CN112699590B - Bridge structure damage assessment method and related device based on tire pressure information - Google Patents
Bridge structure damage assessment method and related device based on tire pressure information Download PDFInfo
- Publication number
- CN112699590B CN112699590B CN202110045156.1A CN202110045156A CN112699590B CN 112699590 B CN112699590 B CN 112699590B CN 202110045156 A CN202110045156 A CN 202110045156A CN 112699590 B CN112699590 B CN 112699590B
- Authority
- CN
- China
- Prior art keywords
- bridge
- target
- target vehicle
- tire pressure
- pressure information
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Computer Hardware Design (AREA)
- Evolutionary Computation (AREA)
- Geometry (AREA)
- General Engineering & Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Bridges Or Land Bridges (AREA)
- Tires In General (AREA)
Abstract
The embodiment of the application provides a bridge structure damage assessment method and a related device based on tire pressure information, wherein the method comprises the following steps: acquiring tire pressure information of a target vehicle when the target vehicle runs on a target bridge; determining the relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information; determining the power parameters of the target bridge according to the relative vibration displacement; and determining the state information of the target bridge according to the power parameters, so that the cost for evaluating the damage of the bridge structure based on the tire pressure information can be reduced.
Description
Technical Field
The application relates to the technical field of data processing, in particular to a bridge structure damage assessment method based on tire pressure information and a related device.
Background
Bridge damage detection refers to the detection of structural damage or degradation by utilizing a nondestructive sensing technology on site and analyzing the characteristics of a structural system including structural response. The research aims to acquire the response of the structure to environmental excitation (artificial or natural) in real time through a reliable technical means, extract damage and aging information of the structure from the response, and provide references for the use and maintenance work of the structure.
The traditional bridge damage detection is often to directly arrange sensors around the bridge body and directly collect bridge vibration information, so that the dynamic response characteristic of the bridge structure is obtained. The direct detection method has the characteristics of good stability, high accuracy, strong anti-interference capability and the like, so that the bridge direct detection method is mostly adopted in actual engineering, but a large amount of sensor arrangement work and massive data processing work are faced, and manpower and material resources are greatly consumed. In order to overcome the problems of direct detection, an indirect detection method for the bridge structure has been developed, wherein the indirect detection is based on the axle coupling effect, a sensor is arranged on a bridge passing vehicle, and the dynamic response characteristic of the bridge structure is extracted from the acceleration response information of the bridge passing vehicle. The bridge indirect detection method based on axle coupling has the advantages of being rapid, economical, free of traffic blocking and the like, and can also avoid the problems that mass storage data need to be processed in the later detection period.
In the aspect of bridge indirect detection, one thinking is to install a wireless monitoring system on a bridge, and to synchronously acquire vibration information of the bridge by utilizing interaction of the wireless monitoring system and the wireless monitoring system. The method still can be provided with a wireless monitoring system, so that the cost for analyzing the bridge state is high.
Disclosure of Invention
The embodiment of the application provides a bridge structure damage assessment method and a related device based on tire pressure information, which can reduce the cost during bridge structure damage assessment based on the tire pressure information.
A first aspect of an embodiment of the present application provides a bridge structure damage assessment method based on tire pressure information, the method including:
acquiring tire pressure information of a target vehicle when the target vehicle runs on a target bridge;
determining the relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information;
determining the power parameters of the target bridge according to the relative vibration displacement;
and determining the state information of the target bridge according to the power parameters.
A second aspect of the embodiments of the present application provides a bridge construction damage assessment device based on tire pressure information, the device including:
the system comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring tire pressure information of a target vehicle when the target vehicle runs on a target bridge;
a first determining unit configured to determine a relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information;
the second determining unit is used for determining the power parameters of the target bridge according to the relative vibration displacement;
a third determining unit for determining the state information of the target bridge according to the power parameter
A third aspect of the embodiments of the present application provides a terminal, comprising a processor, an input device, an output device and a memory, the processor, the input device, the output device and the memory being interconnected, wherein the memory is configured to store a computer program, the computer program comprising program instructions, the processor being configured to invoke the program instructions to execute the step instructions as in the first aspect of the embodiments of the present application.
A fourth aspect of the embodiments of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program for electronic data exchange, wherein the computer program causes a computer to perform part or all of the steps as described in the first aspect of the embodiments of the present application.
A fifth aspect of the embodiments of the present application provides a computer program product, wherein the computer program product comprises a non-transitory computer readable storage medium storing a computer program operable to cause a computer to perform some or all of the steps as described in the first aspect of the embodiments of the present application. The computer program product may be a software installation package.
The implementation of the embodiment of the application has at least the following beneficial effects:
the method comprises the steps of obtaining tire pressure information of a target vehicle when the target vehicle runs on a target bridge, determining relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information, determining power parameters of the target bridge according to the relative vibration displacement, and determining state information of the target bridge according to the power parameters, so that the state of the target bridge can be determined according to the tire pressure information of the target vehicle on the target bridge, the state of the bridge is obtained without additional installation sensors and the like, and the cost for determining the state of the bridge is reduced.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1A is a schematic flow chart of a bridge structure damage assessment method based on tire pressure information according to an embodiment of the present application;
FIG. 1B is a flow chart of obtaining relative vibration displacement according to an embodiment of the present application;
fig. 2 is a schematic flow chart of another bridge structure damage assessment method based on tire pressure information according to an embodiment of the present application;
fig. 3 is a schematic structural diagram of a terminal according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of a bridge structural damage assessment device based on tire pressure information according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The terms first, second and the like in the description and in the claims of the present application and in the above-described figures, are used for distinguishing between different objects and not for describing a particular sequential order. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly understand that the embodiments described herein may be combined with other embodiments.
In order to better understand the bridge structure damage evaluation method based on the tire pressure information provided in the embodiments of the present application, a brief description is provided below of the bridge structure damage evaluation method based on the tire pressure information. The bridge structure damage evaluation method based on the tire pressure information can be applied to vehicles, and the state of the bridge is judged through the measured tire pressure information of the vehicles. Specifically, tire pressure information of a vehicle when the vehicle runs on a bridge is obtained through a special high-frequency and high-precision tire pressure monitoring system; obtaining relative vibration displacement between the vehicle and the bridge according to the tire pressure information, wherein the relative vibration displacement can be the relative displacement of the contact point of the wheel and the bridge in the vertical direction, and the like; the dynamic parameters of the bridge are calculated according to the relative vibration displacement, the dynamic parameters can be the vibration frequency, the torsion frequency, the rigidity damage of the bridge and the like, and the state information of the bridge can be determined according to the dynamic parameters of the bridge, for example, the dynamic parameters can be used as the state information, the state evaluation can be carried out according to the dynamic parameters, and the evaluation result can be used as the state information. Therefore, the state of the target bridge can be determined according to the tire pressure information of the target vehicle on the target bridge, additional sensors and the like are not needed to be installed to acquire the state of the bridge, and the cost for determining the bridge state is reduced.
Referring to fig. 1A, fig. 1A is a schematic flow chart of a bridge structure damage assessment method based on tire pressure information according to an embodiment of the present application. As shown in fig. 1A, the method includes:
101. and acquiring tire pressure information of the target vehicle when the target vehicle runs on the target bridge.
The target vehicle may be any vehicle that travels over a target bridge, with a tire pressure monitoring system thereon that may detect the tire pressure of the vehicle while traveling over the bridge. The target bridge may be any bridge that requires a state analysis.
For example, a inspector may drive a vehicle past a target bridge, and collect tire pressure information of the vehicle while passing the target bridge. The tire pressure information is tire pressure information of front wheels and rear wheels of the target vehicle.
102. And determining the relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information.
The relative vibration displacement may be understood as a relative displacement in the vertical direction of the contact point of the wheels of the target vehicle with the bridge, or the like. Vertical is understood to be the direction opposite to the direction of gravitational acceleration.
The relative vibration displacement corresponding to the tire pressure information may be determined according to a mathematical functional relation between the tire pressure information and the relative vibration displacement.
For example, the relative vibration displacement may be determined by a plurality of models and corresponding assumptions. As shown in fig. 1B, fig. 1B shows a flowchart of acquisition of the relative vibration displacement. Fig. 1B includes an effective rolling radius model, a ground print half-length model, an ideal gas hypothesis, a ground print rectangular hypothesis, and a ground print half-width model. The half length is understood to mean the distance between the center of gravity of the vehicle and the front axle of the vehicle and the distance between the center of gravity of the vehicle and the rear axle.
Specifically, the relative vibration displacement can be obtained by a method shown in the following formula:
Δz＝f-f 0 ＝y t -h；
wherein A, B and C are constant parameters representing physical characteristics of the tire, D and E are constant parameters representing states of initial tire pressure, tire temperature and the like, and the parameters are different under different states of different tires and the same tire, and the subsequent process is based on a large number of testsAnd calibrating the test data. f is the dynamic tire deformation during rolling of the vehicle, f 0 Is the deformation of the tyre when the vehicle is stationary, y t For axle displacement, h is contact point displacement, and Δz is relative vibration displacement. The relative vibration displacement includes the relative vibration displacement of the front wheel and the relative vibration displacement of the rear wheel.
103. And determining the power parameters of the target bridge according to the relative vibration displacement.
The dynamic parameters can be the vibration frequency and the torsion frequency of the bridge and also can be the rigidity damage of the bridge.
The vibration frequency and the torsion frequency can be determined according to the relative vibration displacement, or the rigidity damage value can be determined according to the relative vibration displacement. Specifically, for example, bridge contact force may be determined from the relative vibration displacement, and the stiffness damage value may be determined from the contact force.
104. And determining the state information of the target bridge according to the power parameters.
The dynamic parameters may be determined as state information of the target bridge. Or performing state analysis according to the dynamic parameters to obtain state information. The method for performing the state analysis on the power parameter may be to compare the power parameter with the initial parameter of the bridge, and determine the variation between the power parameter and the initial parameter of the bridge as the state information. For example, the vibration frequency is compared with the initial frequency of the bridge to obtain the frequency variation, and the frequency variation is determined as the state information. The initial parameters may be understood as parameters after acceptance of the bridge construction.
Of course, other analysis may be performed according to the power parameter, for example, comparing the power parameter with the initial parameter, determining the variation, and mapping the state information according to the variation. For example, the higher the frequency change, the worse the bridge condition, the more severe the bridge damage, etc.
In this example, by acquiring the tire pressure information of the target vehicle when the target vehicle travels on the target bridge, determining the relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information, determining the power parameter of the target bridge according to the relative vibration displacement, and determining the state information of the target bridge according to the power parameter, the state of the target bridge can be determined according to the tire pressure information of the target vehicle on the target bridge, and the state of the bridge is acquired without additional installation sensors or the like, thereby reducing the cost in bridge state determination.
In one possible implementation, the dynamic parameters include a vibration frequency and a torsion frequency, and one possible method for determining the dynamic parameters of the target bridge according to the relative vibration displacement includes:
a1, determining acceleration response of a contact point of a wheel of the target vehicle and a bridge according to the relative vibration displacement;
a2, determining the vibration frequency and the torsion frequency according to the acceleration response.
The acceleration response of the contact point may be determined from the relative vibrational displacement and the vertical degree of freedom of the target vehicle. The vertical degrees of freedom of the target vehicle may include a vehicle body vertical degree of freedom, a front axle vertical degree of freedom, and a rear axle vertical degree of freedom. The contact points of the wheels of the target vehicle with the bridge may include a contact point of the front wheels and a contact point of the rear wheels.
The acceleration response of the contact point can be determined specifically by a method shown in the following formula.
Wherein h is 1 (k) For estimating displacement of the contact point of the front wheel, h 2 (k) For estimating displacement of the contact point of the rear wheel, Δz 1 (k) Δz, which is the relative vibration displacement of the front wheels 2 (k) For relative vibration displacement of rear wheels, y t1 (k) Is the vertical freedom degree of the front axle, y t2 (k) And k is the current time step, and k-1 is the last time step for the vertical degree of freedom of the rear axle.
Obtaining a vehicle state transfer equation between the current time step k and the last time step k-1 by using a Newmark-b average acceleration method, wherein J k-1 The vehicle system characteristic matrix is formed by integrating a vehicle system mass matrix, a rigidity matrix and a damping matrix. In order to push the vehicle response of the current time step, the input excitation of the wheel end of the current time step must be introduced on the basis of the vehicle response of the previous time step, so that the vehicle state transfer equation is an implicit equation, and is specifically as follows:
wherein y is c,k In response to the vibrations of the vehicle,
f for response to vibration velocity of vehicle c,k For excitation vector, +.>
Is the acceleration response of the vehicle. The implicit equation can be obtained by fitting the following formula:
y c ＝[y s ,θ,y t1 ,y t2 ]，
F c ＝[0,0,k t1 h 1 ,k t2 h 2 ]，
wherein, the liquid crystal display device comprises a liquid crystal display device,m s ,m t1 ,m t2 for the mass of the body, front axle, rear axle, K of the vehicle s1 ,K s2 For vehicle suspension stiffness, K t1 ,K t2 For vehicle wheel stiffness, C s1 ,C s2 Damping a vehicle suspension system, a 1 ,a 2 Y is the distance from the center of gravity of the vehicle to the front and rear axes s ,y t1 ,y t2 The vertical freedom degrees of the vehicle body, the front shaft and the rear shaft are shown, and theta is the pitching freedom degree of the vehicle body.
F c,k The method can be obtained by a method shown in the following formula:
F c ＝[0,0,k t1 h 1 ,k t2 h 2 ]。
the acceleration response of the axle may be directly extracted from the acceleration response of the vehicle. The acceleration response of the contact point is obtained by subtracting the relative vibration acceleration from the acceleration response of the axle. The relative vibration acceleration is obtained by the differential derivation of the relative vibration displacement.
After the acceleration response is obtained, the acceleration response is subjected to fast fourier transformation, so that vibration time interval information is converted into frequency domain information (spectrogram), and the vertical vibration frequency and the torsion frequency of the bridge are obtained. The vertical vibration frequency and the torsion frequency of the bridge are the frequency spectrum peak value in the spectrogram and the frequency of each step of the bridge.
In one possible implementation manner, the dynamic parameter includes a stiffness damage value, and one possible method for determining the dynamic parameter of the target bridge according to the relative vibration displacement includes:
b1, determining the contact force between the target vehicle and the target bridge at least according to the relative vibration displacement;
and B2, determining the rigidity damage value according to the contact force.
Wherein the contact force includes a front wheel contact force and a rear wheel contact force of the subject vehicle.
The front axle mass, the rear axle mass, etc. of the target vehicle can be obtained, and the front wheel contact force and the rear wheel contact force can be determined according to the front axle mass, the rear axle mass, and the relative vibration displacement.
The stiffness damage value can be determined according to a pre-established bridge stiffness damage equation.
In one possible implementation, the contact force includes a front wheel contact force and a rear wheel contact force, and one possible method for determining the contact force of the target vehicle with the target bridge based at least on the relative vibration displacement includes:
c1, acquiring front axle mass and rear axle mass of the target vehicle, acquiring a first distance from the center of gravity of the target vehicle to front wheels, and acquiring a second distance from the center of gravity of the target vehicle to rear wheels;
c2, determining the front wheel contact force according to the front axle mass, the first distance, the second distance and the relative vibration displacement;
and C3, determining the rear wheel contact force according to the rear axle mass, the first distance, the second distance and the relative vibration displacement.
The front axle mass and the rear axle mass of the target vehicle can be obtained according to the vehicle parameters of the target vehicle, the first distance from the center of gravity of the target vehicle to the front wheels can be obtained, and the second distance from the center of gravity of the target vehicle to the rear wheels can be obtained. The parameters may be obtained from a network or from configuration information of the target vehicle.
The front wheel contact force and the rear wheel contact force can be obtained specifically by a method shown by the following formula:
wherein m is s ,m t1 ,m t2 Is the mass of the body, the front axle and the rear axle of the vehicle, deltaz 1 (k) Δz, which is the relative vibration displacement of the front wheels 2 (k) A is the relative vibration displacement of the rear wheel 1 At a first distance, a 2 G is gravity acceleration, k is the second distance 1 ，k 2 Is a coefficient of dynamic stiffness.
In one possible implementation, a possible method for determining the stiffness damage value according to the contact force includes:
d1, acquiring a first difference value between the contact force and a preset contact force calculation response;
and D2, determining the rigidity damage value according to the first difference value and the rigidity damage sensitivity.
And establishing a bridge finite element model according to original data of the bridge structure to be detected, taking a difference value between axle contact force calculation response of the finite element model and actual contact force response of the structure to be detected as an output quantity, taking a rigidity parameter of the finite element model as an input quantity, and reversely adjusting rigidity information of the finite element model according to the difference value of the contact force response until the difference value of the contact force response is zero, wherein the rigidity information of the finite element model represents damage of the actual bridge structure. The identification equation of the bridge rigidity damage parameters is as follows:
{δR}＝{S EI }{δP EI }
wherein { δP EI The } is the first order perturbation quantity of the damage parameter, { delta R } is the difference between the contact force calculation response of the finite element model and the actual contact force response of the bridge structure to be detected, { S } EI The first order sensitivity of the contact force response to the bridge stiffness damage parameter is shown. The inversion problem of the formula often has the problems of equation pathology or uncertainty, the discomfort of the inversion problem is solved by adopting a classical Tikhonov regularization method, meanwhile, the pseudo-inversion calculation is solved by adopting matrix SVD (singular-value decomposition) decomposition, and the formula is rewritten as follows:
{δP EI }＝({S EI } T {S EI }+λI) -1 {S EI } T {δR}
wherein lambda is a regularization parameter, and lambda value is determined by an L-curve method. The bridge rigidity information updated after the bridge finite element model is iterated once can be further obtained:
{P EI }＝{P EI } 0 +{δP EI }
and (3) continuously iterating the updated bridge stiffness damage parameters in the re-carriage-return bridge coupling finite element model until the result meets the convergence standard, namely, the contact force response obtained by the finite element model and the actual contact force response residual error of the structure to be tested are close to zero, and the stiffness information of the finite element model shows that the damage of the actual structure is realized.
In one possible implementation, the method further includes:
and displaying the state information.
The method for displaying the state information can be displayed through an application program in the electronic equipment. In a specific example, the method for presenting the status information may be:
the method for rapidly identifying the mobile phone APP by developing the bridge frequency and the bridge local damage integrates the method for detecting the bridge frequency and the local damage based on the vehicle TPMS into the mobile phone APP client. The mobile phone is used as portable equipment, tire pressure information is extracted from the vehicle TPMS, and the bridge health is rapidly detected by using a detection algorithm integrated to the APP client and the computing capability of the mobile phone. And calling the mobile phone to extract tire pressure information in the vehicle TPMS data acquisition instrument, and storing acquired data in a file of the mobile phone in an external storage mode. And writing Java programs in the Android Studio according to a bridge frequency algorithm, an axle contact force algorithm and a damage recognition algorithm based on tire pressure monitoring, so as to realize the functions of bridge frequency calculation and bridge local damage recognition.
Referring to fig. 2, fig. 2 is a flow chart of another bridge structure damage assessment method based on tire pressure information according to an embodiment of the present application. As shown in fig. 2, the method includes:
201. acquiring tire pressure information of a target vehicle when the target vehicle runs on a target bridge;
202. determining the relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information;
the dynamic parameters include vibration frequency and torsional frequency.
203. Determining an acceleration response of a contact point of a wheel of the target vehicle with the bridge according to the relative vibration displacement;
204. determining the vibration frequency and the torsion frequency from the acceleration response;
205. and determining the state information of the target bridge according to the power parameters.
In this example, the relative vibration displacement is determined by the tire pressure information of the target vehicle, and the vibration frequency and the torsion frequency are determined according to the relative vibration displacement, so that convenience in determining the vibration frequency and the torsion frequency is improved.
In accordance with the foregoing embodiments, referring to fig. 3, fig. 3 is a schematic structural diagram of a terminal provided in an embodiment of the present application, as shown in the fig. 3, including a processor, an input device, an output device, and a memory, where the processor, the input device, the output device, and the memory are connected to each other, and the memory is configured to store a computer program, where the computer program includes program instructions, and the processor is configured to invoke the program instructions, where the program includes instructions for performing the following steps;
acquiring tire pressure information of a target vehicle when the target vehicle runs on a target bridge;
determining the relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information;
determining the power parameters of the target bridge according to the relative vibration displacement;
and determining the state information of the target bridge according to the power parameters.
The foregoing description of the embodiments of the present application has been presented primarily in terms of a method-side implementation. It will be appreciated that, in order to achieve the above-mentioned functions, the terminal includes corresponding hardware structures and/or software modules for performing the respective functions. Those of skill in the art will readily appreciate that the elements and algorithm steps described in connection with the embodiments disclosed herein may be embodied as hardware or a combination of hardware and computer software. Whether a function is implemented as hardware or computer software driven hardware depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
The embodiment of the application may divide the functional units of the terminal according to the above method example, for example, each functional unit may be divided corresponding to each function, or two or more functions may be integrated in one processing unit. The integrated units may be implemented in hardware or in software functional units. It should be noted that, in the embodiment of the present application, the division of the units is schematic, which is merely a logic function division, and other division manners may be implemented in actual practice.
In accordance with the foregoing, referring to fig. 4, fig. 4 is a schematic structural diagram of a bridge structural damage assessment device based on tire pressure information according to an embodiment of the present application. As shown in fig. 4, the apparatus includes:
an acquiring unit 401, configured to acquire tire pressure information when a target vehicle travels on a target bridge;
a first determining unit 402 configured to determine a relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information;
a second determining unit 403, configured to determine a power parameter of the target bridge according to the relative vibration displacement;
and a third determining unit 404, configured to determine state information of the target bridge according to the power parameter.
In one possible implementation, the power parameter includes a vibration frequency and a torsion frequency, and the second determining unit 403 is configured to:
determining an acceleration response of a contact point of a wheel of the target vehicle with the bridge according to the relative vibration displacement;
and determining the vibration frequency and the torsion frequency according to the acceleration response.
In one possible implementation, the dynamic parameter includes a stiffness damage value, and the second determining unit 403 is configured to:
determining a contact force of the target vehicle and the target bridge at least according to the relative vibration displacement;
and determining the rigidity damage value according to the contact force.
In one possible implementation, the contact force includes a front wheel contact force and a rear wheel contact force, and the second determining unit 403 is configured to:
acquiring front axle mass and rear axle mass of the target vehicle, acquiring a first distance from the center of gravity of the target vehicle to front wheels, and acquiring a second distance from the center of gravity of the target vehicle to rear wheels;
determining the front wheel contact force based on the front axle mass, the first distance, the second distance, and the relative vibratory displacement;
and determining the rear wheel contact force according to the rear axle mass, the first distance, the second distance and the relative vibration displacement.
In one possible implementation, in the determining the stiffness damage value according to the contact force, the second determining unit 403 is configured to:
acquiring a first difference value between the contact force and a preset contact force calculation response;
and determining the stiffness damage value according to the first difference value and the stiffness damage sensitivity.
In one possible implementation, the apparatus is further configured to:
and displaying the state information.
The embodiment of the application also provides a computer storage medium, wherein the computer storage medium stores a computer program for electronic data exchange, and the computer program makes a computer execute part or all of the steps of any one of the bridge structure damage evaluation methods based on tire pressure information described in the embodiment of the method.
Embodiments of the present application also provide a computer program product including a non-transitory computer-readable storage medium storing a computer program that causes a computer to perform part or all of the steps of any one of the bridge structure damage assessment methods based on tire pressure information as described in the above method embodiments.
It should be noted that, for simplicity of description, the foregoing method embodiments are all expressed as a series of action combinations, but it should be understood by those skilled in the art that the present application is not limited by the order of actions described, as some steps may be performed in other order or simultaneously in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required in the present application.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.
In the several embodiments provided in this application, it should be understood that the disclosed apparatus may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, such as the division of the units, merely a logical function division, and there may be additional manners of dividing the actual implementation, such as multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, or may be in electrical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in each embodiment of the present invention may be integrated in one processing unit, each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units described above may be implemented either in hardware or in software program modules.
The integrated units, if implemented in the form of software program modules, may be stored in a computer-readable memory for sale or use as a stand-alone product. Based on such understanding, the technical solution of the present application may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a memory, including several instructions for causing a computer device (which may be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in the embodiments of the present application. And the aforementioned memory includes: a U-disk, a read-only memory (ROM), a random access memory (random access memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
Those of ordinary skill in the art will appreciate that all or a portion of the steps in the various methods of the above embodiments may be implemented by a program that instructs associated hardware, and the program may be stored in a computer readable memory, which may include: flash disk, read-only memory, random access memory, magnetic or optical disk, etc.
The foregoing has outlined rather broadly the more detailed description of embodiments of the present application, wherein specific examples are provided herein to illustrate the principles and embodiments of the present application, the above examples being provided solely to assist in the understanding of the methods of the present application and the core ideas thereof; meanwhile, as those skilled in the art will have modifications in the specific embodiments and application scope in accordance with the ideas of the present application, the present description should not be construed as limiting the present application in view of the above.
Claims (5)
1. The bridge structure damage assessment method based on the tire pressure information is characterized by comprising the following steps of:
acquiring tire pressure information of a target vehicle when the target vehicle runs on a target bridge;
determining the relative vibration displacement of the target vehicle and the target bridge according to the tire pressure information, wherein the relative vibration displacement is obtained through the following formula:
Δz＝f-f 0 ＝y t -h
wherein A, B, C are constant parameters representing physical characteristics of the tire, D, E are constant parameters representing initial tire pressure and tire temperature states, f is dynamic tire deformation during rolling of the target vehicle, and f 0 For the deformation of the tire when the target vehicle is stationary, y t For axle displacement, h is contact point displacement, Δz is relative vibration displacement;
acquiring the vertical degree of freedom of the target vehicle;
determining an acceleration response of a contact point of a wheel of the target vehicle with the target bridge according to the relative vibration displacement and the vertical degree of freedom;
determining a power parameter of the target bridge according to the acceleration response, wherein the power parameter comprises a vibration frequency and a torsion frequency;
and determining state information of the target bridge according to the vibration frequency and the torsion frequency.
2. The method according to claim 1, wherein the method further comprises:
and displaying the state information.
3. Bridge construction damage evaluation device based on tire pressure information, characterized in that the device comprises:
the system comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring tire pressure information of a target vehicle when the target vehicle runs on a target bridge;
a first determining unit, configured to determine, according to the tire pressure information, a relative vibration displacement of the target vehicle and the target bridge, where the relative vibration displacement is obtained by the following formula:
Δz＝f-f 0 ＝y t -h
wherein A, B, C are constant parameters representing physical characteristics of the tire, D, E are constant parameters representing initial tire pressure and tire temperature states, f is dynamic tire deformation during rolling of the target vehicle, and f 0 For the deformation of the tire when the target vehicle is stationary, y t For axle displacement, h is contact point displacement, Δz is relative vibration displacement;
an acquisition unit configured to acquire a vertical degree of freedom of the target vehicle;
a second determination unit configured to determine an acceleration response of a contact point of a wheel of the target vehicle with the target bridge, based on the relative vibration displacement and the vertical degree of freedom;
a second determining unit, configured to determine a power parameter of the target bridge according to the acceleration response, where the power parameter includes a vibration frequency and a torsion frequency;
and a third determining unit configured to determine state information of the target bridge according to the vibration frequency and the torsion frequency.
4. A terminal comprising a processor, an input device, an output device and a memory, the processor, the input device, the output device and the memory being interconnected, wherein the memory is adapted to store a computer program comprising program instructions, the processor being configured to invoke the program instructions to perform the method of claim 1 or 2.
5. A computer readable storage medium, characterized in that the computer readable storage medium stores a computer program comprising program instructions which, when executed by a processor, cause the processor to perform the method of claim 1 or 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110045156.1A CN112699590B (en) | 2021-01-13 | 2021-01-13 | Bridge structure damage assessment method and related device based on tire pressure information |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110045156.1A CN112699590B (en) | 2021-01-13 | 2021-01-13 | Bridge structure damage assessment method and related device based on tire pressure information |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112699590A CN112699590A (en) | 2021-04-23 |
| CN112699590B true CN112699590B (en) | 2023-06-06 |
Family
ID=75514616
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110045156.1A Active CN112699590B (en) | 2021-01-13 | 2021-01-13 | Bridge structure damage assessment method and related device based on tire pressure information |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112699590B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102565194A (en) * | 2012-02-09 | 2012-07-11 | 东南大学 | Method for carrying out early warning on damage to steel box girder of long span bridge in operation state |
| CN109635386A (en) * | 2018-11-27 | 2019-04-16 | 中电建冀交高速公路投资发展有限公司 | A kind of bridge move vehicle Load Identification Methods |
| CN110361082A (en) * | 2019-06-26 | 2019-10-22 | 麦德荣 | A kind of monitoring system and monitoring method of real-time measurement gross combination weight |
| CN111143932A (en) * | 2019-12-26 | 2020-05-12 | 杭州鲁尔物联科技有限公司 | Bridge health state assessment method, device, system and equipment |
| CN111373252A (en) * | 2019-12-16 | 2020-07-03 | 哈尔滨工业大学(深圳)(哈尔滨工业大学深圳科技创新研究院) | Bridge damage rapid detection method and related device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI696928B (en) * | 2019-06-19 | 2020-06-21 | 國立中央大學 | Analysis method, computer product and device for discontinuous structure |
-
2021
- 2021-01-13 CN CN202110045156.1A patent/CN112699590B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102565194A (en) * | 2012-02-09 | 2012-07-11 | 东南大学 | Method for carrying out early warning on damage to steel box girder of long span bridge in operation state |
| CN109635386A (en) * | 2018-11-27 | 2019-04-16 | 中电建冀交高速公路投资发展有限公司 | A kind of bridge move vehicle Load Identification Methods |
| CN110361082A (en) * | 2019-06-26 | 2019-10-22 | 麦德荣 | A kind of monitoring system and monitoring method of real-time measurement gross combination weight |
| CN111373252A (en) * | 2019-12-16 | 2020-07-03 | 哈尔滨工业大学(深圳)(哈尔滨工业大学深圳科技创新研究院) | Bridge damage rapid detection method and related device |
| CN111143932A (en) * | 2019-12-26 | 2020-05-12 | 杭州鲁尔物联科技有限公司 | Bridge health state assessment method, device, system and equipment |
Non-Patent Citations (3)
| Title |
|---|
| Damage Identification of supporting structures with a Moving Sensory System;Zhu X Q et al;《JOURNAL OF SOUND AND VIBRATION》;20181231;第1-29页 * |
| Measurement of Vehicle-Bridge-Interaction force using dynamic tire pressure monitoring;Zhao Chen et al;《Mechanical Systems and Signal Processing》;20181231;第370-383页 * |
| 基于移动智能监测的桥梁模态和损伤识别;张彬;《万方数据》;20201113;第1-150页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112699590A (en) | 2021-04-23 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109357822B (en) | Bridge rapid testing and evaluating method based on time-varying power characteristic change of axle coupling system | |
| WO2018023845A1 (en) | Method and system for measuring vertical wheel impact force in real time based on tire pressure monitoring | |
| EP2679411B1 (en) | Load estimation system and method for a vehicle tire | |
| EP2722202B1 (en) | Vehicle tire load estimation | |
| EP2837510A1 (en) | Torsional mode tire wear state estimation system and method | |
| US7822563B2 (en) | Method and device for calculating magnitude of wheel-generated cornering force | |
| EP2777956A2 (en) | Tire suspension fusion system for estimation of tire deflection and tire load and method of estimating a tire load | |
| US7963157B2 (en) | Apparatus and method for detecting decrease in tire air pressure and program for detecting decrease in tire air pressure | |
| CN107000503A (en) | It is determined that characterizing the System and method for of at least one tyre contact area parameter of the size of the tyre contact area on the tire of wheel | |
| US20070084276A1 (en) | Method and apparatus for evaluating a cornering stability of a wheel | |
| EP3674159B1 (en) | Arithmetic model generation system and arithmetic model generation method | |
| CN113335290B (en) | Vehicle rolling resistance acquisition method, acquisition module and storage medium | |
| Yang et al. | Experimental investigation of tire dynamic strain characteristics for developing strain-based intelligent tire system | |
| Liu et al. | A semi-convex function for both constant and time-varying moving force identification | |
| CN112182477A (en) | Tire lateral force identification method and device | |
| CN111504663A (en) | Method for measuring longitudinal and smooth relaxation length of tire based on transfer function | |
| CN112699590B (en) | Bridge structure damage assessment method and related device based on tire pressure information | |
| EP3193152A1 (en) | Method of measuring damping ratio of unsprung mass of half axles of passenger cars using a suspension testing rig without disassembling | |
| CN109060209A (en) | Measuring device and measurement method for sedan braking system dynamic brake force moment | |
| JP4487130B2 (en) | Wheel lateral force calculation method and wheel lateral force calculation device | |
| CN113968232B (en) | Method and device for determining tire load, storage medium and vehicle-mounted equipment | |
| CN113553543A (en) | Method and device for estimating longitudinal force of tire, electronic device and storage medium | |
| KR102656131B1 (en) | Device and method for detecting load of a truck | |
| CN112525310A (en) | Wheel load testing system, method and device | |
| Zhang et al. | A spoke strain-based method to estimate tire condition parameters for intelligent tires |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |