CN112945490A - Method for testing bearing capacity of bridge based on deflection influence line - Google Patents
Method for testing bearing capacity of bridge based on deflection influence line Download PDFInfo
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
- G01M5/0008—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings of bridges
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- G—PHYSICS
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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- G01M5/0041—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings by determining deflection or stress
- G01M5/005—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings by determining deflection or stress by means of external apparatus, e.g. test benches or portable test systems
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Abstract
The embodiment of the invention discloses a method for testing the bearing capacity of a bridge based on a deflection influence line, which comprises the following steps: collecting comprehensive structure data of the bridge to be tested, wherein the comprehensive structure data comprises main beam structure data corresponding to the bridge to be tested; selecting a main beam test section according to the main beam structure data, arranging a plurality of deflection test positions on the main beam test section, and acquiring deflection theoretical calculated values corresponding to the deflection test positions under each specified working condition; obtaining deflection influence lines corresponding to the deflection test positions by testing the deflection corresponding to the deflection test positions; calculating a fitting static load deflection value corresponding to each deflection test position under the action of equivalent design load; and calculating a corresponding deflection check coefficient according to the fitted static load deflection value and the theoretical deflection value, and evaluating the bearing capacity of the bridge to be tested according to the deflection check coefficient. The testing method disclosed by the invention is simple and efficient, and can be used for quickly and accurately evaluating the bearing capacity of the bridge.
Description
Technical Field
The invention relates to the technical field of testing the bearing capacity of a bridge, in particular to a method for testing the bearing capacity of the bridge based on a deflection influence line.
Background
The bridge load test is that according to design load, special load or actual operation load, a test loading vehicle or a heavy object is placed at a specified position of a bridge through an equivalent loading principle, then static parameters such as stress/strain, deflection and the like of a control section are tested and compared with theoretical calculation values, and the bearing capacity of the bridge is evaluated through calculating deflection and a stress/strain check coefficient. At present, a bridge load test is the most direct and accurate way for evaluating the bearing capacity of a bridge. However, the bridge load test process is complex, a large amount of manpower and material resources are often consumed, the economic cost is high, in addition, traffic needs to be interrupted in the test process, and great pressure is brought to road traffic, so the application range of the load test is limited to a certain extent. The method is generally adopted when the technical condition is poor or the grade of the bridge load is required to be improved, and huge social cost is generated for the bridge load test which is difficult to interrupt traffic. Therefore, for the bridge on the traffic main road, shortening the bridge load test time is particularly important.
Disclosure of Invention
Therefore, in order to solve the above problems, it is necessary to provide a method for testing bridge deflection based on a millimeter wave radar, so as to solve the following problems in the prior art: the bridge load test process is relatively complicated, often consumes a large amount of manpower, material resources, and economic cost is higher, and in addition, the test process needs to break off the traffic, brings huge pressure for road traffic, therefore the application scope of load test receives certain restriction.
The technical scheme of the embodiment of the invention is as follows:
a method of testing bridge carrying capacity based on a deflection influence line, comprising: the method comprises the following steps: collecting comprehensive structure data of a bridge to be tested, wherein the comprehensive structure data comprises main beam structure data and driving lane data corresponding to the bridge to be tested; step two: selecting a main beam test section according to the main beam structure data, arranging a plurality of deflection test positions on the main beam test section, and obtaining deflection theoretical calculation values corresponding to the deflection test positions under each specified working condition according to the comprehensive structure data; step three: the deflection corresponding to each deflection test position is tested to obtain a dynamic deflection time-course curve corresponding to each deflection test position, and a deflection influence line of the bridge to be tested is calculated according to the dynamic deflection time-course curve; step four: according to the deflection influence line, vehicle load distribution is carried out on a driving lane corresponding to the bridge to be tested, and fitting static load deflection values corresponding to all deflection test positions under the action of equivalent design load are calculated; step five: and calculating a corresponding deflection check coefficient according to the fitted static load deflection value and the theoretical deflection value, and evaluating the bearing capacity of the bridge to be tested according to the deflection check coefficient.
The embodiment of the invention has the following beneficial effects:
according to the invention, on the premise of selecting a main beam testing section according to main beam structure data and arranging a plurality of deflection testing positions on the main beam testing section, on one hand, a deflection theoretical calculation value corresponding to the deflection testing positions under each specified working condition is calculated, on the other hand, deflection influence lines of the deflection testing positions corresponding to a bridge to be tested are calculated, then, a corresponding deflection check coefficient is calculated according to the deflection theoretical calculation values and the deflection influence lines of the deflection testing positions, and finally, the bearing capacity of the bridge to be tested is evaluated according to the deflection check coefficient, so that the following problems in the prior art are solved: the bridge load test process is relatively complicated, often consumes a large amount of manpower, material resources, and economic cost is higher, and in addition, the test process needs to break off the traffic, brings huge pressure for road traffic, therefore the application scope of load test receives certain restriction.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Wherein:
FIG. 1 is a flow diagram of an implementation of one embodiment of a method for testing bearing capacity of a bridge based on a deflection influence line in one embodiment;
FIG. 2 is a schematic diagram of a local field test for a deflection test of a bridge under test in one embodiment;
FIG. 3 is a partial schematic view of a bridge section to be tested and a deflection testing apparatus in one embodiment;
FIG. 4 is a schematic diagram of a combination of a dynamic deflection time course curve and a dynamic deflection fitting curve corresponding to one deflection test position in one embodiment;
FIG. 5 is a schematic view of deflection influence lines corresponding to one deflection test position in one embodiment;
FIG. 6 is a schematic diagram of the axle load of a vehicle on a driving lane of a bridge to be tested in one embodiment.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, as can be seen from fig. 1, a method for testing a bearing capacity of a bridge based on a deflection influence line according to an embodiment of the present invention includes the following steps:
the method comprises the following steps: and collecting comprehensive structure data of the bridge to be tested, wherein the comprehensive structure data comprises main beam structure data and driving lane data corresponding to the bridge to be tested, and the comprehensive structure data of the bridge to be tested specifically comprises the length and width of the bridge, the upper part and lower part structure types of the bridge and basic information of the design load grade of the bridge. The bridge superstructure may specifically include structural style, detailed dimensions of the main girders, connection means, etc.
Step two: and selecting a main beam test section according to the main beam structure data, arranging a plurality of deflection test positions on the main beam test section, and obtaining deflection theoretical calculation values corresponding to the deflection test positions under each specified working condition according to the comprehensive structure data.
Wherein, the girder test cross-section is perpendicular to the lane plane of traveling. The step is to perform structural calculation analysis on the bridge to be tested according to the collected data, specifically analyze the section (such as the control section in the span of the simply supported beam) to be controlled in the bridge deflection test, and control the number and the positions of the test points required by the section. Optionally, for prefabricated assembled bridges (such as precast slab beams and T-beams), the number of deflection test positions can be selected to be the same as that of main beams, and for other structural systems, the deflection test positions can be determined according to calculation analysis.
The working condition refers to that when a load acts on a certain position of the structure, the stress or deformation of a certain section or position of the structure may reach an extreme value. This extreme value can be used for design, checking, problem investigation, etc. Under a certain loading working condition, the theoretical calculated value of the deflection of each main beam is recorded as fPrinciple 1，f2 of Chinese character，fPrinciple 3，fPrinciple 4，fPrinciple 5。
Step three: and obtaining a dynamic deflection time-course curve corresponding to each deflection test position by testing the deflection corresponding to each deflection test position, and calculating a deflection influence line of the bridge to be tested according to the dynamic deflection time-course curve, specifically calculating the deflection influence line of each deflection test position corresponding to the bridge to be tested according to the dynamic deflection time-course curve.
Wherein, the test scheme is further determined according to the determined control section and the deflection test position and the purpose of the deflection test. If the damage of the bridge structure is to be evaluated, vehicle loading tests can be carried out on the positions corresponding to the main beams with obvious damage according to the bridge appearance detection result; for the evaluation of the transverse distribution of the load bearing capacity of the bridge, all traffic lanes of the bridge can be used as test lanes. In addition, during testing, the load of the test vehicle slowly runs along the test lane at a constant speed, and a millimeter wave radar can be selected to test the deflection time-course curve of the test point.
Step four: and according to the deflection influence line, vehicle load distribution is carried out on the driving lane corresponding to the bridge to be tested, and the fitting static load deflection value corresponding to each deflection test position under the action of equivalent design load is calculated.
Step five: and calculating a corresponding deflection check coefficient according to the fitted static load deflection value and the theoretical deflection value, and evaluating the bearing capacity of the bridge to be tested according to the deflection check coefficient.
The bridge structure influence line reflects the inherent characteristics of the structure, and the deflection influence line contains the rigidity information of the bridge structure and is sensitive to the local damage of the structure and the overall rigidity change (such as elastic modulus, structural degradation and the like), so that the bridge structure influence line has clear physical significance.
In this embodiment, optionally, the selecting a main beam test section according to the main beam structure data, and setting a plurality of deflection test positions on the main beam test section includes:
firstly, calculating length data and shape data of the main beam according to the main beam structure data, and calculating a corresponding mid-span position of the main beam according to the length data and the shape data of the main beam.
Secondly, the midspan position corresponding to each main beam is used as the deflection test position corresponding to each main beam.
In this embodiment, optionally, the step of obtaining a dynamic deflection time-course curve corresponding to each deflection test position by testing the deflection corresponding to each deflection test position, and calculating the deflection influence line of the bridge to be tested according to the dynamic deflection time-course curve includes:
firstly, according to a plurality of deflection test positions, at least one deflection test device corresponding to each deflection test position is arranged on the ground right below the deflection test position, tests among different deflection test devices are not interfered with each other, and the different deflection test devices form the deflection test system. Referring to fig. 2 and 3, in fig. 2, the acquisition control terminal communicates with the wireless module through the wireless router, the wireless module is connected with the deflection test equipment (not shown) through a data line, and the deflection test equipment tests the deflection of the girder (not shown) directly above through electromagnetic waves. In fig. 3, the test points 1-5 are 5 deflection test positions, each deflection test position corresponds to 5 main beams (not labeled in the figure), and two driving lanes (by way of example only, not limited to two driving lanes) are arranged above the 5 main beams, namely, a lane one and a lane two in the figure.
Secondly, sequentially carrying out a test that the vehicle load runs through the whole bridge to be tested at a constant speed on each running lane corresponding to the bridge to be tested according to a preset independent running sequence, and synchronously testing the deflection corresponding to each deflection testing position through the deflection testing system in the test process to obtain a dynamic deflection time-course curve.
And thirdly, converting the dynamic deflection time-course curve into a dynamic deflection fitting curve.
And fourthly, taking the length of the bridge as a second abscissa, taking a result obtained by dividing the deformation measurement by the total weight of the vehicle load as a second ordinate, and converting the dynamic deflection fitting curve into the deflection influence line.
In this embodiment, optionally, the converting the dynamic deflection time-course curve into a dynamic deflection fitting curve includes:
firstly, a local weighted regression method is adopted to divide the dynamic deflection time-course curve into a plurality of small intervals.
Secondly, performing polynomial fitting on the dynamic deflection time-course curve among the cells, and continuously repeating the polynomial fitting to obtain a plurality of weighted regression curves of the dynamic deflection time-course curve among the cells.
Thirdly, connecting the centers of the weighted regression curves to synthesize the dynamic flexibility fitting curve.
Referring to fig. 4, it can be seen from fig. 4 that the test point 1 is the relationship between the dynamic deflection time course curve and the dynamic deflection fitting curve of a deflection test position, wherein the unit of abscissa is time, the unit of ordinate is millimeter, and the deflection in the figure actually refers to a deformation measure.
In this embodiment, optionally, the step of converting the dynamic deflection fitting curve into the deflection influence line by using the bridge length as a second abscissa and using the result of dividing the deformation measurement by the total weight of the vehicle load as a second ordinate includes:
firstly, multiplying the time length corresponding to a first abscissa corresponding to the dynamic deflection fitting curve by the constant speed running speed of the vehicle load to obtain a second abscissa corresponding to the length of the bridge.
And secondly, dividing the deformation measurement corresponding to the first ordinate corresponding to the dynamic deflection fitting curve by the total weight of the vehicle load to obtain a second ordinate corresponding to the bridge deflection.
And thirdly, converting the dynamic deflection fitting curve into the deflection influence line by taking the second abscissa as an abscissa and the second ordinate as an ordinate.
Referring to fig. 5, as can be obtained from fig. 5, the test point 2 is a deflection influence line of a deflection test position, and the abscissa of fig. 5 is the bridge length and the ordinate is the bridge deflection.
In this embodiment, optionally, the distributing the vehicle load on the driving lane corresponding to the bridge to be tested according to the deflection influence line, and calculating a fitted static load deflection value corresponding to each deflection test position under the action of an equivalent design load includes:
firstly, arranging vehicle axle loads at corresponding loading positions of each driving lane corresponding to the bridge to be tested in sequence according to the deflection influence line.
And secondly, multiplying the vehicle axle load by the longitudinal coordinate value corresponding to the deflection influence line, and then accumulating and summing to obtain each static load deflection value generated by each deflection test position under the action of the vehicle axle load of each driving lane.
Thirdly, summing the static load deflection values corresponding to the deflection test positions to obtain a fitting static load deflection value corresponding to each deflection test position.
In this embodiment, optionally, the calculating a corresponding deflection check coefficient according to the fitted static load deflection value and the theoretical deflection calculated value, and evaluating the bearing capacity of the bridge to be tested according to the deflection check coefficient includes:
firstly, dividing the fitted static load deflection value corresponding to each deflection test position by the corresponding deflection theoretical calculated value to obtain the deflection check coefficient corresponding to each deflection test position.
And secondly, evaluating the bearing capacity of the bridge to be tested according to the deflection check coefficient and the check coefficient constant value ranges of different bridge types. The method comprises the following steps of evaluating the bearing capacity of the bridge according to the calculated deflection check coefficient according to the check coefficient constant range of different bridge types in a road bridge load test regulation (JTG/T J21-01-2015) table 5.7.8.
In this embodiment, optionally, the setting a plurality of deflection test positions on the main beam test section includes:
at least one deflection test position is correspondingly arranged on one main beam corresponding to the main beam test section, and the connecting lines among the deflection test positions are straight lines.
In this embodiment, optionally, the deflection test device is a millimeter wave radar, and each millimeter wave radar forms a deflection test system together, and the deflection test system is controlled by a unified acquisition control terminal. The millimeter wave radar can be used for testing the bridge deflection and forming a local area network on site, each millimeter wave radar can test one girder, a plurality of millimeter wave radars can synchronously and dynamically collect a plurality of deflection test positions in real time through the collection control terminal, the millimeter wave radars can continuously collect the micro dynamic displacement of a target point to obtain a dynamic deflection time-course curve, the test precision can reach 0.03mm, and the sampling frequency can be selected to be not lower than 50 Hz. The field composition of the test of the multipoint bridge deflection by adopting the millimeter wave radar technology is shown in figure 2.
In this embodiment, optionally, the step of sequentially performing a test that the vehicle load runs at a constant speed on each driving lane corresponding to the bridge to be tested through the whole bridge to be tested according to a preset independent driving sequence, and synchronously testing the deflection corresponding to each deflection testing position through the deflection testing system in the test process to obtain a dynamic deflection time-course curve includes:
firstly, according to a preset independent driving sequence, when a bridge deflection test is carried out on one driving lane, on the premise of keeping the rest driving lanes to be zero load, sequentially carrying out a test that a vehicle load runs through the whole bridge to be tested at a constant speed on each driving lane corresponding to the bridge to be tested;
secondly, in the test process, the time length is taken as a first abscissa, the deformation measurement is taken as a first ordinate, and the deflection change corresponding to each deflection test position is synchronously tested through the deflection test system to obtain the dynamic deflection time-course curve.
In this embodiment, optionally, the load capacity of the test vehicle load does not exceed the maximum theoretical load capacity of the bridge to be tested, and the speed of the test vehicle load when slowly passing through the bridge at a constant speed is not greater than 10 km/h.
In this embodiment, taking the situation of the vehicle running on the test lane 1 as an example, the specific test method is as follows:
for a certain loading condition, the calculation method of the deflection fitting value of the test point 1 comprises the following steps:
as shown in fig. 6, when the vehicle runs on the lane 1, the deflection value f is obtained by multiplying, accumulating and summing the vertical mark value corresponding to the deflection influence line of the test point 1 and each axle load of the lane 111：f11＝P1·y1+P2·y2+P3·y3；
Wherein f is11：fijThe middle i represents a loading lane number, and the j represents a test point number;
Pi: loading vehicle axle weight, i is 1, 2 and 3 (3-axle loading vehicle);
yi: the vertical scale value of the influence line of the axle position, i is 1, 2 and 3 (3-axle loading vehicle);
calculating the deflection values f of other test points in the same way12，f13，f14，f15. When the vehicle runs in the lane 2, the deflection values f of other test points are calculated in the same way21，f22，f23，f24And f25。
From this, the fitting deflection value f of the test point 1 can be obtainedSimulation 1＝f11+f21. The fitting flexibility values of other test points can be obtained by the same method:
fsimulation 2＝f12+f22；
fSimulation 3＝f13+f23；
fSimulation 4＝f14+f24；
fQuasi 5＝f15+f25；
The deflection check coefficient of each test point is calculated according to the following method:
under a certain loading working condition, the theoretical calculated value of the deflection of each main beam is recorded as fPrinciple 1，f2 of Chinese character，fPrinciple 3，fPrinciple 4，fPrinciple 5And the deflection fitting value of each test point is recorded as fSimulation 1，fSimulation 2，fSimulation 3，fSimulation 4，fQuasi 5And respectively calculating the deflection check coefficient of each test point according to the following formula:
in the embodiment, the bearing capacity of the bridge is evaluated according to the calculated check coefficient according to the check coefficient constant range of different bridge types in table 5.7.8 of road and bridge load test regulations (JTG/T J21-01-2015).
According to the invention, on the premise of selecting a main beam testing section according to main beam structure data and arranging a plurality of deflection testing positions on the main beam testing section, on one hand, a deflection theoretical calculation value corresponding to the deflection testing positions under each specified working condition is calculated, on the other hand, deflection influence lines of the deflection testing positions corresponding to a bridge to be tested are calculated, then, a corresponding deflection check coefficient is calculated according to the deflection theoretical calculation values and the deflection influence lines of the deflection testing positions, and finally, the bearing capacity of the bridge to be tested is evaluated according to the deflection check coefficient, so that the following problems in the prior art are solved: the bridge load test process is relatively complicated, often consumes a large amount of manpower, material resources, and economic cost is higher, and in addition, the test process needs to break off the traffic, brings huge pressure for road traffic, therefore the application scope of load test receives certain restriction. In addition, because the millimeter wave radar does not need to install equipment on the bridge body or set up a support under the bridge for testing the dynamic deflection time-course curve of the bridge, the workload of construction auxiliary measures in the static load test of the bridge is greatly reduced, the traditional static load test work of the bridge is converted into the dynamic deflection test of the bridge based on the millimeter wave radar, and the test method is simple and efficient, and can quickly and accurately evaluate the bearing capacity of the bridge.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present application. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A method for testing the bearing capacity of a bridge based on a deflection influence line is characterized by comprising the following steps:
the method comprises the following steps: collecting comprehensive structure data of a bridge to be tested, wherein the comprehensive structure data comprises main beam structure data and driving lane data corresponding to the bridge to be tested;
step two: selecting a main beam test section according to the main beam structure data, arranging a plurality of deflection test positions on the main beam test section, and obtaining deflection theoretical calculation values corresponding to the deflection test positions under each specified working condition according to the comprehensive structure data;
step three: the deflection corresponding to each deflection test position is tested to obtain a dynamic deflection time-course curve corresponding to each deflection test position, and a deflection influence line of the bridge to be tested is calculated according to the dynamic deflection time-course curve;
step four: according to the deflection influence line, vehicle load distribution is carried out on a driving lane corresponding to the bridge to be tested, and fitting static load deflection values corresponding to all deflection test positions under the action of equivalent design load are calculated;
step five: and calculating a corresponding deflection check coefficient according to the fitted static load deflection value and the theoretical deflection value, and evaluating the bearing capacity of the bridge to be tested according to the deflection check coefficient.
2. The method for testing the bearing capacity of the bridge based on the deflection influence line, according to claim 1, is characterized in that the step of selecting a main beam test section according to the main beam structure data and arranging a plurality of deflection test positions on the main beam test section comprises the following steps:
calculating length data and shape data of the main beam according to the main beam structure data, and calculating a mid-span position corresponding to the main beam according to the length data and the shape data of the main beam;
and taking the mid-span position corresponding to each main beam as the deflection test position corresponding to each main beam.
3. The method for testing the bearing capacity of the bridge based on the deflection influence line, as claimed in claim 1, wherein the step of obtaining the dynamic deflection time-course curve corresponding to each deflection test position by testing the deflection corresponding to each deflection test position and calculating the deflection influence line of the bridge to be tested according to the dynamic deflection time-course curve comprises the following steps:
according to the deflection test positions, at least one deflection test device corresponding to each deflection test position is arranged on the ground right below the deflection test position, tests of different deflection test devices are not interfered with each other, and the different deflection test devices form a deflection test system;
sequentially carrying out a test that the vehicle loads run at a constant speed on each running lane corresponding to the bridge to be tested and pass through the whole bridge to be tested according to a preset independent running sequence, and synchronously testing the deflection corresponding to each deflection test position by the deflection test system in the test process to obtain a dynamic deflection time-course curve;
converting the dynamic deflection time-course curve into a dynamic deflection fitting curve;
and taking the length of the bridge as a second abscissa, and taking a result obtained by dividing the deformation measurement by the total weight of the vehicle load as a second ordinate, and converting the dynamic deflection fitting curve into the deflection influence line.
4. The method for testing the bearing capacity of a bridge based on a deflection influence line according to claim 3, wherein the converting the dynamic deflection time course curve into a dynamic deflection fitting curve comprises:
dividing the dynamic deflection time-course curve into a plurality of small intervals by adopting a local weighted regression method;
performing polynomial fitting on the dynamic deflection time-course curve among a plurality of cells, and continuously repeating the polynomial fitting to obtain a plurality of weighted regression curves of the dynamic deflection time-course curve among the plurality of cells;
and connecting the centers of the weighted regression curves to synthesize the dynamic deflection fitting curve.
5. The method for testing the bearing capacity of the bridge based on the deflection influence line, as claimed in claim 3, wherein the step of converting the dynamic deflection fitting curve into the deflection influence line by taking the length of the bridge as a second abscissa and taking the result of dividing the deformation measurement by the total weight of the vehicle load as a second ordinate comprises the steps of:
multiplying the time length corresponding to the first abscissa corresponding to the dynamic deflection fitting curve by the constant speed running speed of the vehicle load to obtain a second abscissa corresponding to the length of the bridge;
dividing the deformation measurement corresponding to the first ordinate corresponding to the dynamic deflection fitting curve by the total weight of the vehicle load to obtain a second ordinate corresponding to the bridge deflection;
and converting the dynamic deflection fitting curve into the deflection influence line by taking the second abscissa as an abscissa and the second ordinate as an ordinate.
6. The method for testing the bearing capacity of the bridge based on the deflection influence line, as claimed in claim 1, wherein the step of distributing vehicles on the driving lane corresponding to the bridge to be tested according to the deflection influence line and calculating the fitting static load deflection value corresponding to each deflection test position under the action of equivalent design load comprises the following steps:
arranging vehicle axle loads at corresponding loading positions of each driving lane corresponding to the bridge to be tested in sequence according to the deflection influence line;
multiplying the vehicle axle load by a longitudinal coordinate value corresponding to the deflection influence line, and then accumulating and summing to obtain each static load deflection value generated by each deflection test position under the action of the vehicle axle load of each driving lane;
summing all the static load deflection values corresponding to all the deflection test positions to obtain a fitting static load deflection value corresponding to each deflection test position.
7. The method for testing the bearing capacity of the bridge based on the deflection influence line, as claimed in claim 6, wherein the step of calculating the corresponding deflection check coefficient according to the fitted static deflection value and the theoretical deflection calculated value and evaluating the bearing capacity of the bridge to be tested according to the deflection check coefficient comprises the steps of:
dividing the fitted static load deflection value corresponding to each deflection test position by the corresponding deflection theoretical calculated value to obtain the deflection check coefficient corresponding to each deflection test position;
and evaluating the bearing capacity of the bridge to be tested according to the deflection check coefficient and the check coefficient constant value ranges of different bridge types.
8. The method for testing the bearing capacity of the bridge based on the deflection influence line, according to claim 1, wherein the step of arranging a plurality of deflection test positions on the main beam test section comprises the following steps:
at least one deflection test position is correspondingly arranged on one main beam corresponding to the main beam test section, and the connecting lines among the deflection test positions are straight lines.
9. The method for testing the bearing capacity of the bridge based on the deflection influence line is characterized in that the deflection test equipment is a millimeter wave radar, all the millimeter wave radars form a deflection test system together, and the deflection test system is controlled by a unified acquisition control terminal.
10. The method for testing the bearing capacity of the bridge based on the deflection influence line according to claim 3, wherein a test that the vehicle loads run at a constant speed on each running lane corresponding to the bridge to be tested and pass through the whole bridge to be tested is sequentially carried out according to a preset independent running sequence, and the deflection corresponding to each deflection test position is synchronously tested by the deflection test system in the test process to obtain a dynamic deflection time course curve, comprises the following steps:
according to a preset independent driving sequence, when the bridge deflection test is carried out on one driving lane, on the premise of keeping the rest driving lanes to be zero load, sequentially carrying out a test that the vehicle load runs at a constant speed on each driving lane corresponding to the bridge to be tested and passes through the whole bridge to be tested;
in the test process, the time length is taken as a first abscissa, the deformation measurement is taken as a first ordinate, and the deflection change corresponding to each deflection test position is synchronously tested by the deflection test system to obtain the dynamic deflection time-course curve.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113627060A (en) * | 2021-08-09 | 2021-11-09 | 苏交科集团股份有限公司 | Method for evaluating bearing capacity of road beam bridge based on measured deflection influence line |
| CN114001887A (en) * | 2021-10-26 | 2022-02-01 | 浙江工业大学 | Bridge damage assessment method based on deflection monitoring |
| CN114964668A (en) * | 2022-05-27 | 2022-08-30 | 北京市政路桥管理养护集团有限公司 | Vibration amplitude extraction method for testing dynamic deflection of bridge based on millimeter wave radar |
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| CN114964668A (en) * | 2022-05-27 | 2022-08-30 | 北京市政路桥管理养护集团有限公司 | Vibration amplitude extraction method for testing dynamic deflection of bridge based on millimeter wave radar |
| CN114964668B (en) * | 2022-05-27 | 2023-03-10 | 北京市政路桥管理养护集团有限公司 | Vibration amplitude extraction method for testing dynamic deflection of bridge based on millimeter wave radar |
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