicle suspension stiffness, q v (t) represents the vertical displacement of the vehicle at t, dots (-) and prime (') represent the derivation of time t and position coordinates x, respectively, δ (x-vt) is the dirac function, represents the axle contact force f c (t) present at position x=vt is the sum of the vehicle weight and the vehicle spring system elastic force, i.e.
fc(t)＝-mvg+kv(qv(t)-u(x,t)|x＝vt) (3)
In the formula, g is the gravity acceleration.
The vibration mode function of the simply supported beam is known to be in a sine function form, the displacement solution of the bridge is expressed by the sum of products of each-order vibration mode function and generalized coordinates of the bridge by utilizing the concept of a mode superposition method, and a bridge motion vibration mode control equation is established. The self-vibration frequency of the introduced bridge and the self-vibration frequency of the vehicle are respectively as follows:
At this time, the vehicle motion equation is:
Therefore, the analytical solution of the bridge vibration response is calculated first, and the analytical solution of the vehicle vibration response can be obtained. Assuming that the bridge is kept stationary before the vehicle is driven in, namely the initial state of the bridge is zero, obtaining a displacement analysis solution of the bridge, substituting the solution into the solution (6), obtaining a displacement analysis solution of the vehicle, obtaining a second derivative of a vertical displacement equation of the vehicle for time t, and obtaining an analysis solution of the vertical acceleration of the vehicle, wherein the result is as follows:
in the method, in the process of the invention,
Delta st,n is the static displacement generated by the nth order mode of the bridge under the action of the vehicle, S n is the dimensionless speed parameter For drive frequency, ω v is the vehicle natural vibration frequency, ω b,n is the bridge frequency, and L is the bridge length.
The method comprises the following specific steps:
(1) Selecting a test vehicle, and installing an acceleration sensor on the test vehicle, wherein the acceleration sensor is connected with a dynamic data acquisition instrument;
(2) Allowing the test vehicle to drive across the bridge deck at a constant speed, recording the time from the upper bridge to the lower bridge of the test vehicle, and measuring the longitudinal acceleration time course data of the test vehicle in the process of driving on the bridge;
(3) Performing spectrum analysis on the acquired longitudinal acceleration time interval original data of the test vehicle by utilizing a Fourier transform method to obtain an acceleration spectrogram, analyzing the longitudinal acceleration spectrogram of the test vehicle, and identifying and extracting the actual measurement fundamental frequency of the bridge from the longitudinal acceleration spectrogram;
and thirdly, substituting the actually measured bridge fundamental frequency into a functional relation between the bridge fundamental frequency and the pier scouring depth obtained in the numerical simulation, and calculating to obtain the pier scouring depth.
According to the bridge scour depth calculation method, the sensor is arranged on the test vehicle, so that the test vehicle uniformly drives across the scour bridge deck, the frequency of the bridge is identified and extracted from the longitudinal acceleration response of the vehicle, and the scour depth of the bridge pier is calculated in an inversion mode according to the change information of the frequency of the bridge.
Furthermore, in order to improve the accuracy of measurement, the acceleration sensor is mounted at the rigid part of the vehicle body. More preferably, the acceleration sensor is mounted at the centroid position of the vehicle body.
Further, in order to improve the accuracy of the detection result, the traveling speed of the test vehicle on the bridge was 20km/h or 30km/h.
The beneficial effects of the invention are as follows: for the underwater part, the invention completely avoids the danger and the complexity of manual underwater detection; for the bridge pier scour detection implementation part, the sensor is arranged on the test vehicle, so that the complex condition of scour detection by arranging the sensor on the bridge member is avoided, traffic is not required to be interrupted in the measurement process, the aim of identifying scour can be achieved by driving the vehicle to drive across the bridge deck, the time required by experiments is greatly shortened, and the experiment cost is reduced; for data acquisition, the bridge vibration frequency is identified based on the method of adopting the vehicle longitudinal acceleration, the method avoids the defect that the bridge frequency is not easy to distinguish from the vehicle frequency, the bridge frequency peak value identified by the vehicle longitudinal vibration acceleration is more obvious, the bridge frequency peak value is more accurate to read, and the artificial error of the measurement result is reduced. The invention overcomes the defects of inconvenient manual detection danger, expensive detection instrument and difficult installation in the existing bridge scour detection, simultaneously avoids the defect that a large number of sensors are required to be installed in the existing bridge scour detection, and breaks through the problems of time consumption in the operation, high maintenance cost of monitoring equipment, harsh installation equipment conditions, relatively high cost and the like of the bridge scour detection direct method. When the method is used for bridge detection, the test vehicle can run and measure at the same time, so that the bridge test detection efficiency can be greatly improved, and the method has wide application prospect.
Drawings
FIG. 1 is a schematic view of a pile-soil-bridge model in accordance with an embodiment of the present invention;
FIG. 2 is a graph of test vehicle acceleration time course in an embodiment of the invention;
FIG. 3 is a graph of a test vehicle acceleration spectrum in an embodiment of the invention;
fig. 4 is a graph of bridge frequency as a function of pier scour depth obtained in an embodiment of the present invention.
Detailed Description
The invention is further illustrated by the following non-limiting examples, in conjunction with the accompanying drawings:
The following describes the implementation steps of the pier washout depth recognition method based on vehicle sensing through a continuous rigid frame girder bridge. The bridge is a continuous rigid frame bridge with the length of 2 multiplied by 25m, the basic scour depth of the bridge pier is 1.0 meter after the middle bridge pier is scoured, the elastic modulus of all the components of the bridge is 3.5 multiplied by 10 ∧10N·m-2, the density is 2400 kg.m -3, and the upper structure of the bridge consists of 9 small box girders; the two ends of the bridge are provided with longitudinal sliding supports, and the middle bridge pier is fixedly connected; the abutment body of the abutment is 9 reinforced concrete columns with circular cross sections, and the lower part of the abutment body is provided with 10 bored pile foundations; the pier body is 2 reinforced concrete columns with rectangular cross sections; the lower part is 4 bored concrete pile foundations. The bridge specific parameters are shown in table 1.
TABLE 1 parameters of bridge components
The specific detection steps are as follows:
And (I) building a pile-soil-bridge finite element model according to bridge parameters, as shown in figure 1. And simulating the scour depths of different piers, and calculating the theoretical frequency of the lower bridge with the scour depths of different piers.
The relationship between the fundamental frequency of the bridge and the scour depth of the bridge pier is as follows:
The theoretical frequency of the continuous rigid frame bridge obtained by the numerical simulation experiment under different scouring depths is expressed as the reduction of the rigidity of soil around the pile foundation of the bridge pier in the numerical simulation experiment process, the rigidity of a soil spring is calculated by using an m method to represent the rigidity of the soil when modeling is performed by using finite element software, and a soil spring working condition is added every 0.5 meter, so that every 0.5 meter scour removes a spring, and according to the scouring depths which possibly occur in practice, the different fundamental frequencies of the bridge from zero scour to 3 meters scour are calculated by using a finite element model as shown in table 2.
TABLE 2 fundamental bridge frequencies at different scour depths
And (II) the first-order natural vibration frequency of the bridge is sensitive to the pier scouring depth, the theoretical frequency of the bridge under different scouring depths is subjected to data analysis, the relation between the bridge base frequency and the pier scouring depth is fitted by using mathematical function drawing software, and a fitted curve is shown in figure 4. Fitting to obtain a functional relation (8) between the theoretical fundamental frequency and the scouring depth by using a nonlinear fitting mode:
y＝1.82238-0.21387x0.85449 (8)；
And thirdly, preparing relevant test instruments such as a dynamic data acquisition instrument, an acceleration sensor, a notebook computer and the like. Suitable test vehicles, preferably small vehicles, are selected. The acceleration sensor is arranged on the rigid part (preferably at the mass center) of the vehicle body on the common ground and is connected with the dynamic data acquisition instrument. The acceleration sensor in this embodiment is mounted at the center of mass of the test vehicle.
And fourthly, driving the test vehicle to uniformly drive across the bridge deck which is subjected to the bridge flushing, wherein the vehicle speed is preferably 20km/h or 30km/h lower, in the embodiment, 20km/h is adopted, the moment from the upper bridge to the lower bridge of the test vehicle is recorded, the longitudinal acceleration time course data of the test vehicle is intercepted, and the longitudinal acceleration time course data of the vehicle is shown in the figure 2.
And fifthly, performing spectrum analysis on the acquired test vehicle acceleration time course original data by utilizing a Fourier transform method to obtain an acceleration spectrogram, wherein the acceleration spectrogram is shown in figure 3, so that frequency values of the bridge are identified. Peak points in the spectrogram correspond to the first two-order frequencies of the bridge: the first order frequency value is 1.6095Hz and the second order frequency is 5.5510Hz.
From the above-described first-order frequency 1.6095Hz of the bridge identified from the response of the moving test vehicle, it can be seen that the two are very coincident with the calculated frequency of the finite element model of the bridge.
And (six) substituting the measured value of the first-order frequency 1.61Hz of the bridge into the formula (8), and inverting to calculate the pier scouring depth to be about 0.99 m.
From the above results, it is clear that the pier scour depth calculated by the method of the present invention corresponds to the actual scour depth.
Other parts in this embodiment are all of the prior art, and are not described herein.
Claims (4)
1. A pier scouring depth recognition method based on vehicle sensing is characterized by comprising the following steps: the method comprises the following steps: numerical simulation:
(1) Establishing a test bridge calculation model by utilizing finite element software, and simulating different scour depths of bridge piers to obtain finite element theoretical frequency information of the bridge;
(2) Carrying out data analysis on the theoretical frequency and the scouring depth of the bridge, and fitting a functional relation between the fundamental frequency of the bridge and the scouring depth of the bridge pier;
(II) field actual measurement:
(1) Selecting a test vehicle, and installing an acceleration sensor on the test vehicle, wherein the acceleration sensor is connected with a dynamic data acquisition instrument;
(2) Allowing the test vehicle to drive across the bridge deck at a constant speed, recording the time from the upper bridge to the lower bridge of the test vehicle, and measuring the longitudinal acceleration time course data of the test vehicle in the process of driving on the bridge;
(3) Performing spectrum analysis on the acquired longitudinal acceleration time interval original data of the test vehicle by utilizing a Fourier transform method to obtain an acceleration spectrogram, analyzing the longitudinal acceleration spectrogram of the test vehicle, and identifying and extracting the actual measurement fundamental frequency of the bridge from the longitudinal acceleration spectrogram;
and thirdly, substituting the actually measured bridge fundamental frequency into a functional relation between the bridge fundamental frequency and the pier scouring depth obtained in the numerical simulation, and calculating to obtain the pier scouring depth.
2. The pier washout depth recognition method based on vehicle sensing according to claim 1, wherein the method is characterized in that: the acceleration sensor is installed at the rigid part of the vehicle body.
3. The pier washout depth recognition method based on vehicle sensing according to claim 2, characterized in that: the acceleration sensor is installed at the mass center position of the vehicle body.
4. The pier washout depth recognition method based on vehicle sensing according to claim 1,2 or 3, characterized in that: the running speed of the test vehicle on the bridge was 20km/h or 30km/h.
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| 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 |
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| CN109030628B (en) * | 2018-06-25 | 2020-04-28 | 北京交通大学 | Track structure mechanical property evaluation method based on vibration noise frequency spectrum characteristic matching |
| CN110110583B (en) * | 2019-03-14 | 2022-10-11 | 长安大学 | Real-time online integrated bridge modal automatic identification system |
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| CN105404718A (en) * | 2015-10-29 | 2016-03-16 | 西安公路研究院 | Calculation method of small and medium-span continuous bridge hogging moment impact coefficient |
| CN110631786A (en) * | 2019-09-12 | 2019-12-31 | 山东建筑大学 | Rapid evaluation method for bearing capacity of beam bridge based on parking vibration response |
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