CN111353252A - Bridge static load test method based on environmental excitation - Google Patents
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Abstract
The invention discloses a bridge static load test method based on environmental excitation. According to the method, a bridge finite element model is established according to a bridge completion drawing, and a concentrated quality matrix of the bridge is extracted from the bridge finite element model; designing a load test scheme and an acceleration sensor arrangement scheme according to the relevant specifications and the actual state of the bridge; collecting the vibration acceleration response of the bridge under the environmental excitation by using an acceleration sensor arranged on the bridge; identifying basic modal parameters of the bridge through a modal identification method; calculating a mass normalization vibration mode scaling coefficient of a bridge structure by using a concentrated mass matrix extracted by a bridge finite element model and identified basic modal parameters of the bridge, then carrying out mass normalization on the actually measured vibration mode, calculating an actually measured flexibility matrix of the bridge by using the normalized vibration mode, further predicting modal deflection of the bridge under a static load test working condition, comparing the modal deflection with theoretically calculated deflection, calculating a static load test check coefficient and judging the bearing capacity of the bridge. The invention is convenient to operate and does not need to seal traffic.
Description
Technical Field
The invention relates to a bridge static load test method based on environmental excitation, and belongs to the technical field of bridge bearing capacity detection.
Background
At present, the investment of the infrastructure field is continuously increased in China, and the bridge construction enters a rapid development period. With the development trend of modern transportation structures with heavy load, high speed, large flow and the like presented by the transportation industry of China, the load pressure of a highway bridge is continuously increased, and the function and safety of the bridge are seriously influenced by the influence of factors such as rain and snow erosion, sun freezing and thawing and the like. The bridge in operation appears the disease and can cause the service function not enough and compelled maintenance or reduce the vehicle standard of passing to influence the passing of circuit, bring huge economic loss. Therefore, how to accurately and quickly evaluate the structural safety of the bridge in an operating state is a problem which needs to be solved urgently at home and abroad.
At present, the detection of the bearing capacity of the bridge mainly depends on a comprehensive evaluation detection algorithm and a load test method, wherein the load test method comprises a static load test method and a dynamic load test method, and the static load test method is the most intuitive and effective method for evaluating the bearing capacity of the bridge. However, the load test method requires loading of vehicle load and measurement of bridge deformation, and consumes a large amount of manpower and material resources; meanwhile, traffic needs to be interrupted in the test process, and great inconvenience is brought to traffic.
The environmental excitation vibration test is the most common means for health monitoring at present, and the environmental excitation vibration test is excited by directly utilizing natural conditions such as ground pulsation, traffic flow and the like, and has the advantage of convenient operation. However, ambient excitation can output fundamental modal parameters of the structure such as: frequency, vibration mode, damping and the like, but the modal parameters of the deep structure cannot be obtained. Although the impact excitation vibration test method can measure the input force and the corresponding output response of the structure, deep modal parameters can be obtained. However, the high requirements for the impact device due to the impact excitation and the need to interrupt the traffic limit its practical application in the field.
Aiming at the problems, the invention provides a bridge static load test method based on environmental excitation to evaluate the bearing performance of a bridge.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides the bridge static load test method based on the environmental excitation, which is convenient to operate and can conveniently and quickly realize the evaluation of the bridge bearing state.
The invention is realized by the following technical scheme: a bridge static load test method based on environmental excitation is characterized by comprising the following steps: the method comprises the following steps:
(1) collecting bridge completion data, establishing a bridge finite element model according to a bridge completion drawing, and extracting a centralized quality matrix of the bridge from the bridge finite element model;
(2) designing a static load test scheme according to the collected bridge completion data and relevant specifications, calculating by using a finite element model to obtain theoretical design deflection of the bridge under the action of static load, and determining the layout position of the acceleration sensor by combining a theoretical vibration type curve of the bridge;
(3) arranging an acceleration sensor on a bridge, and collecting bridge vibration acceleration response data under environmental excitation;
(4) identifying the acceleration response data acquired in the step 3 by using a modal identification method to obtain basic modal parameters of the bridge under the environmental excitation;
(5) calculating to obtain a mass normalization mode scaling coefficient of the bridge structure by using the concentrated mass matrix extracted in the step 1 and the basic mode parameters of the bridge identified in the step 4;
(6) performing mass normalization on the actually measured vibration mode by using the mass normalization vibration mode scaling coefficient calculated in the step 5 and the basic modal parameters of the bridge identified in the step 4, and further identifying and calculating an actually measured displacement flexibility matrix of the bridge structure;
(7) predicting the actual measurement modal deflection of the bridge under the loading condition of the static load test by using the actual measurement displacement flexibility matrix, calculating the theoretical design deflection obtained by using the finite element model in the step 2, and calculating the static load test check coefficient of the bridge according to the standard;
(8) and judging whether the bearing capacity of the bridge meets the design requirements or not by combining the relevant specifications.
In the invention, by designing a static load test scheme, the arrangement positions of bridge acceleration measuring points are optimized, a displacement flexibility matrix of a bridge structure is identified by using bridge response under environmental vibration and a finite element model, the actually-measured deflection of the bridge under the action of static load concentration is predicted, the theoretical deflection and the check coefficient of the bridge are calculated, and the bearing capacity of the bridge is judged by combining specifications. The invention has convenient operation, does not need to seal traffic to load vehicle load, does not need to install a static displacement meter at the bottom of the bridge, only needs to install an acceleration sensor on the bridge floor, and can save a large amount of manpower, financial resources and material resources. Particularly, because the quality of the bridge structure is usually constant and basically cannot be influenced by time and diseases, the method can obtain an accurate quality matrix of the bridge structure by establishing a finite element model, and can obtain deep-level modal parameters, such as a displacement flexibility matrix, of the bridge structure by identifying the modal parameters of the bridge under the environment excitation.
Further, the mode identification method in step 4 is a random subspace method.
Further, the basic modal parameters of the bridge in the step 4 include a mode shape and a frequency of the bridge.
Further, in step 5, calculating a mass normalization mode shape scaling factor of the bridge structure by using the following formula (1):
in the formula: phi is aiIs the ith order actual measurement vibration mode under the environmental excitation, M is the bridge concentrated mass matrix, gammaiAnd normalizing the mode scaling coefficient for the ith order mass.
Further, in step 6, the mass normalized mode shape of the bridge structure is calculated by using the following formula (2):
φmi＝γiφi(2)
in the formula: phi is amiAnd (4) carrying out mass normalization on the mode shape of the ith order.
Further, in step 6, the following formula (3) is used to calculate the measured displacement compliance matrix of the bridge structure:
in the formula: hdIs a displacement compliance matrix of structure, omegaiIs the ith order circle frequency of the bridge.
Further, in step 7, calculating the modal deflection of the bridge structure under the action of the static test load by using the following formula (4):
D＝Hd·f (4)
in the formula: f is static test load, D is static deflection of the structure under the action of the test load;
calculating the static load test check coefficient of the bridge by using the following formula (5):
in the formula: seActually measuring deflection, S, of a measuring point under static loadsThe method is the finite element theoretical deflection of a static load lower measuring point.
The invention has the beneficial effects that: the invention has convenient operation, does not need to seal traffic for loading vehicle load, does not need to install a static displacement meter at the bottom of the bridge, only needs to install an acceleration sensor on the bridge floor, and can save a large amount of manpower, financial resources and material resources; the method overcomes the defects of time and labor waste of the traditional static load test, combines the advantages of environmental excitation and uninterrupted traffic, and can conveniently and quickly realize the evaluation of the bearing state of the bridge.
Drawings
FIG. 1 is a schematic flow diagram of the present invention;
FIG. 2 is a schematic view of a bridge sensor arrangement in an embodiment of the present invention;
FIG. 3 is a static test exemplary loading vehicle in an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating the layout positions of static test sensors according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of measured acceleration data according to an embodiment of the present invention;
FIG. 6 is a diagram of bridge identification patterns in an embodiment of the present invention;
FIG. 7 is a graph of displacement compliance matrices identified in an embodiment of the present invention;
FIG. 8 is a schematic diagram of a bridge deflection prediction result in an embodiment of the invention.
Detailed Description
The invention will now be further illustrated by way of non-limiting examples in conjunction with the accompanying drawings:
a bridge static load test method based on environmental excitation takes a four-span continuous beam bridge as an embodiment, and in the embodiment, the span of a continuous beam is 20+25+25+20 m.
The method comprises the following steps:
(1) collecting relevant bridge data, establishing a finite element model of the bridge according to the collected drawing data, and extracting a centralized quality matrix of the bridge from the finite element model. For a bridge needing a load test, relevant data of the bridge are widely collected, and the bridge mainly comprises design drawings, completion drawings, construction logs, maintenance data, maintenance reinforcement data and the like of the bridge. The established bridge finite element model is consistent with the actual condition of the bridge as much as possible.
(2) Designing a static load test scheme according to the collected bridge data and relevant specifications, calculating by using a finite element model to obtain theoretical design deflection of the bridge under the action of static load, and determining the layout position of the acceleration sensor by combining a theoretical vibration type curve of the bridge. And designing a load test scheme according to the theoretical vibration mode of the bridge, selecting a second midspan section as a load test control section, selecting vehicle load as a load test static load force, loading the vehicle as shown in figure 2, and calculating a theoretical deflection value of the bridge structure under the action of the test vehicle static load force, wherein the loading position is as shown in figure 3.
(3) And arranging an acceleration sensor on the bridge. And optimizing the measuring point of the acceleration sensor according to the loading position of the vehicle in the load test. The acceleration sensors are arranged in the second span of the bridge (namely 29-36 m) at equal intervals of 1m, the sensors are arranged in the rest positions at equal intervals of 5m, and the positions of the fulcrums of the bridge are modal nodes of the bridge, so that the sensors do not need to be arranged, and 20 acceleration sensors can be arranged in the full bridge. The sensor arrangement is shown in figure 4.
(4) And acquiring the vibration response of the bridge under the environmental excitation. In actual engineering, the environmental excitation modes are usually ground pulsation, breeze load and the like, and have the characteristic of Gaussian white noise. Acceleration response data of 20 measuring points of the bridge structure are actually measured and collected, and typical acceleration data are shown in the attached figure 5.
(5) And identifying basic modal parameters of the bridge. Identifying the first five-order frequencies of the bridge to be 5.308Hz, 7.133Hz, 9.527Hz, 10.760Hz and 22.030Hz by applying a random subspace method to the actually measured acceleration response data of the bridge under environmental excitation; the identified front five-order mode of the bridge is shown in figure 6.
(6) And calculating the mass normalization mode shape scaling coefficient. After actual measurement modal parameters of the bridge are obtained, substituting the centralized quality matrix M of the bridge structure extracted in the step 1 into a formula (1):
in the formula: phi is aiIs the ith order actual measurement vibration mode under the environmental excitation, M is the bridge concentrated mass matrix, gammaiThe vibration mode scaling coefficient is the ith order mass normalization;
the scaling coefficients of the mass normalization mode shapes of the first 5 orders of mode shapes are calculated by the formula (1) and are respectively: 1.6802, 1.2313, 1.4826, 0.5387, 8.7271. Therefore, the mass normalization coefficients of each order mode are different, and the numerical value of the mass normalization coefficients is related to the amplitude of the mode and the division of the finite element model unit length. (6) And (5) carrying out mass normalization on the actually measured vibration mode by utilizing the mass normalization vibration mode scaling coefficient calculated in the step 5 and the basic modal parameters of the bridge identified in the step, and further identifying and calculating the actually measured displacement flexibility matrix of the bridge structure. Substituting the scaling coefficients of the actually measured vibration mode and the mass normalized vibration mode into a formula (2):
φmi＝γiφi(2)
in the formula: phi is amiThe mass normalization mode shape is the ith order;
and (3) calculating the front five-order mass normalization vibration mode of the bridge according to the formula (2), wherein the front five-order vibration mode of the bridge after mass normalization is shown in the attached figure 6. Substituting the mass normalized mode shape and the identification frequency into formula (3):
in the formula: hdIs a displacement compliance matrix of structure, omegaiThe ith order circle frequency of the bridge;
the displacement flexibility matrix of the bridge structure is obtained by calculation of the formula (3), the matrix is a square matrix with 25 rows and 25 columns, and a three-dimensional matrix chart shown in the attached figure 7 is drawn for visually observing the matrix. Because the measuring points of the sensor are arranged along the bridge direction of the four-span continuous beam, and the measuring points are arranged at the middle position of the second span in an encrypted manner, 4 obvious peak values exist in the three-dimensional surface graph of the displacement flexibility matrix. The maximum peak point corresponds to the span center of each beam of the bridge structure and is consistent with the physical meaning of the deformation of the continuous beam bridge.
(7) And predicting the deflection of the static load test. Substituting the actually measured displacement flexibility matrix identified in the previous step and the equivalent concentration force vector of the static load test working condition into a formula (4):
D＝Hd·f (4)
in the formula: f is static test load, D is static deflection of the structure under the action of the test load;
and (4) predicting the vertical modal deflection of each measuring point of the bridge under the static load test load by using a formula (4). The comparison graph of the predicted measured vertical deflection of the bridge and the theoretical deflection of the finite element is shown in the attached figure 8.
When the static load loading point is inconsistent with the flexibility matrix node, the static load is distributed to the displacement flexibility matrix node by using a shape function according to the principle that the virtual work is equal.
(8) And (4) calculating the deflection check coefficient of the static load test and judging the bearing capacity of the actual bridge. The predicted actual measurement modal deflection of the bridge static load test and the theoretical deflection of the bridge finite element static load test are substituted into a formula (5):
in the formula: seActually measuring deflection, S, of a measuring point under static loadsFinite element theoretical deflection of a measuring point under static load; calculating the static load test check coefficient of the actual bridge control section by the formula (5) as follows: 1.34, 1.19, 1.25 and 1.45, and the deflection check coefficient is more than 1 by combining the relevant specifications of 'road bridge bearing capacity detection and evaluation regulation' and the like, so that the bearing capacity of the bridge is judged to not meet the design requirement.
The relevant specifications referred to in the present invention refer to: for example, the regulations on the detection and evaluation of the bearing capacity of highway bridges, the technical specifications on the detection and evaluation of urban bridges, and the regulations on the test of the load of highway bridges.
The mode identification method adopted in this embodiment is a random subspace method, which is an existing mode identification method and is abbreviated as SSI method. In fact, the present invention can also use other modality identification methods in the prior art for modality identification besides the random subspace method, for example: the characteristic system implementation method (ERA method for short), the least square complex exponential method (LSCE method for short), the complex mode indication function method (CMIF method for short), the multi-reference-point least square complex frequency domain method (PolyMAX method for short), the frequency domain decomposition method (FDD method for short) and other common time domain algorithms, frequency domain algorithms and time-frequency domain algorithms.
Other parts in this embodiment are the prior art, and are not described herein again.
Claims (7)
1. A bridge static load test method based on environmental excitation is characterized by comprising the following steps: the method comprises the following steps:
(1) collecting bridge completion data, establishing a bridge finite element model according to a bridge completion drawing, and extracting a centralized quality matrix of the bridge from the bridge finite element model;
(2) designing a static load test scheme according to the collected bridge completion data and relevant specifications, calculating by using a finite element model to obtain theoretical design deflection of the bridge under the action of static load, and determining the layout position of the acceleration sensor by combining a theoretical vibration type curve of the bridge;
(3) arranging an acceleration sensor on a bridge, and collecting bridge vibration acceleration response data under environmental excitation;
(4) identifying the acceleration response data acquired in the step 3 by using a modal identification method to obtain basic modal parameters of the bridge under the environmental excitation;
(5) calculating to obtain a mass normalization mode scaling coefficient of the bridge structure by using the concentrated mass matrix extracted in the step 1 and the basic mode parameters of the bridge identified in the step 4;
(6) performing mass normalization on the actually measured vibration mode by using the mass normalization vibration mode scaling coefficient calculated in the step 5 and the basic modal parameters of the bridge identified in the step 4, and further identifying and calculating an actually measured displacement flexibility matrix of the bridge structure;
(7) predicting the actual measurement modal deflection of the bridge under the loading condition of the static load test by using the actual measurement displacement flexibility matrix, calculating the theoretical design deflection obtained by using the finite element model in the step 2, and calculating the static load test check coefficient of the bridge according to the standard;
(8) and judging whether the bearing capacity of the bridge meets the design requirements or not by combining the relevant specifications.
2. The method for the static load test of the bridge based on the environmental excitation, which is characterized by comprising the following steps: the mode identification method in the step 4 is a random subspace method.
3. The method for the static load test of the bridge based on the environmental excitation, which is characterized by comprising the following steps: and 4, the basic modal parameters of the bridge in the step 4 comprise the mode shape and the frequency of the bridge.
4. The method for the static load test of the bridge based on the environmental excitation, which is characterized by comprising the following steps: in step 5, calculating the mass normalization mode shape scaling factor of the bridge structure by using the following formula (1):
in the formula: phi is aiIs the ith order actual measurement vibration mode under the environmental excitation, M is the bridge concentrated mass matrix, gammaiAnd normalizing the mode scaling coefficient for the ith order mass.
5. The method for the static load test of the bridge based on the environmental excitation, which is characterized by comprising the following steps: in step 6, calculating the mass normalized mode shape of the bridge structure by using the following formula (2):
φmi＝γiφi(2)
in the formula: phi is amiAnd (4) carrying out mass normalization on the mode shape of the ith order.
6. The method for the static load test of the bridge based on the environmental excitation, which is characterized by comprising the following steps: in step 6, calculating an actual measurement displacement flexibility matrix of the bridge structure by using the following formula (3):
in the formula: hdIs a displacement compliance matrix of structure, omegaiIs the ith order circle frequency of the bridge.
7. The method for the static load test of the bridge based on the environmental excitation, which is characterized by comprising the following steps: in the step 7, the modal deflection of the bridge structure under the action of the static test load is calculated by using the following formula (4):
D＝Hd·f (4)
in the formula: f is static test load, D is static deflection of the structure under the action of the test load;
calculating the static load test check coefficient of the bridge by using the following formula (5):
in the formula: seActually measuring deflection, S, of a measuring point under static loadsThe method is the finite element theoretical deflection of a static load lower measuring point.
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| CN114580246A (en) * | 2022-03-17 | 2022-06-03 | 合肥工业大学 | Bridge damage identification method based on non-iterative finite element model correction |
| CN114997009A (en) * | 2022-05-30 | 2022-09-02 | 山东高速集团有限公司 | Bridge bearing capacity rapid assessment method based on machine vision and model correction |
| CN114997009B (en) * | 2022-05-30 | 2024-03-22 | 山东高速集团有限公司 | Bridge bearing capacity rapid assessment method based on machine vision and model correction |
| CN115855167A (en) * | 2023-02-27 | 2023-03-28 | 济南金曰公路工程有限公司 | Nondestructive testing method for evaluating deflection and strain of single beam of bridge based on mobile sensing |
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