CN112697373A - Method for estimating displacement of railway bridge with damaged component - Google Patents
Method for estimating displacement of railway bridge with damaged component Download PDFInfo
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- CN112697373A CN112697373A CN202110090424.1A CN202110090424A CN112697373A CN 112697373 A CN112697373 A CN 112697373A CN 202110090424 A CN202110090424 A CN 202110090424A CN 112697373 A CN112697373 A CN 112697373A
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M7/00—Vibration-testing of structures; Shock-testing of structures
- G01M7/02—Vibration-testing by means of a shake table
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- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
- G01B7/02—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring length, width or thickness
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M7/00—Vibration-testing of structures; Shock-testing of structures
- G01M7/02—Vibration-testing by means of a shake table
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Abstract
The invention discloses a method for estimating the displacement of a railway bridge with a damaged component. The method comprises the following steps: (1): simplifying the railway bridge pier into a light bridge pier simplified test model; (2): fixing the upper end of the simplified test model of the light pier, and setting the lower end as a free end; (3): testing the acceleration in the vertical direction and the vibration direction, and obtaining a pseudo-static displacement component by using a double-shaft inclination angle estimation method; (5): the method comprises the following steps that a plurality of printed circuit board piezoelectric capacitive accelerometers are arranged at the top and the bottom of a simplified test model of the light pier and used for measuring the inclination angles of the top and the bottom of the simplified test model of the light pier, and deflection is obtained according to the inclination angles, so that dynamic displacement is fitted; (6): and superposing the pseudo static displacement component and the dynamic displacement component to obtain the total estimated displacement. The 4-degree-of-freedom model provided by the method considers damage in the bridge pier, so that more accurate displacement estimation is provided.
Description
Technical Field
The invention belongs to the field of bridge detection, and particularly relates to a method for estimating the displacement of a railway bridge with a damaged component.
Background
The change of the maximum displacement of the railway bridge in the running process of the train can be used as the bridge health index of railway constructors and managers. Railroad engineers observe and monitor railroad bridges to decide to preferentially repair larger displacement bridges. However, the use of sensors to measure bridge displacements in situ is complex and depends on assumptions about the shape and characteristics of the railroad bridge. In order to accurately measure the bridge displacement, the invention provides a new method for measuring the displacement of the railway wooden bridge, and particularly provides a new method for estimating the no-reference total displacement of the damaged pile under the condition of limited information. The cross-bracing components and joints of a railroad bridge have varying degrees of damage, which is one of the main causes of excessive lateral displacement over time. The accurate monitoring of the transverse displacement caused in the service process of the bridge provides more accurate maintenance suggestions for railway managers, and the method is an important guarantee for driving safety and avoiding accidents.
Linear Variable Differential Transformer (LVDT) position sensors are accurate enough for damage detection in railway wooden bridges. However, the height of the bridge and the fixed reference point limit the use of LVDT sensors in railway wooden bridges. The developed sensor fusion technology is used for bridge displacement detection, and the defects are avoided. Sensor fusion techniques rely on extracting multiple sensor data to accurately and reliably obtain target data.
The peak displacement error of the single-degree-of-freedom sensor fusion system is 19.10%, and the root mean square error is 13.23%. Based on a single-degree-of-freedom sensor fusion system, a more accurate non-reference displacement estimation method is designed by a 2-degree-of-freedom model, the constraint between a foundation and a pier is considered, the precision is obviously improved, the peak displacement error is 5.03%, and the root mean square error is 5.45%.
Patent 2019105448159 discloses a simulation system and method for measuring dynamic response of axle system, but the disclosed solution is a single degree of freedom and 2 degree of freedom model, and has the following problems: firstly, the method cannot be expanded to piers with high pier-crossing height and more damage times, secondly, the rotation angle measurement method cannot intuitively display whether the performance of the bridge meets the limit value, and thirdly, the height of the bridge and a fixed reference point limit the application of the LVDT sensor in the railway bridge.
Disclosure of Invention
The object of the present invention is to provide a method for estimating the displacement of a railway bridge with a damaged component.
The technical solution for realizing the purpose of the invention is as follows: a method of estimating a displacement of a railway bridge having a damaged member, comprising the steps of:
step (1): simplifying the railway bridge pier into a light bridge pier simplified test model;
step (2): designing a simulation system, fixing the upper end of a simplified test model of the light pier in the simulation system, setting the lower end as a free end, and setting the lower end to represent the top of the railway pier and move along with a vibration table;
and (3): arranging a printed circuit board piezoelectric capacitive accelerometer I on one side of a simplified test model of the light pier, respectively testing the acceleration in the vertical direction and the vibration direction, and obtaining a pseudo static displacement component by using a double-shaft inclination angle estimation method;
and (5): the method comprises the following steps that a plurality of printed circuit board piezoelectric capacitive accelerometers are arranged at the top and the bottom of a simplified test model of the light pier and used for measuring the inclination angles of the top and the bottom of the simplified test model of the light pier, and deflection is obtained according to the inclination angles, so that dynamic displacement is fitted;
and (6): and superposing the pseudo static displacement component and the dynamic displacement component to obtain the total estimated displacement.
Furthermore, an LVDT is arranged on the other side of the simplified test model of the light pier and is used for measuring the real displacement of the bottom of the pier model; quantitative evaluation is carried out on the light pier simplified test model, and errors of a peak value (E1) and a root mean square value (E2) are calculated to evaluate the estimation accuracy.
Further, the simulation system in step (2) comprises a rigid support: n-shaped with bottom end connected with ground
Fixedly connecting;
a vibration table: the device is placed on the ground between the two bottom ends of the rigid support and is used for simulating the running of a train;
the light bridge pier simplifies the test model: the upper end of the rigid support is fixedly connected with a cross beam of the rigid support and is a fixed end, and the bottom of the rigid support represents the top of a railway pier and moves along with the vibration table;
printed circuit board piezoelectricity capacitive accelerometer I and printed circuit board piezoelectricity capacitive accelerometer II: the acceleration measuring device is arranged on one side of the bridge pier model and used for measuring the acceleration along the direction of the bridge pier model and the acceleration vertical to the direction of the bridge pier model;
4 printed circuit board piezoelectric capacitive accelerometers: the device is uniformly arranged at the top end of the pier model and is used for measuring four dip angles at the top of a test sample in the pier model;
4 printed circuit board piezoelectric capacitive accelerometers: the device is uniformly arranged at the bottom end of the bridge pier model and is used for measuring four dip angles at the bottom of a test sample in the bridge pier model;
linear Variable Differential Transformer (LVDT): the device is arranged on the other side of the pier model and used for measuring the actual displacement of the light pier simplified test model;
self-control low noise sensor power and data transmission system: the method is used for controlling the displacement input size of the vibration table and acquiring and processing data, and simultaneously reduces the influence of electronic component noise on the data.
Sponge damping cushion: to dampen excessive shock.
Furthermore, the printed circuit board piezoelectric capacitive accelerometer I, the printed circuit board piezoelectric capacitive accelerometer II and the printed circuit board piezoelectric capacitive accelerometer for measuring the inclination angle are connected with a computer through a DC power supply and VibPilot, the LVDT is connected with the computer through the VibPilot, the GPS-303000 direct current power supply is connected with the LVDT for supplying power to the LVDT, the DC power supply is connected with the computer, and the DC power supply is connected with the vibration table for supplying power to the vibration table.
Compared with the prior art, the invention has the remarkable advantages that:
(1) the invention belongs to the field of bridges, in particular to a simulation system for estimating the displacement of a railway bridge with a damaged component, which is an indirect displacement estimation system and is used for measuring the displacement of the railway bridge based on the measurement of structural strength, strain and acceleration, a Linear Variable Differential Transformer (LVDT) position sensor is accurate enough for detecting the damage of a railway wood bridge, however, the height and a fixed reference point of the bridge limit the application of the LVDT sensor in the railway wood bridge, and the developed sensor fusion technology is used for detecting the displacement of the bridge, so that the defects are avoided, and the sensor fusion technology is used for accurately and reliably obtaining target data by extracting data of a plurality of sensors.
(2) The method designs a four-degree-of-freedom model-based no-reference displacement estimation method, and the proposed 4-degree-of-freedom model takes damage in piers into account, thereby providing more accurate displacement estimation, particularly for railway wood bridges with relatively flexible transverse members; the displacement estimation value of the 4-degree-of-freedom model is compared with real-time experimental data obtained by a displacement sensor, and compared with a single-degree-of-freedom model and a 2-degree-of-freedom model, so that the estimation precision of the 4-degree-of-freedom model is verified; and has the following advantages: the method is extended to piers with high span pier damage times, the rotation angle measurement method visually displays whether the performance of the bridge meets the limit value or not, the height of the bridge and a fixed reference point do not limit the application of an LVDT sensor in a railway bridge, the displacement curve estimated by the 4-degree-of-freedom model can better fit a reference displacement curve and rebuild the real displacement of the model, and the 4-degree-of-freedom model is more suitable for light piers with small rigidity and large slenderness ratio.
Drawings
FIG. 1 is a schematic diagram of a three-dimensional structure of a simulation system of the present application.
FIG. 2 is a front view of a simulation system of the present application.
FIG. 3 is a routing diagram of a simulation system of the present application.
Detailed Description
As shown in fig. 1-3, a simulation system for estimating the displacement of a railway bridge with a damaged member is an indirect displacement estimation system, which measures the displacement of the railway bridge based on the measurement of structural strength, strain and acceleration, and establishes a reasonable and effective bearing bridge scale model. Setting a simplified test model of a light pier in the test, measuring required data by using a sensor, calculating a dynamic displacement component through linear combination, and superposing a pseudo-static displacement component and the dynamic displacement component to obtain total estimated displacement; a Linear Variable Differential Transformer (LVDT) (14) records the reference displacement of model precision verification, and data are extracted through VibPluot and a computer; and quantitatively evaluating the simplified test model of the light pier. The error of the peak value (E1) and the root mean square value (E2) is calculated to evaluate the estimation accuracy.
In Structural Health Monitoring (SHM), there are mainly two reliable indicators of structural damage, the change in the natural frequency of the structure and the structural time domain response. Obtaining the changes in frequency and time domain response requires structural finite element analysis. The field of performance change is more visual, and the bridge component needing to be replaced is conveniently and quickly found. The rotation angle measuring method does not need finite element analysis (namely, no reference), directly and accurately measures the structural performance change, and is an economical and effective method for detecting the structural damage of the railway bridge. However, the rotation angle measurement method cannot intuitively display whether the performance of the bridge satisfies the safe driving threshold. The railway bridge deck displacement at the tops of the piers is a proper bridge performance index, and provides more accurate maintenance suggestions for railway managers. The method develops an indirect displacement estimation method, and the displacement of the railway bridge is measured based on the measurement of structural strength, strain and acceleration. A Linear Variable Differential Transformer (LVDT) position sensor is sufficiently accurate for detection of damage to a railway bridge. The height of the bridge and the fixed reference point limit the use of LVDT sensors in railway bridges. The method develops a sensor fusion technology to detect the bridge displacement, and avoids the defects. Sensor fusion techniques rely on extracting multiple sensor data to accurately and reliably obtain target data.
The indoor vibrating table simulation test system designed by the invention is based on a data acquisition system and simulates a train on a vibrating table by inputting real-time displacement data. Therefore, an in-service typical structure railway bridge is selected, and a track strain sensor array at the front end of the SHM technology is laid and installed at key points of the in-service typical structure railway bridge. When a train passes a bridge, various real-time response data of various key points of the railway bridge are collected through the rail strain sensors. The real-time displacement data of key point positions on the bridge pier is applied to a vibration table test.
As shown in fig. 1, the indoor vibration table simulation test system includes: the method comprises the following steps of 1-a rigid support, 2-a vibration table, 3-a light pier simplified test model, 4-a printed circuit board piezoelectric capacitive accelerometer I, 5-a printed circuit board piezoelectric capacitive accelerometer II, 6-9-a printed circuit board piezoelectric capacitive accelerometer (I-R), 10-13-a printed circuit board piezoelectric capacitive accelerometer (V-R), 14-a Linear Variable Differential Transformer (LVDT), 15-a self-made low-noise sensor power supply-data transmission system, 16-a sponge damping pad, 17-L type support I, 18-U type support I, 19-L type support II and 20-a plastic rope.
The indoor vibration table simulation test system adopts the light pier simplification test model to simulate the dynamic characteristics of the railway pier, and the vibration table is provided with an inverted light pier simplification test model 3 for representing the railway pier
The model of the simplified test model 3 of the light pier is inverted, the top end is a fixed end, the bottom end is a free end, the free end of the simplified test model 3 of the light pier is excited by the vibration table 2, and the real-time bridge displacement recorded on site when a certain train passes through at different speeds and in different directions is used as excitation input to the vibration table to excite the simplified test model 3 of the light pier.
The rigid support 1 is considered to be fixed on the ground and represents the actual rigid ground condition for supporting the whole indoor vibration table simulation test system.
A U-shaped support 18 and an L-shaped support 17I are used for fixing the top end of the light pier simplification test model 3 on the rigid support 1 through bolts and nuts, representing the rigid ground condition in the actual situation and simulating the fixed end of the light pier simplification test model.
And a No. II L-shaped support 19, wherein the bottom end of the light pier simplification test model 3 is fixed on the vibration table 2 by bolts and nuts. In order to simulate the free end of the light pier simplification test model 3, namely, to ensure the free bottom end of the light pier simplification test model 3, two No. II L-shaped supports 19 are fixed on two sides of the bottom end of the light pier simplification test model 3, and two sponge damping cushions 16 are filled in the middle to clamp the bottom end of the light pier simplification test model 3.
The bottom end of the light pier simplification test model 3 is not contacted with the vibrating table, and the distance separating the two No. II L-shaped supports 19 is greater than the thickness of the light pier simplification test model 3, so that the sponge damping cushions 16 are respectively added on the left side and the right side of the bottom end of the light pier simplification test model 3.
The sponge damping cushion 16 can avoid severe vibration caused by the fact that the bottom end of the light pier simplification test model 3 impacts the II-type L-shaped support 19. The bottom end of the light pier simplification test model 3 is restrained by the attached sponge damping pad 16 and serves as an equivalent carrier roller, and the bottom end is kept in a cantilever state, and meanwhile, overlarge vibration is restrained, so that a free end is simulated.
The piezoelectric capacitive accelerometers of printed circuit boards I and II, 4 and 5, 6 to 9 and 10 to 13 are fixed on one side of a light pier simplification test model 3 by solid adhesives.
Referring to fig. 1, printed circuit board piezoelectric capacitive accelerometers 4 and 5, i and ii, wherein the capacitive accelerometer 4 is horizontally arranged, and the capacitive accelerometer 5 is vertically arranged. The acceleration in the vertical direction is measured by the capacitive accelerometer 4I, the acceleration in the vibration direction is measured by the capacitive accelerometer 5 II, the dynamic displacement component is calculated through linear combination, and the pseudo static displacement component and the dynamic displacement component are superposed to obtain the total estimated displacement; using a double-shaft inclination angle estimation method, measuring the acceleration in the vertical direction by using a piezoelectric capacitive accelerometer of the printed circuit board I, and measuring the acceleration in the vibration direction by using a piezoelectric capacitive accelerometer of the printed circuit board II to obtain a pseudo static displacement component; therefore, the printed circuit board piezoelectric capacitive accelerometer 6-9 and the printed circuit board piezoelectric capacitive accelerometer 10-13 measure four inclination angles at the top and the bottom of the sample in the 4-degree-of-freedom model.
A Linear Variable Differential Transformer (LVDT)14 is fixed on the rigid support 1 by a plastic rope 13, is placed on the other side of the light pier simplified test model 3, and is kept horizontal. The principle is as follows: the displacement time-course data is input into the vibration table 2 through a Matlab edited program, the vibration of the vibration table 2 is controlled, and then the actual displacement data is collected through the electromagnetic induction principle of the LVDT. An LVDT is an absolute position sensor that provides a reading of distance relative to a fixed reference, rather than a reading relative to a previous position.
The Linear Variable Differential Transformer (LVDT)14 has many advantages: (1) frictionless measurement, (2) infinite mechanical life, (3) infinite resolution, (4) zero repeatability, (5) axial suppression, (6) robustness, (7) environmental suitability, (8) input/output isolation;
the Linear Variable Differential Transformer (LVDT) cannot be used alone, and a matched display instrument is required to complete the conversion and transmission of LVDT sensor data. LVDTs are commonly used in conjunction with digital display instruments to convert the displacement voltage of the LVDT into a digital quantity of displacement for visual display processing, or to transmit data to a computer via a data line. In this experiment, the LVDT was connected to a computer by VibPilot and the displacement data was controlled, analyzed and stored using SO Analyzer software;
in this experiment, the LVDT was connected to a computer by a vibration control test and a multichannel tester for dynamic signal analysis (VibPilot) and the displacement data was controlled, analyzed and stored using SO Analyzer software.
Referring to fig. 1, the printed circuit board piezo capacitive accelerometer is model 3711E 1110G.
As shown in figure 3, VibPliot, a GPS-303000 direct-current power supply, a computer, an LVDT14, a printed circuit board piezoelectric capacitive accelerometer 4-13 and a self-made low-noise sensor power supply-data transmission system 15 are connected through wires to realize the identification and processing of acceleration and displacement data. The self-made low-noise sensor power supply-data transmission system 15 is connected with the vibration table 2 and the computer through wires, so that the displacement input of the vibration table 2 is realized. The vibration table requires a self-contained low noise sensor power supply-assisted by a data transmission system 15, which is an intermediary device for connecting the vibration table to a computer during operation.
Referring to fig. 3, the home-made low noise sensor power supply-data transmission system 15 simultaneously provides the printed circuit board with piezoelectric capacitive accelerometers through connection.
Referring to fig. 3, the vibration table 2 is a platform for performing a simulation test on the simplified test model 3 of the light pier, and is a basis of the whole test. Meanwhile, the vibration table 2 is also an input device, and real-time displacement actually measured on site is input into the vibration table 2 by matching with the use of a self-made low-noise sensor power supply-data transmission system 15, so that the running of a train is simulated.
Referring to fig. 3, the data output of the pcb piezo capacitive accelerometer 4-13 is related to two devices, one is VibPilot and the other is the homemade low noise sensor power supply-data transmission system 15, which is connected as shown in fig. 3. The 10 printed circuit board piezoelectric capacitive accelerometers 4-13 are connected to a homemade low-noise sensor power supply-data transmission system 15 through wires, and then the homemade low-noise sensor power supply-data transmission system 15 is connected to a channel interface of VibPlout through the wires.
Referring to fig. 3, the VibPilot is an instrument for vibration control and dynamic signal analysis, which can be used for third parties
Exporting and importing data, analyzing data and generating reports. The VibPilot connects the LVDT14 and the home-made low noise sensor power supply, data transfer system 15, to a computer and is then controlled by the computer.
Referring to fig. 3, the connection of the Linear Variable Differential Transformer (LVDT) is similar to that of the homemade low noise sensor power supply, data transmission system 15, but the connection between LVDT14 and the VibPliot and GPS-303000 dc power supplies is complicated on a wiring line. At the end of LVDT14, five lines were split, three of which were connected to the positive, negative and ground interfaces of the GPS-303000 DC power supply, and two of which were connected to the BNC wire of the VibPliot channel interface.
Referring to fig. 3, the computer controls the entire connection system. The printed circuit board piezo capacitive accelerometer 4-13 is first connected to the homemade low noise sensor power-data transmission system 15 using wires matching the printed circuit board piezo capacitive accelerometer 4-13, and then the homemade low noise sensor power-data transmission system 15 is connected to the channel interface of VibPlout using wires. When the LVDT14 and the pcb piezo capacitive accelerometers 4-13 were used simultaneously, they were connected to different channel interfaces of VibPliot for computer identification and control, so that the data obtained from the experiments were consistent in the time domain. Finally, VibPliot is connected to a computer, so that the entire connection system can be controlled by the computer.
In this test, the input part of the work was done by the vibration table 2. The program edited by Matlab inputs displacement time course data to the vibration table 2 and controls the vibration of the vibration table 2. In the Matlab program, the mass of the light pier simplification test model 3 set on the vibration table is first input. The second step is to initialize the vibration table 2 and manually confirm the position of the vibration table 4 in the middle of its movable range. The third step is to automatically calibrate the vibration table 2, and then read the displacement data in Matlab format to finally vibrate the vibration table 2. It should be noted that the vibration table 2 has a limited range of vibration. In the input displacement time course data, the maximum and minimum values must not exceed the limits of the oscillating table 2, otherwise the oscillating table 2 will stop working. Finally, the data measured by the printed circuit board piezoelectric capacitive accelerometers 4-13 and the LVDT14 are extracted by VibPliot and a computer.
The invention relates to a simulation system for estimating the displacement of a railway bridge with a damaged component, which is an indirect displacement estimation system and is used for measuring the displacement of the railway bridge based on the measurement of structural strength, strain and acceleration and establishing a reasonable and effective bearing bridge scale model. Setting a simplified test model of a light pier in the test, measuring required data by using a sensor, calculating a dynamic displacement component through linear combination, and superposing a pseudo-static displacement component and the dynamic displacement component to obtain total estimated displacement;
finally, a Linear Variable Differential Transformer (LVDT) (14) records the reference displacement of model precision verification, and data are extracted through VibPliot and a computer; and quantitatively evaluating the simplified test model of the light pier. The error of the peak value (E1) and the root mean square value (E2) is calculated to evaluate the estimation accuracy. Meanwhile, the sensor at the front end of the SHM technology is used for collecting data to evaluate the seismic capacity of the railway bridge, and reference is provided for actual use and maintenance of the railway bridge.
The whole operation steps of the application are as follows:
(1) as shown in fig. 1, an L-shaped support I No. 17 and an L-shaped support II No. 19 are used for fixing a light pier simplified test model 3, a printed circuit board piezoelectric capacitive accelerometer is well adhered by using a solid adhesive, and an LVDT14 is fixed on a rigid support 1 by using a plastic rope 20;
(2) as shown in fig. 2, the pcb piezo capacitive accelerometer 4-13 is first connected to the homemade low noise sensor power-data transmission system 15 using wires matching the pcb piezo capacitive accelerometer 4-13, and then the homemade low noise sensor power-data transmission system 15 is connected to the channel interface of VibPliot using wires. Five lines are split at the end of LVDT14, three of which are connected to the positive, negative and ground interfaces of the GPS-303000 DC power supply, and the other two are connected to the BNC wire of the VibPliot channel interface.
When the LVDT14 and the pcb piezo capacitive accelerometers 4-13 were used simultaneously, they were connected to different channel interfaces of VibPliot for computer identification and control, so that the data obtained from the experiments were consistent in the time domain. Finally, the vibration table is connected to a self-made low-noise sensor power supply, namely a data transmission system 15, the VibPlout and the vibration table are connected to a computer, and the whole connection system is controlled by the computer;
(3) in this test, the input part of the work was done by the vibration table 2. The program edited by Matlab inputs displacement time course data to the vibration table 2 and controls the vibration of the vibration table 2. In the Matlab program, the mass of the light pier simplification test model 3 set on the vibration table is first input. The second step is to initialize the vibration table 2 and manually confirm the position of the vibration table 2 in the middle of its movable range. The third step is to automatically calibrate the vibration table 2, and then read the displacement data in a Matlab format;
no. I, No. II printed circuit board piezoelectricity capacitive accelerometer 4, 5, No. I capacitive accelerometer 4 level is placed, and No. II capacitive accelerometer 5 is vertical to be placed. The acceleration in the vertical direction is measured by the capacitive accelerometer 4I, the acceleration in the vibration direction is measured by the capacitive accelerometer 5 II, the dynamic displacement component is calculated through linear combination, and the pseudo static displacement component and the dynamic displacement component are superposed to obtain the total estimated displacement; using a double-shaft inclination angle estimation method, measuring the acceleration in the vertical direction by using a piezoelectric capacitive accelerometer of the printed circuit board I, and measuring the acceleration in the vibration direction by using a piezoelectric capacitive accelerometer of the printed circuit board II to obtain a pseudo static displacement component; therefore, the printed circuit board piezoelectric capacitive accelerometer 6-9 and the printed circuit board piezoelectric capacitive accelerometer 10-13 measure four inclination angles at the top and the bottom of the sample in the 4-degree-of-freedom model.
(4) Calculating a dynamic displacement component through linear combination, and superposing the pseudo static displacement component and the dynamic displacement component to obtain total estimated displacement;
(5) finally, recording the reference displacement of model precision verification by a Linear Variable Differential Transformer (LVDT), and extracting data by VibPluot and a computer; and quantitatively evaluating the simplified test model of the light pier. The error of the peak value (E1) and the root mean square value (E2) is calculated to evaluate the estimation accuracy.
Claims (4)
1. A method of estimating displacement of a railway bridge having a damaged member, comprising the steps of:
step (1): simplifying the railway bridge pier into a light bridge pier simplified test model;
step (2): designing a simulation system, fixing the upper end of a simplified test model of the light pier in the simulation system, setting the lower end as a free end, and setting the lower end to represent the top of the railway pier and move along with a vibration table;
and (3): arranging a printed circuit board piezoelectric capacitive accelerometer I (4) on one side of a simplified test model of the light pier, respectively testing the acceleration in the vertical direction and the vibration direction by a printed circuit board piezoelectric capacitive accelerometer II (5), and obtaining a pseudo static displacement component by using a double-shaft dip angle estimation method;
and (5): the method comprises the following steps that a plurality of printed circuit board piezoelectric capacitive accelerometers are uniformly arranged at the top and the bottom of a simplified test model of the light pier and used for measuring the inclination angles of the top and the bottom of the simplified test model of the light pier, and deflection is obtained according to the inclination angles, so that dynamic displacement is fitted;
and (6): and superposing the pseudo static displacement component and the dynamic displacement component to obtain the total estimated displacement.
2. The method according to claim 1, wherein an LVDT is arranged on the other side of the light pier simplified test model for measuring the real displacement of the bottom of the pier model; quantitative evaluation is carried out on the light pier simplified test model, and errors of a peak value (E1) and a root mean square value (E2) are calculated to evaluate the estimation accuracy.
3. The method of claim 2, wherein the simulation system in step (2) comprises
Rigid support (1): the bottom end of the n-shaped structure is fixedly connected with the ground;
vibration table (2): the device is placed on the ground between the two bottom ends of the rigid support (1) and is used for simulating the running of a train;
simplified test model of light pier (3): the upper end of the rigid support (1) is fixedly connected with a cross beam, is a fixed end, and the bottom of the rigid support represents the top of a railway pier and moves along with the vibration table (2);
printed circuit board piezoelectricity capacitive accelerometer I and printed circuit board piezoelectricity capacitive accelerometer II: the acceleration measuring device is arranged on one side of the bridge pier model and used for measuring the acceleration along the direction of the bridge pier model and the acceleration vertical to the direction of the bridge pier model;
4 printed circuit board piezoelectric capacitive accelerometers: the device is uniformly arranged at the top end of the pier model and is used for measuring four dip angles at the top of a test sample in the pier model;
4 printed circuit board piezoelectric capacitive accelerometers: the device is uniformly arranged at the bottom end of the bridge pier model and is used for measuring four dip angles at the bottom of a test sample in the bridge pier model;
linear variable differential transformer LVDT (14): the device is arranged on the other side of the pier model and used for measuring the actual displacement of the light pier simplified test model (3);
self-made low-noise sensor power and data transmission system (15): the method is used for controlling the displacement input size of the vibration table and acquiring and processing data, and simultaneously reduces the influence of electronic component noise on the data.
Sponge damping cushion (16): to dampen excessive shock.
4. The method of claim 3, wherein the printed circuit board piezo capacitive accelerometer I, the printed circuit board piezo capacitive accelerometer II, and the printed circuit board piezo capacitive accelerometer for measuring tilt angle are connected to the computer via a DC power supply and VibPilot, the LVDT is connected to the computer via VibPilot, the GPS-303000 DC power supply is connected to the LVDT for supplying power thereto, the DC power supply is connected to the computer, and the DC power supply is connected to the vibration table for supplying power thereto.
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