CN112391957A - Bridge reinforcement control method and system - Google Patents
Bridge reinforcement control method and system Download PDFInfo
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- CN112391957A CN112391957A CN202011316840.0A CN202011316840A CN112391957A CN 112391957 A CN112391957 A CN 112391957A CN 202011316840 A CN202011316840 A CN 202011316840A CN 112391957 A CN112391957 A CN 112391957A
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- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
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Abstract
The invention discloses a bridge reinforcement control method and a bridge reinforcement control system, wherein the method comprises the following steps: selecting a comparison bridge span according to the type of the damaged bridge span; monitoring the structural response parameters of the typical section of the damaged bridge span and the comparative bridge span under the same load condition; determining a damaged bridge span reinforcement scheme according to the damaged bridge span and the structural response parameters of the comparison bridge span; applying structural prestress to the damaged bridge span, comparing real-time structural response parameters of the damaged bridge span and the damaged bridge span, and gradually adjusting the structural prestress reinforcement degree when the structural response parameters of the damaged bridge span do not meet the preset reinforcement condition; and when the structural response parameters of the damaged bridge span meet the preset reinforcing conditions, stopping adjusting the prestress reinforcing degree of the structure. The system comprises: the device comprises a comparison bridge span selection unit, a comparison parameter monitoring unit, a reinforcement scheme determination unit and a structure prestress adjusting unit. The method can accurately predict the damage degree of the damaged bridge span, dynamically monitor the structural response parameters in real time and ensure the bridge reinforcing effect.
Description
Technical Field
The invention relates to the field of bridge reinforcement, in particular to a bridge reinforcement control method and system.
Background
With the rapid development of the economy and transportation industry in China, the traffic volume is continuously increased, and the load borne by roads is heavier and heavier. The bridge is an important road traffic infrastructure and is also the position where the highway safety accidents are most likely to happen, so that the bearing capacity and the safety requirements of the highway bridge are higher and higher.
In order to meet the requirements of modern transportation, the bridge needs to be reinforced to recover the existing bearing capacity or improve the existing bearing capacity so as to prolong the service life of the bridge. However, the following problems are faced in the current bridge reinforcement engineering:
1) the damage degree of the bearing capacity of a damaged bridge structure is difficult to accurately evaluate under the existing objective conditions (such as large high-speed traffic influence, difficulty in sealing traffic for load tests, unclear permanent prestress of prestressed steel bundles in a beam body and the like);
2) the bridge reinforcing process (particularly the active reinforcing scheme such as external prestress reinforcement) is influenced by various unknown factors, the actual condition of the bridge is difficult to accurately calculate by model simulation, the actually required reinforcing degree (such as the determination of the tension control force of an external beam) of the damaged bridge is difficult to determine, the tension process control is very important, and the risk of structural damage and even collapse exists;
3) after the bridge is reinforced, the conventional method for evaluating the reinforcing effect through a load test and the like not only needs to close traffic, but also is a detection conclusion of a certain time point after reinforcement, and the evaluation method has the disadvantages of large social influence, high cost and incapability of continuously monitoring for a long time.
Disclosure of Invention
In order to solve the technical problems, the invention provides a bridge reinforcement control method and a bridge reinforcement control system. The method has the advantages of no traffic interruption, economy and reasonability, and can continuously reflect the bridge reinforcing effect.
In order to achieve the purpose, the invention adopts the following technical scheme:
a bridge reinforcement control method comprises the following steps:
selecting a comparison bridge span according to the type of the damaged bridge span (namely, damaged bridge span and reinforced bridge span);
monitoring the structural response parameters of the damaged bridge span and the typical section of the comparison bridge span under the same load (natural vehicle passing) condition; by arranging structural response measuring points of structural response parameters, acquiring structural response parameter values, wherein the arrangement positions and the arrangement modes of measuring points of a disease bridge span and a comparison bridge span are the same, and the frequency of a used sensor is not less than 10 Hz;
determining a damaged bridge span reinforcement scheme according to the damaged bridge span and the structural response parameters of the comparison bridge span;
applying structural prestress to the damaged bridge span, comparing real-time structural response parameters of the damaged bridge span and the damaged bridge span, and gradually adjusting the structural prestress reinforcement degree when the structural response parameters of the damaged bridge span do not meet the preset reinforcement condition;
and when the structural response parameters of the damaged bridge span meet the preset reinforcing conditions, stopping adjusting the prestress reinforcing degree of the structure.
Further, the method further comprises: when the prestress reinforcement degree of the structure is adjusted, if the response parameter of the structure rapidly increases or the numerical value exceeds the theoretical value, the adjustment is stopped.
Further, the selecting of the comparison bridge span according to the type of the damaged bridge span specifically includes:
the selected conditions of the comparison bridge span are that the span and the beam structure of the comparison bridge span and the damaged bridge span are the same.
Further, the structural response parameter includes one or more of strain, deflection, and crack.
Further, the preset reinforcement condition is as follows:
the increment value of the deflection of the damaged bridge span is smaller than the increment value of the deflection of the compared bridge span;
the stress reserve value of the span bottom of the damaged bridge is greater than the theoretical tensile stress value of the load;
the damaged bridge span crack does not crack.
Further, the preset reinforcement condition further includes:
the differential bridge span stress increment value is smaller than the comparative bridge span stress increment value.
Further, the representative cross-section includes a midspan cross-section, a fulcrum cross-section.
The invention also provides a bridge reinforcement control system, which comprises:
the comparison bridge span selecting unit is used for selecting a comparison bridge span according to the type of the damaged bridge span;
the comparison parameter monitoring unit is used for monitoring the structural response parameters of the typical section of the damaged bridge span and the comparison bridge span under the same load condition;
the reinforcement scheme determining unit is used for determining a reinforcement scheme of the damaged bridge span according to the damaged bridge span and the structural response parameters of the comparison bridge span;
the structure prestress adjusting unit is used for applying structure prestress to the damaged bridge span, comparing real-time structure response parameters of the damaged bridge span and the damaged bridge span, and adjusting the structure prestress reinforcement degree step by step when the response parameters of the damaged bridge span structure do not meet the preset reinforcement condition; and when the structural response parameters of the damaged bridge span meet the preset reinforcing conditions, stopping adjusting the prestress reinforcing degree of the structure.
Further, the system further comprises:
and the exception processing unit is used for stopping the adjustment if the structure response parameter rapidly increases or the numerical value exceeds the theoretical value when the prestress reinforcement degree of the structure is adjusted.
The invention has the beneficial effects that:
the invention provides a bridge reinforcement control method and a bridge reinforcement control system, adopts an indirect evaluation method of non-closed traffic, monitors the same position of intact bridges of the same type (the same span, the same beam structure and the like), and compares structural response (strain, deformation and the like) under the action of load (natural traffic of vehicles), so that the damage degree of the bearing capacity of a damaged bridge (damaged bridge) structure can be accurately presumed.
The invention carries out dynamic monitoring in the reinforcing construction process, guides the reinforcing construction according to test data, adjusts the reinforcing degree of the structure prestress (such as external beam tension) in real time, provides a technical basis for the determination of the size of the structure prestress and the performance identification after the reinforcing maintenance of the bridge, and ensures the reinforcing effect of the bridge.
The measuring point sensors arranged for monitoring can be reused, one project can be continuously arranged for many times for measurement, traffic operation is not affected, and comprehensive cost is greatly reduced.
Drawings
Fig. 1 is a schematic flow chart of a bridge reinforcement control method according to an embodiment of the present invention.
FIG. 2 is a schematic control flow diagram in the reinforcement of the bridge reinforcement control method according to the embodiment of the invention.
Fig. 3 is a schematic structural diagram of a bridge reinforcing control system according to an embodiment of the invention.
Fig. 4 is a schematic view of the arrangement of the carbon fiber plate according to the embodiment of the invention.
FIG. 5 is a schematic view of the arrangement of the extracorporeal bundle in elevation according to an embodiment of the present invention.
FIG. 6 is a schematic cross-sectional view of an extracorporeal bundle in accordance with an embodiment of the present invention.
Fig. 7 is a cross-sectional view of a monitoring control according to an embodiment of the present invention.
FIG. 8 is a cross-sectional view of strain gauge points in accordance with an embodiment of the present invention.
FIG. 9 is a cross-sectional view of deflection measuring points according to an embodiment of the present invention.
FIG. 10 is a plot of the crack site placement of an embodiment of the present invention.
FIG. 11 is a statistical chart of the deflection increment ratio (reinforced span/comparative span) before and after reinforcement according to the embodiment of the present invention.
FIG. 12 is a comparison graph of the mean value and the probability extremum of the increment ratio of deflection before and after reinforcement (reinforcement span/comparison span) according to the embodiment of the present invention.
Detailed Description
In order to clearly explain the technical features of the present invention, the following detailed description of the present invention is provided with reference to the accompanying drawings. The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. It should be noted that the components illustrated in the figures are not necessarily drawn to scale. Descriptions of well-known components and processing techniques and procedures are omitted so as to not unnecessarily limit the invention.
As shown in fig. 1, an embodiment of the present invention discloses a bridge reinforcement control method, including:
(1) and selecting a comparison bridge span according to the type of the damaged bridge span.
Selecting a damaged bridge span and comparing the bridge spans according to the internal force envelope diagram of the bridge structure and the occurrence condition of the damage; and (4) reinforcing the damaged bridge span, and selecting a perfect bridge span with the same type (the span, the beam structure and the like) as the damaged bridge span by comparing the damaged bridge span.
(2) And monitoring structural response parameters of the typical section of the damaged bridge span and the comparative bridge span under the same load condition.
Typical sections comprise a midspan section, a fulcrum section and the like, structural reaction measuring points of structural response parameters such as deflection, strain, cracks and the like are distributed at the same positions of a diseased bridge span and a comparative bridge span in the same mode, the frequency of a sensor is not less than 10Hz, a concomitant monitoring platform is established, and continuous monitoring can be carried out before, during and after reinforcing the diseased bridge span. FIG. 2 is a schematic diagram of a control flow of the control method in reinforcing a damaged bridge span.
(3) And determining a damaged bridge span reinforcement scheme according to the damaged bridge span and the structural response parameters of the comparison bridge span.
Before reinforcing the damaged bridge span, under the condition of natural traffic, determining a monitoring time period according to traffic volume and traffic composition, continuously observing structural response parameters (deflection, strain and the like) of the damaged bridge span and a comparison bridge span when vehicles (particularly heavy-duty vehicles) pass, comparing the structural response (deflection, strain and the like) of the damaged bridge span and the comparison bridge span under the natural traffic action of the vehicles, analyzing after finding out differences, estimating the structural damage degree of the damaged bridge span, and primarily determining an adjustment reinforcing scheme (for example, when the combined reinforcing scheme of an external prestressed carbon plate and an external steel strand prestressed bundle, determining a secondary reinforcing measure, namely tensioning control stress of the external prestressed carbon plate according to an initial damage result).
(4) And applying structural prestress to the damaged bridge span, comparing real-time structural response parameters of the damaged bridge span and the damaged bridge span, and adjusting the structural prestress reinforcement degree step by step when the structural response parameters of the damaged bridge span do not meet the preset reinforcement condition.
And applying structural prestress to the damaged bridge span for reinforcement, continuously monitoring the damaged bridge span and comparing structural response parameters of the bridge span in real time, and guiding and adjusting the structural prestress reinforcement degree in real time according to a comparison result.
The tension control stress adopts three controls of deflection, strain and crack, and the preset reinforcing conditions to be met comprise the following conditions:
firstly, under the same heavy vehicle passing condition, the increment value of the deflection of the damaged bridge span is smaller than the increment value of the deflection of the contrast bridge span; during collection, according to field test conditions, three typical heavy vehicles can be continuously selected to pass through the data for comparison and judgment.
Stress main control indexes: after external prestress tensioning, the beam bottom compressive stress value reserve (stress increment value generated by external beam tensioning) is larger than the theoretical calculation tensile stress value generated by the designed automobile load;
stress auxiliary control index: under the same heavy vehicle passing condition, the span stress increment value of the damaged bridge is smaller than the span stress increment value of the comparison bridge; the auxiliary condition is only suitable for the conditions that the beam body has less cracks, the stress release is uniform under the action of heavy load, and the structural rigidity can be reflected.
③ cracking: and the original cracks are closed, and the original cracks do not crack under the action of the reinforcing pre-pressure under the current normal traffic condition.
In the tensioning process, the structure response parameters (strain, deflection, cracks and the like) are in abnormal conditions of rapid growth or numerical values exceeding theoretical values, and the tensioning process is stopped in time.
(5) And when the structural response parameters of the damaged bridge span meet the preset reinforcing conditions, stopping adjusting the prestress reinforcing degree of the structure.
After reinforcement is completed, under the condition of not interrupting traffic, the control method provided by the embodiment of the invention can be used for continuously monitoring structural response monitoring points of damaged bridges and comparison bridges (monitoring duration is determined according to actual traffic volume and traffic composition and by combining reinforcement scheme characteristics), statistically comparing and analyzing structural responses (strain, deflection, cracks and the like) before and after reinforcement and structural responses (strain, deflection, cracks and the like) of the reinforced spans and the comparison spans after reinforcement are completed, summarizing actual reinforcement effects, and performing overall evaluation on the bridge structure reinforcement effects.
As shown in fig. 3, an embodiment of the present invention further discloses a bridge reinforcing control system, including:
the comparison bridge span selecting unit is used for selecting a comparison bridge span according to the type of the damaged bridge span;
the comparison parameter monitoring unit is used for monitoring the structural response parameters of the typical section of the damaged bridge span and the comparison bridge span under the same load condition;
the reinforcement scheme determining unit is used for determining a reinforcement scheme of the damaged bridge span according to the damaged bridge span and the structural response parameters of the comparison bridge span;
the structure prestress adjusting unit is used for applying structure prestress to the damaged bridge span, comparing real-time structure response parameters of the damaged bridge span and the damaged bridge span, and adjusting the structure prestress reinforcement degree step by step when the response parameters of the damaged bridge span structure do not meet the preset reinforcement condition; and when the structural response parameters of the damaged bridge span meet the preset reinforcing conditions, stopping adjusting the prestress reinforcing degree of the structure.
The system further comprises:
and the exception processing unit is used for stopping the adjustment if the structure response parameter rapidly increases or the numerical value exceeds the theoretical value when the prestress reinforcement degree of the structure is adjusted.
The bridge reinforcement control method of the present invention will be further described below by taking 2 × 25m continuous bridge reinforcement with monitoring as an example.
A scheme of reinforcing a prestressed carbon plate and an external prestressed steel beam is adopted for reinforcing a first hole of a 2 x 25m continuous beam bridge.
As shown in fig. 4, 18 prestressed carbon fiber plates are adhered to the bottom plate of the reinforced span beam. As shown in fig. 5-6, external prestress reinforcement is adopted at the outer side of the reinforced span beam webScheme, the external beam adopts 15-19 phis15.2 No-adhesive finished cables, 2 bundles of the cables are arranged, and each web plate is synchronously tensioned.
As shown in fig. 7, the mid-span cross-section of the reinforcement span and the contrast span is selected to be the control cross-section. And monitoring the normal strain of the concrete with the controlled cross section under the reinforcing process and the test load, the deflection deformation of the beam body under the reinforcing process and the test load, and the cracks under the reinforcing process and the test load.
Specifically, strain measuring points are arranged on a beam bottom plate, a digital strain sensor is adopted, 3 strain measuring points are arranged on each control section, and temperature compensation measuring points are arranged at an unstressed position (the position of a stop block is selected in the embodiment) according to needs; the strain measuring points of each control section are arranged in a consistent manner, and the number of the arranged sections is 2 (no temperature compensation measuring points); the strain gauge arrangement is shown in figure 8.
The deflection measuring points are all arranged on the beam bottom plate, a digital displacement sensor is adopted, and 3 control section strain measuring points are arranged in total; the strain measuring points of the control sections are arranged in the same mode, and the number of the arranged sections is 2. The deflection point arrangement is shown in figure 9.
4 reinforcing cross girder crack measuring points are arranged, 3 cross joints of a cross middle bottom plate and 1 measuring point at a position 20cm away from the beam bottom of an inner web plate are arranged; the crack sensors are arranged on the seams; the crack site placement is shown in FIG. 10.
Under the condition that vehicles naturally pass, deflection measuring points and strain measuring points are arranged, digital displacement sensors are adopted for the deflection measuring points, static strain sensors are adopted for the strain measuring points, and attention is paid to protection during construction.
Carrying out accompanying monitoring in four time periods of before reinforcement, after tensioning the prestressed carbon plate, in the process of tensioning the external beam and after reinforcement; arranging a specially-assigned person to shoot and record the bridge floor traffic flow condition during monitoring in each corresponding monitoring time period; and (5) collecting the measuring point data by detection personnel under the bridge.
Before reinforcement, the prestress loss value is preliminarily judged to be 15% -30% according to the appearance damage condition and by combining finite element calculation. And according to the monitoring result before reinforcement, preliminarily determining the tension control stress by using the reduction equivalence principle of the finite element model. In order to make the prestressed steel bundles more adjustable, the principle tension control stress of the prestressed carbon fiber plate should not be less than 0.4 fpk. Meanwhile, the prestressed carbon plate bottom plate is not bent during tensioning, so that the temporary span is not favored, and the tensioning control stress is not more than 0.6fpk generally. The carbon fiber plate tension control of the embodiment is divided into three grades of 0.4fpk, 0.45fpk and 0.5fpk, the control is selected according to the monitoring data before reinforcement according to the table 1, the reinforcement span/contrast span of the monitoring actual deflection value mean value before reinforcement is less than 1.2, and therefore the prestress carbon plate tension control stress is 0.4 fpk.
TABLE 1 tensile force control chart for prestressed carbon plate
In the reinforcing process, the external beam adopts symmetrical tensioning, and the pressure stress, deflection and cracks of the mid-span beam bottom in the tensioning process are continuously monitored; stretching the external bundle to 0.2fpk, then stretching step by step and monitoring step by step, wherein each step is controlled according to 0.1 fpk; and analyzing results of the reinforcement span front and back, the reinforcement span and the comparison span, guiding the tensioning level in real time, and determining the tensioning control force of the in-vitro steel bundle. According to the preset reinforcement condition, the actual tension control stress of the external prestress steel beam is 0.5 fpk.
And after reinforcement, evaluating the monitoring results of cracks, strain and deflection respectively.
Firstly, evaluating a crack monitoring result:
the crack measuring points are only arranged on the reinforcing span, the crack sensors respectively select L-shaped or U-shaped crack riding arrangement, and the collected values are crack change values under the action of vehicle load; and in the reinforcing process, crack observation is carried out on the cross-section, the anchoring tooth block and other local stress positions.
The monitoring results of this example are as follows: (1) and no newly-increased stress crack is found in the reinforcing process. (2) The original crack is sealed and repaired, and no recracking is seen. (3) After the reinforcement is finished, when the vehicle passes through the collecting time period, the crack values are not fluctuated and are all close to zero (less than 0.001 mm); these values are small, only a reaction to strain, and do not produce actual cracks.
After the damaged bridge span crack is closed, the stress performance and durability of the bridge are obviously improved. Under the action of normal vehicle load (non-overload), the whole section of the beam body participates in stress, and the original crack can not crack under the action of reinforcing pre-pressure.
Secondly, evaluating a strain monitoring result:
the strain monitoring result is divided into a main control index and an auxiliary control index.
The main control index compares the incremental pre-compressive stress applied by the pre-stressed carbon plate and the outer beam with the tensile stress generated by the designed automobile load, as shown in table 2.
TABLE 2 comparison of compressive strain produced by the pre-consolidation pressure with the tensile strain produced by the designed automobile load
Considering the safety, the pre-pressure generated by the pre-stress carbon fiber plate is not counted, and the incremental pre-stress generated by the pre-stress of the outer beam is compared with the tensile stress generated by the actual passing vehicle load, as shown in table 3.
TABLE 3 comparison of compressive strain due to pre-reinforcement pressure with tensile strain due to actual passing vehicle
| Position of | Prestressing to produce compressive stress (Mpa) | Tensile stress (Mpa) generated by passing vehicles |
| Reinforced span | -1.77 | 1.65 |
The assist control index is shown in table 4.
TABLE 4 stress increment ratio before and after reinforcement (reinforcement span/contrast span) distribution statistical table
| Segment of | Before reinforcement | Reinforcing for 3 months |
| ≤1 | 6％ | 94％ |
| 1～1.1 | 31％ | 6％ |
| ＞1.1 | 63％ | 0％ |
(1) The incremental pre-compressive stress applied by the prestressed carbon plate and the external beam is greater than the tensile stress generated by the designed automobile load.
(2) The incremental pre-compressive stress generated by the external bundle is greater than the tensile stress generated by the actual traffic load over a typical period of time.
(3) The stress increment ratio (reinforcement span/contrast span) is significantly reduced after reinforcement and is mostly less than 1.
Therefore, after the bridge is reinforced, under the normal traffic condition, and when the normal vehicle load (non-overload) passes, the beam body is always in a compressed state under the action of the reinforcing pre-pressure.
Thirdly, evaluating the deflection monitoring result:
the deflection data before reinforcement, after carbon plate tensioning, after reinforcement and after 3 months of reinforcement are compared and summarized, and the summarized data are shown in figures 11-12. After the bridge is reinforced, the structural rigidity is obviously improved, the average value of the deflection increment ratio (reinforced span/comparative span) is obviously reduced compared with that before the bridge is reinforced and after the carbon plate is stretched, the average value and the probability extreme value are both less than 1, and most (91%) values are less than 1, so that the reinforced span rigidity reaches the rigidity of the comparative span.
According to the evaluation of the detection result after reinforcement, the overall evaluation is as follows:
(1) after the bridge is reinforced, the stress performance and durability of the bridge are obviously improved. Under normal traffic conditions, the whole section of the beam body participates in stress under the action of normal vehicle load (non-overload), and the original crack cannot crack under the action of reinforcing pre-pressure.
(2) After the bridge is reinforced, under the condition of normal traffic flow and normal traffic, when the load (non-overload) of the conventional vehicle passes, the beam bottom of the beam body is always in a pressed state under the action of the reinforcing pre-pressure.
(3) After the bridge is reinforced, the rigidity is obviously improved, the rigidity of the reinforced span reaches the rigidity of the adjacent comparative spans, and the rigidity requirement under the original design level can be met.
In conclusion, the bridge of the embodiment achieves the expected effect after being reinforced, and can meet the bearing requirements under the original design load standard.
Although the embodiments of the present invention have been described with reference to the accompanying drawings, the scope of the present invention is not limited thereto. Various modifications and alterations will occur to those skilled in the art based on the foregoing description. And are neither required nor exhaustive of all embodiments. On the basis of the technical scheme of the invention, various modifications or changes which can be made by a person skilled in the art without creative efforts are still within the protection scope of the invention.
Claims (9)
1. A bridge reinforcement control method is characterized by comprising the following steps:
selecting a comparison bridge span according to the type of the damaged bridge span;
monitoring the structural response parameters of the typical section of the damaged bridge span and the comparative bridge span under the same load condition;
determining a damaged bridge span reinforcement scheme according to the damaged bridge span and the structural response parameters of the comparison bridge span;
applying structural prestress to the damaged bridge span, comparing real-time structural response parameters of the damaged bridge span and the damaged bridge span, and gradually adjusting the structural prestress reinforcement degree when the structural response parameters of the damaged bridge span do not meet the preset reinforcement condition;
and when the structural response parameters of the damaged bridge span meet the preset reinforcing conditions, stopping adjusting the prestress reinforcing degree of the structure.
2. The bridge reinforcement control method according to claim 1, further comprising: when the prestress reinforcement degree of the structure is adjusted, if the response parameter of the structure rapidly increases or the numerical value exceeds the theoretical value, the adjustment is stopped.
3. The bridge reinforcement control method according to claim 1, wherein the comparison bridge span is selected according to the damaged bridge span type, specifically:
the selected conditions of the comparison bridge span are that the span and the beam structure of the comparison bridge span and the damaged bridge span are the same.
4. The bridge strengthening control method of claim 1, wherein the structural response parameters include one or more of strain, deflection, and cracks.
5. The bridge reinforcement control method according to claim 4, wherein the preset reinforcement conditions are:
the increment value of the deflection of the damaged bridge span is smaller than the increment value of the deflection of the compared bridge span;
the stress reserve value of the span bottom of the damaged bridge is greater than the theoretical tensile stress value of the load;
the damaged bridge span crack does not crack.
6. The bridge reinforcement control method according to claim 5, wherein the preset reinforcement conditions further include:
the differential bridge span stress increment value is smaller than the comparative bridge span stress increment value.
7. The bridge reinforcement control method according to claim 1, wherein the representative section includes a midspan section and a fulcrum section.
8. A bridge reinforcing control system, comprising:
the comparison bridge span selecting unit is used for selecting a comparison bridge span according to the type of the damaged bridge span;
the comparison parameter monitoring unit is used for monitoring the structural response parameters of the typical section of the damaged bridge span and the comparison bridge span under the same load condition;
the reinforcement scheme determining unit is used for determining a reinforcement scheme of the damaged bridge span according to the damaged bridge span and the structural response parameters of the comparison bridge span;
the structure prestress adjusting unit is used for applying structure prestress to the damaged bridge span, comparing real-time structure response parameters of the damaged bridge span and the damaged bridge span, and adjusting the structure prestress reinforcement degree step by step when the response parameters of the damaged bridge span structure do not meet the preset reinforcement condition; and when the structural response parameters of the damaged bridge span meet the preset reinforcing conditions, stopping adjusting the prestress reinforcing degree of the structure.
9. The bridge reinforcing control system of claim 8, further comprising:
and the exception processing unit is used for stopping the adjustment if the structure response parameter rapidly increases or the numerical value exceeds the theoretical value when the prestress reinforcement degree of the structure is adjusted.
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