CN113916146A - Bridge splicing seam vehicle-induced vibration deformation monitoring and control system and method - Google Patents
Bridge splicing seam vehicle-induced vibration deformation monitoring and control system and method Download PDFInfo
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- CN113916146A CN113916146A CN202111334762.1A CN202111334762A CN113916146A CN 113916146 A CN113916146 A CN 113916146A CN 202111334762 A CN202111334762 A CN 202111334762A CN 113916146 A CN113916146 A CN 113916146A
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- 238000000034 method Methods 0.000 title claims abstract description 36
- 238000012544 monitoring process Methods 0.000 title claims abstract description 30
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 106
- 239000010959 steel Substances 0.000 claims abstract description 106
- 239000004567 concrete Substances 0.000 claims abstract description 44
- 238000010276 construction Methods 0.000 claims abstract description 31
- 230000006378 damage Effects 0.000 claims abstract description 10
- 238000005520 cutting process Methods 0.000 claims description 14
- 238000012806 monitoring device Methods 0.000 claims description 12
- 238000005266 casting Methods 0.000 claims description 4
- 239000000463 material Substances 0.000 claims description 4
- 238000004891 communication Methods 0.000 claims description 3
- 239000003292 glue Substances 0.000 claims description 3
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- 208000027418 Wounds and injury Diseases 0.000 claims description 2
- 208000014674 injury Diseases 0.000 claims description 2
- 230000008569 process Effects 0.000 abstract description 19
- 238000007711 solidification Methods 0.000 abstract description 11
- 230000008023 solidification Effects 0.000 abstract description 11
- 238000010168 coupling process Methods 0.000 abstract description 5
- 238000005859 coupling reaction Methods 0.000 abstract description 5
- 230000005540 biological transmission Effects 0.000 abstract description 3
- 230000008878 coupling Effects 0.000 abstract description 3
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- 238000004364 calculation method Methods 0.000 description 2
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- 230000000007 visual effect Effects 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
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- 238000006073 displacement reaction Methods 0.000 description 1
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- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 238000003908 quality control method Methods 0.000 description 1
- 239000011150 reinforced concrete Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B11/00—Measuring arrangements characterised by the use of optical techniques
- G01B11/16—Measuring arrangements characterised by the use of optical techniques for measuring the deformation in a solid, e.g. optical strain gauge
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/06—Arrangement, construction or bridging of expansion joints
- E01D19/067—Flat continuous joints cast in situ
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/10—Railings; Protectors against smoke or gases, e.g. of locomotives; Maintenance travellers; Fastening of pipes or cables to bridges
- E01D19/106—Movable inspection or maintenance platforms, e.g. travelling scaffolding or vehicles specially designed to provide access to the undersides of bridges
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Abstract
The invention belongs to the technical field of bridge splicing width, and particularly relates to a bridge splicing seam vehicle-induced vibration deformation monitoring and controlling system and method. According to the invention, the internal force transmission channel is established between the new bridge and the old bridge through the steel truss and the I-steel, and during the pouring construction of the splicing seam, the vehicle load on the old bridge can be effectively transmitted to the new bridge structure, so that the deflection difference between the new bridge and the old bridge is reduced, and the quality of the pouring of the splicing seam is improved; the method comprises the steps that through a laser deflectometer and a vibration pickup, the deflexion difference between a new bridge and an old bridge and vibration information caused by operation load on the old bridge are monitored in the joint construction process to determine the solidification quality of concrete, through monitoring the deflexion difference and the vibration information, the deformation difference at two sides of a splicing joint and the axle coupling vibration environment can be known in real time in the uninterrupted traffic construction process, and the pouring construction quality of the splicing joint is judged through the deflexion difference and the vibration information on the old bridge; meanwhile, when damage occurs in the concrete solidification process through monitoring, the concrete can be repaired in time.
Description
Technical Field
The invention relates to the technical field of bridge widening in highway reconstruction and extension projects, in particular to a system and a method for monitoring and controlling vehicle-induced vibration deformation of a bridge splicing seam.
Background
At present, the highway can not meet the increasing traffic volume, and the widening of the existing highway is imperative. In the existing highway widening project, when a bridge is widened, pouring of widening splicing seams of a new bridge and an old bridge is crucial; the force transmission mechanism of the splicing seam is that the internal force generated by the operation load of the old bridge is transmitted to the new bridge through the reinforced concrete structure, so that the old bridge and the new bridge are stressed cooperatively. However, in the process of pouring the splicing seams, the strength of the concrete is not formed, and the strength and the rigidity of the splicing seams are very low, which causes unbalanced load on a new bridge and an old bridge, thereby causing large deflection difference between the new bridge and the old bridge and causing serious damage to the concrete material in the process of solidification and molding. Thereby causing the quality of the splicing seam to fail to meet the operation requirement of the highway.
In the prior art, when the splicing seams are cast, in order to reduce the deflection difference between a new bridge and an old bridge caused by traffic load on the old bridge and ensure the casting quality of the splicing seams, traffic control is often required to be carried out on the old bridge; when the scheme of traffic interruption is adopted to carry out traffic control on the old bridge, economic loss is caused to a certain extent, and when the scheme of speed limit is adopted to carry out traffic control on the old bridge, some vehicles are subjected to casual overspeed, so that the pouring quality of the splicing seam is influenced, and the pouring quality of the splicing seam cannot be ensured; then, the construction side carries out pouring of the splicing seams according to the experience of constructors; the pouring quality in the splicing seam pouring process is judged only according to the construction experience of constructors (for example, the quality of the splicing seam pouring can be evaluated by simple means such as visual observation of the concrete solidification state and visual observation of the concrete solidification process in the concrete solidification process), and the quality of the splicing seam pouring construction can not be judged timely and accurately; meanwhile, the defects existing in the concrete solidification process cannot be timely and accurately treated. However, the experience of constructors of a constructor is often uneven, and meanwhile, the pouring of the splicing seams is completed only through the construction experience, so that the construction quality is greatly uncertain, and the construction efficiency and the construction quality cannot be guaranteed.
Disclosure of Invention
The invention aims to solve the technical problems that in the prior art, in the process of pouring the splicing seams, the pouring construction of the splicing seams is carried out only by the construction experience of constructors and the pouring quality of the splicing seams is ensured, and provides the following technical scheme:
the invention provides a bridge splicing seam vehicle-induced deformation monitoring and controlling system, which comprises a controlling device and a monitoring device, wherein the controlling device comprises: i-steel and steel trusses; the steel truss is connected with the bridges on the two sides of the splicing seam by bolts; the I-shaped steel is connected with flanges of the bridge at two sides of the splicing seam through bolts, and the steel truss is respectively connected with the I-shaped steel and the steel plate through bolts; the I-shaped steel and the steel truss are used for reducing deflection difference, and the monitoring device is used for monitoring the deflection difference and the vibration of an old bridge; and the deflection difference is the deflection difference of the two sides of the widened splicing seam of the new bridge and the old bridge.
Further, the monitoring device includes: the device comprises a laser deflectometer, a reflector, a vibration pickup and a processor which is in communication connection with the laser deflectometer and the vibration pickup; the laser deflectometer is arranged at the midspan position of the old bridge, and the reflector is correspondingly arranged at the midspan position of the new bridge; the vibration pickups are arranged at the positions of the longitudinal bridges and the transverse bridges of the old bridge, which are close to the splicing seams.
The second aspect of the invention provides a method for monitoring and controlling the vehicle-induced vibration deformation of a bridge splicing seam, which is applied to the widening construction of widening splicing seams of new and old bridges and comprises the following steps:
step 1: arranging the bridge splicing seam vehicle-induced deformation monitoring and controlling system of claim 1 or 2 at a bridge splicing seam;
step 2: applying oil on the steel plate and directly pouring concrete; before the concrete is completely solidified, monitoring the deflection difference at two sides of the splicing seam collected by a laser deflectometer and vibration information collected by a vibration pickup by a processor; and comparing the deflection difference and the vibration information with a threshold value, triggering an alarm when the deflection difference and the vibration information exceed the threshold value, and carrying out damage treatment.
Further, the threshold is obtained by performing a material performance test on concrete used for construction and performing finite element analysis on a splicing seam.
Further, the injury treatment comprises: detecting whether cracks exist in the concrete and the depth of the cracks through ultrasonic waves; if the crack exists and the depth of the crack exceeds 25% of the total thickness of the splicing seams, chiseling the splicing seams cast at this time, and casting again; if no crack is present or the depth of the crack is less than 25% of the total thickness of the splice, the crack is repaired.
Further, the step 1 includes:
arranging N groups of steel trusses and I-shaped steel at intervals along the longitudinal bridge direction between a new bridge and an old bridge, and connecting the steel trusses and the bridges on two sides of a splicing seam by adopting high-strength bolts; the I-shaped steel is connected with flanges of the bridge at two sides of the splicing seam through high-strength bolts; installing a steel plate, wherein the steel plate is respectively connected with flanges of the bridge at two sides of the splicing seam through bolts; the steel truss is respectively connected with the I-shaped steel and the steel plate through bolts; wherein N is a natural number greater than or equal to 3;
arranging a laser deflectometer at the midspan position of the old bridge, and correspondingly arranging a reflector at the midspan position of the new bridge; arranging vibration pickers at the midspan position of the old bridge in the longitudinal bridge direction and at the position of the transverse bridge direction close to the splicing seam; the laser deflectometer is matched with the reflector panel to monitor the deflexion difference, and the vibration pickup is used for monitoring the vibration caused by the operation load on the old bridge.
Further, the method further comprises: after the concrete is completely solidified, cutting off bolts between the I-shaped steel and the steel truss and between the I-shaped steel and the flange of the bridge by using a cutting machine; cutting bolts between the steel plate and the steel truss and between the steel plate and the flange of the bridge by using a cutting machine; the steel truss is left in the splicing seam permanently.
Further, the method also comprises the step of injecting special glue into the hole left in the concrete after the bolt is cut off.
Further, the concrete is disturbance-resistant concrete.
Compared with the prior art, the invention has the beneficial effects that:
1. according to the invention, the internal force transmission channel is established between the new bridge and the old bridge through the steel truss and the I-steel, so that during the pouring construction of the splicing seam, the vehicle load on the old bridge can be effectively transmitted to the new bridge structure, the deflection difference between the new bridge and the old bridge can be reduced, and the pouring quality of the splicing seam is improved; meanwhile, the invention monitors the deflection difference between the new bridge and the old bridge and the vibration caused by the operation load on the old bridge in real time in the construction process of the joint of the new bridge and the old bridge through a laser deflectometer and a vibration pickup to determine the solidification quality of the concrete; by monitoring the deflection difference and the vibration information, the deformation difference of two sides of the splicing joint and the axle coupling vibration environment can be known in real time without interrupting the traffic construction process, and the pouring construction quality of the splicing joint is judged according to the deflection difference and the vibration information on the old axle; meanwhile, when damage occurs in the concrete solidification process through monitoring, the concrete can be repaired in time.
2. When the technical scheme provided by the invention is used for pouring construction of the splicing seams, the deflection difference between the new bridge and the old bridge is controlled through the steel truss and the I-steel, and compared with the traffic control in the prior art, the reliability and the safety are higher; the invention also monitors the vibration information and the deflection difference which affect the pouring quality of the splicing seam in real time by the monitoring device, compared with the prior art which only carries out quality control on the pouring construction of the splicing seam without interrupting traffic by the construction experience of constructors; the quality judgment of the invention in the construction process of pouring the splice joint without interrupting traffic is more scientific and reliable.
Description of the drawings:
FIG. 1 is a front view of a bridge splice seam vehicle induced vibration deformation and control system in use according to an exemplary embodiment of the present invention;
FIG. 2 is a top view of a bridge splice seam vehicle induced vibration deformation and control system in use according to an exemplary embodiment of the present invention;
FIG. 3 is a schematic illustration of a steel truss for use in an exemplary embodiment of the present invention;
FIG. 4 is a schematic connection diagram of a laser deflectometer of a vehicle-induced vibration deformation and control system for a bridge splice joint according to an exemplary embodiment of the present invention;
FIG. 5 is a flowchart illustrating an overall control apparatus in a vehicle-induced vibration deformation and control system for a bridge splice according to an exemplary embodiment of the present invention;
FIG. 6 is a graph of vibration velocity data collected by a vibration pickup in an exemplary embodiment of the invention;
fig. 7 is a graph of vibration frequency data collected by a vibration pickup in an exemplary embodiment of the invention.
The labels in the figure are: 1-I-steel; 2-laser deflectometer; 3-a vibration pickup; 4-a computer; 5-high strength bolts; 6-a reflector; 7-a steel truss; 8-steel plate; 9-laser deflectometer base; 10-disturbance-resistant concrete.
Detailed Description
In order to make those skilled in the art better understand the technical solution of the present invention, the technical solution in the embodiment of the present invention will be clearly and completely described below with reference to the drawings in the embodiment of the present invention, and it is obvious that the described embodiment is only a part of the embodiment of the present invention, and not all embodiments. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The terms vertical, horizontal, left, right and the like as used herein are for illustrative purposes only and do not denote a single embodiment.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term and/or includes any and all combinations of one or more of the associated listed items.
Example 1
Fig. 1 and 2 show the installation state of a vehicle-induced vibration deformation monitoring and control system for a bridge splice seam, which comprises: the control device is used for controlling the deflection difference between the new bridge and the old bridge; the monitoring device is used for monitoring the deflection difference of two sides of the widening splicing seam of the new bridge and the old bridge and the vibration of the old bridge caused by the operation load on the old bridge.
The control device includes: the I-steel 1 and the steel truss 7, the steel truss 7 and the bridge at two sides of the splicing seam are connected by adopting high-strength bolts; the I-steel 1 is connected with flanges of bridges on two sides of the splicing seam through high-strength bolts 5, and the steel truss 7 is respectively connected with the I-steel 1 and the steel truss 7 through bolts.
The monitoring device includes: the device comprises a laser deflectometer 2, a reflector 6, a vibration pickup 3 and a computer 4 which is in communication connection with the laser deflectometer 2 and the vibration pickup 3; the laser deflectometer 2 is arranged at the midspan position of the old bridge, and the reflector 6 is correspondingly arranged at the midspan position of the new bridge; the vibration pickups 3 are arranged at the longitudinal bridge midspan position and the transverse bridge position close to the splicing seam of the old bridge.
Specifically, in the process of widening a certain bridge without interrupting traffic, the old bridge is a 25-meter cast-in-place concrete large box girder. The group number of the used steel truss and I-steel can be determined by using calculation methods such as beam lattice finite element analysis, entity finite element analysis and the like and aiming at preventing the seam from being damaged after the pouring and splicing. The number of groups and the placement positions of the steel trusses and the I-beams are related to factors such as the type of a bridge, the span of the bridge, the width of the bridge and the like; through actual load calculation, the full bridge is provided with 7 groups of control devices consisting of the steel trusses 7 and the I-shaped steel 1. In the pouring construction preparation stage, 7 groups of steel trusses 7 and I-shaped steel 1 are arranged between a new bridge and an old bridge at intervals along the longitudinal bridge direction, and the steel trusses 7 are connected with bridges on two sides of a splicing seam by adopting high-strength bolts 5; the I-shaped steel 1 is connected with flanges of bridges on two sides of the splicing seam through high-strength bolts 5; it should be noted that, when the steel bars and the steel trusses in the splicing seams are strutted, the positions of the steel bars need to be adjusted to make the steel bars and the steel trusses staggered with each other. Installing a steel plate 8, wherein the steel plate 8 is respectively connected with flanges of the bridge at two sides of the splicing seam through bolts; the steel truss 7 is connected with the I-shaped steel 1 and the steel plate 8 through bolts respectively. Meanwhile, a laser deflectometer 2 is arranged at the midspan position of the old bridge, and a reflector 6 is correspondingly arranged at the midspan position of the new bridge; arranging a vibration pickup 3 at the position close to the splicing seam in the transverse bridge direction at the midspan position of the longitudinal bridge direction of the old bridge; the laser deflectometer 2 is matched with the reflector 6 to detect the deflexion difference, and the vibration pickup 3 is used for detecting the vibration caused by the operation load on the old bridge. The structure of the steel truss used in this embodiment is shown in fig. 3, and the steel truss 7 may be formed by rigidly connecting a plurality of rods; the rigid connection can be in the form of welding or node plates, and the section of the rod piece is in the form of I-shaped steel or angle steel. Meanwhile, the installation details of the laser deflectometer in the embodiment are shown in fig. 4, the laser deflectometer 2 can be connected with a steel plate through a laser range finder base 9, and when the laser deflectometer is used specifically, the laser deflectometer 2 can be finely adjusted through the laser range finder base 9, so that the laser range finder 2 can be more accurately matched with a reflector 6 to measure the deflection difference between a new bridge and an old bridge.
When pouring construction is carried out, a concrete template can be laid on the steel plate, and oil can be coated on the steel plate; pouring with disturbance-resistant concrete 10; before the disturbance-resistant concrete 10 is completely solidified, the computer 4 is used for monitoring the deflection difference of two sides of the splicing seam collected by the laser deflectometer and vibration information (vibration frequency and vibration speed) collected by the vibration pickup, and the whole working flow of the monitoring device is shown in fig. 5; after the concrete is completely solidified, cutting off connecting bolts between the I-shaped steel 1 and the steel truss 7 and between the I-shaped steel and the flange of the bridge by using a cutting machine; cutting bolts between the steel plate 8 and the steel truss 7 and between the steel plate and the flange of the bridge by using a cutting machine; the steel truss is left in the splicing seam permanently. Meanwhile, the monitoring device is required to be recycled after being detached. Specifically, when the bolt is removed, a cutting machine can be used for cutting off the bolt head of the bolt and a grinding machine is used for grinding and flattening the protruding part; and the special glue is injected into the holes left in the concrete after the bolts are cut off, so that the connection performance of the bolts and the concrete can be ensured, and the damage to a new bridge and an old bridge body can be reduced.
In the embodiment, finite element analysis is adopted, and under the action of ultimate load causing damage to the splicing seams, the maximum displacement of the bridge is widened to be generated at the midspan position of the old bridge, so that the relative deflection difference of two sides of the splicing seams at the midspan position of the old bridge needs to be monitored, and meanwhile, in the construction process without interrupting traffic, the old bridge generates corresponding vibration due to vehicle passing and influences the forming of concrete, so that the vibration frequency and the vibration speed of the old bridge need to be monitored; specifically, in the widening project of the bridge without interrupting traffic, the limit vehicle-induced vibration frequency of the used concrete is 6Hz and the limit peak particle speed is 25mm/s, which are obtained by performing a performance test on the used concrete, vehicle live load is applied to an integral structure consisting of a new bridge, a splicing seam and an old bridge, and finite element analysis is performed to obtain the splicing seam deformation limit deformation difference of 1.1 mm. And taking the limit vehicle-induced vibration frequency as a threshold value aiming at the vibration frequency, taking the limit peak particle speed as a threshold value aiming at the vibration speed, and taking the deformation limit deformation difference of the splicing seam as a threshold value aiming at the deflection difference. The concrete solidification process can be monitored by comparing the vibration frequency and the vibration speed detected by the vibration pickup 3 and the deflection difference detected by the laser deflectometer 2 with the data, so that the pouring quality is ensured. In actual use, the vibration data collected by the vibration pickup is shown in fig. 6 and 7; the maximum vibration speed detected by the vibration pickup 3 is 11mm/s, the maximum vibration frequency of the vehicle-to-coupling is 5.125Hz, and the maximum deflection difference detected by the laser deflectometer 2 is 0.74, which are all smaller than the threshold value, so that the forming of the splicing seam at this time is considered to be good, and the pouring quality of the splicing seam is effectively ensured.
It should be noted that, when the monitoring device detects that any one parameter is greater than the threshold value in the concrete solidification process, it is considered that the splice joint has loss, and the splice joint loss needs to be processed; whether cracks exist in the concrete and the depth of the cracks can be detected through detection means (such as an ultrasonic method); if the crack exists and the depth of the crack exceeds 25% of the total thickness of the splicing seams, chiseling the splicing seams cast at this time, and casting again; if no crack is present or the depth of the crack is less than 25% of the total thickness of the splice, the crack is repaired.
Preferably, after the construction of the splicing seam is finished, the data collected by the vibration pickup and the laser deflectometer can be stored for accumulation in subsequent engineering.
Example 2
On the basis of embodiment 1, the construction beam body of the embodiment is a 20m cast-in-place concrete large box girder, and the full bridge is provided with a deformation control component 5 group consisting of a steel truss 7 and an I-shaped steel 1. And 7 groups of steel trusses 7 and I-shaped steel 1 are arranged between the new bridge and the old bridge at intervals along the longitudinal bridge direction.
Specifically, in this example, the concrete used had a limiting car-to-vibration frequency of 6Hz and a limiting peak particle velocity of 25 mm/s. The deformation limit deformation difference of the splicing seams is 0.98 mm. These data serve as limits for controlling the formation of the splice material.
Specifically, in the field construction process, the maximum frequency of the vehicle-to-coupling vibration detected by the bridge coupling vibration signal testing device 3 is 4.6Hz, and the limit peak particle speed is 20 mm/s. The maximum deformation difference of the splicing seam deformation detected by the laser deflectometer 3 is 0.62 mm. The splice seam is well formed.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (9)
1. The bridge splicing seam vehicle-induced deformation monitoring and controlling system is characterized by comprising a controlling device and a monitoring device, wherein the controlling device comprises: i-steel and steel trusses; the steel truss is connected with the bridges on the two sides of the splicing seam by bolts; the I-shaped steel is connected with flanges of the bridge at two sides of the splicing seam through bolts, and the steel truss is respectively connected with the I-shaped steel and the steel plate through bolts; the I-steel and the steel truss are used for reducing the deflection difference of two sides of a widened splicing seam of a new bridge and an old bridge, and the monitoring device is used for monitoring the deflection difference and the vibration of the old bridge.
2. The bridge splice seam vehicle induced deformation monitoring and control system of claim 2, wherein said monitoring device comprises: the device comprises a laser deflectometer, a reflector, a vibration pickup and a processor which is in communication connection with the laser deflectometer and the vibration pickup; the laser deflectometer is arranged at the midspan position of the old bridge, and the reflector is correspondingly arranged at the midspan position of the new bridge; the vibration pickups are arranged at the positions of the longitudinal bridges and the transverse bridges of the old bridge, which are close to the splicing seams.
3. A bridge splicing seam vehicle-induced vibration deformation monitoring and control method is characterized in that the method is applied to construction of widening splicing seams of new and old bridges, and comprises the following steps:
step 1: arranging the bridge splicing seam vehicle-induced deformation monitoring and controlling system of claim 1 or 2 at a bridge splicing seam;
step 2: applying oil on the steel plate and directly pouring concrete; before the concrete is completely solidified, monitoring the deflection difference at two sides of the splicing seam collected by a laser deflectometer and vibration information collected by a vibration pickup by a processor; and comparing the deflection difference and the vibration information with a threshold value, triggering an alarm when the deflection difference and the vibration information exceed the threshold value, and carrying out damage treatment.
4. The bridge splicing seam vehicle-induced vibration deformation monitoring and controlling method according to claim 3, wherein the threshold value is obtained by performing material performance tests on concrete used for construction and performing finite element analysis on splicing seams.
5. The bridge splice seam vehicle-induced vibration deformation monitoring and control method of claim 3, wherein when the monitored data exceeds an early warning threshold, damage to the seam needs to be detected and processed. The injury treatment comprises: detecting whether cracks exist in the concrete and the depth of the cracks through ultrasonic waves; if the crack exists and the depth of the crack exceeds 25% of the total thickness of the splicing seams, chiseling the splicing seams cast at this time, and casting again; if no crack is present or the depth of the crack is less than 25% of the total thickness of the splice, the crack is repaired.
6. The bridge splicing seam vehicle-induced vibration deformation monitoring and controlling method according to any one of claims 3 to 5, wherein the step 1 comprises the following steps:
arranging N groups of steel trusses and I-shaped steel at intervals along the longitudinal bridge direction between a new bridge and an old bridge, wherein the steel trusses are connected with the bridges on two sides of a splicing seam by bolts; the I-shaped steel is connected with flanges of the bridge at two sides of the splicing seam through bolts; installing a steel plate, wherein the steel plate is respectively connected with flanges of the bridge at two sides of the splicing seam through bolts; the steel truss is respectively connected with the I-shaped steel and the steel plate through bolts; wherein N is a natural number greater than or equal to 3;
arranging a laser deflectometer at the midspan position of the old bridge, and correspondingly arranging a reflector at the midspan position of the new bridge; arranging vibration pickers at the midspan position of the old bridge in the longitudinal bridge direction and at the position of the transverse bridge direction close to the splicing seam; the laser deflectometer is matched with the reflector panel to monitor the deflexion difference, and the vibration pickup is used for monitoring the vibration caused by the operation load on the old bridge.
7. The bridge splice seam vehicle-induced vibration deformation monitoring and controlling method of claim 6, further comprising: after the concrete is completely solidified, cutting off bolts between the I-shaped steel and the steel truss and between the I-shaped steel and the flange of the bridge by using a cutting machine; cutting bolts between the steel plate and the steel truss and between the steel plate and the flange of the bridge by using a cutting machine; the steel truss is left in the splicing seam permanently.
8. The bridge splice joint vehicle-induced vibration deformation monitoring and controlling method according to claim 7, further comprising the step of injecting special glue into the hole left in the concrete after the bolt is cut off.
9. The bridge splice joint vehicle-induced vibration deformation monitoring and controlling method according to claim 8, wherein the concrete is disturbance-resistant concrete.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114414784A (en) * | 2022-03-30 | 2022-04-29 | 中交第一公路勘察设计研究院有限公司 | Bridge splicing joint vehicle-mounted deformation difference simulation test device and simulation method |
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| CN114414784B (en) * | 2022-03-30 | 2022-08-16 | 中交第一公路勘察设计研究院有限公司 | Bridge splicing joint vehicle-mounted deformation difference simulation test device and simulation method |
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