CN114324456A - Asphalt pavement stability testing method during in-service orthotropic steel bridge deck U rib supplement internal welding - Google Patents
Asphalt pavement stability testing method during in-service orthotropic steel bridge deck U rib supplement internal welding Download PDFInfo
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- CN114324456A CN114324456A CN202111537033.6A CN202111537033A CN114324456A CN 114324456 A CN114324456 A CN 114324456A CN 202111537033 A CN202111537033 A CN 202111537033A CN 114324456 A CN114324456 A CN 114324456A
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Abstract
The invention discloses a method for testing asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inner welding, which comprises the following steps: manufacturing a steel member of a segment model of the in-service bridge; setting temperature test points in the steel member; installing an outer sleeve frame outside the steel member; paving asphalt pavement layers on the steel members to form segment models; fixing the segment model in a mode consistent with the posture of the orthotropic steel bridge deck of the in-service bridge; debugging a temperature test point and a temperature acquisition instrument in the segment model; carrying out U rib inner welding in the segment model and collecting temperature data of the temperature test points; processing the temperature data to obtain temperature data of different areas in the U rib inner welding process; and judging the influence of the U-rib inner welding on the asphalt pavement layer according to the temperature data of different areas and the interface form of the asphalt pavement layer. The invention tests the temperature distribution at the interface of the top plate and the asphalt, and realizes the comprehensive judgment of the welding process test by combining the high-temperature stability, the bonding strength and the appearance change of the asphalt concrete pavement layer.
Description
Technical Field
The invention relates to the technical field of bridges, in particular to a method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement internal welding.
Background
The orthotropic steel bridge deck is a bridge deck structural form which is adopted in steel bridges, particularly large-span steel bridge structures, and is also one of important symbolic achievements of modern steel bridge structures. At present, orthotropic steel bridge decks at home and abroad are all in a structural form of reinforcing by welding longitudinal and transverse stiffening ribs under the decks, wherein the most extensive orthotropic steel bridge decks are in a structural form of U-shaped longitudinal stiffening ribs. After the structure is in service for years, under the action of local load of wheels, the fatigue cracking problem of welding seams between plates often occurs, the structure becomes a universal disease with high occurrence probability, and no accepted economic and effective solution is provided so far. According to statistics, the total length of the cracks at the welding seams of the U rib and the top plate can reach 70 percent, new welding fatigue cracks are still generated after the welding repair of the bridge deck plate is carried out, and the problem of the welding fatigue of the top plate, particularly the cracks at the welding seams of the U rib and the top plate, can be said to become an incurable symptom of the orthotropic steel bridge deck plate.
According to the research of a plurality of scholars at home and abroad, individual scholars think that the single-side welding mode of welding the outer corners between the U ribs and the top plate can only be adopted at present and is an important factor of fatigue cracking between the U ribs and the top plate. Based on this, the welding of bridge deck plate U rib and roof inner angle has also been tried to adopt micro-robot in domestic individual unit to realize the design of double-sided welding, and verified through the experiment that double-sided welding can really improve the fatigue performance of welding seam between U rib and roof by a wide margin. When being applied to the U rib interior angle repair welding of bridge in labour and strengthening with the double-sided welding technique, because the bridge in labour has all laid the asphalt pavement layer, weld the U rib interior angle in a large scale of full-bridge and will produce a large amount of heats, be a great hidden danger to the asphalt pavement layer of bridge in labour, however the test of welding temperature has not had more ideal method always, consequently necessarily adopted indirect temperature test scheme, the temperature variation process between asphalt pavement layer and roof top surface during accurate measurement U rib interior angle repair welding to provide temperature evaluation data to the high temperature stability ability of asphalt concrete pavement layer and structural layer bond strength etc..
Disclosure of Invention
The invention aims to provide a method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inner welding, which is used for testing the real bridge before the inner welding of the large-range U rib and provides the welding process evaluation data support before welding.
In order to realize the purpose, the invention discloses a method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inner welding, which comprises the following steps:
step 1), manufacturing a steel member of a segment model of an orthotropic steel bridge deck of an in-service bridge;
step 2), setting temperature test points in the steel member;
step 3), installing an outer sleeve frame outside the steel member;
step 4), paving asphalt pavement layers on the steel members to form segment models;
step 5), fixing the segment model in a mode consistent with the posture of the orthotropic steel bridge deck of the in-service bridge;
step 6), debugging temperature test points and temperature acquisition instruments in the segment models;
step 7), carrying out U rib inner welding in the segment model and collecting temperature data of the temperature test points;
step 8), processing the temperature data to obtain temperature data of different areas in the U-rib inner welding process;
and 9) judging the influence of the U-rib inner welding on the asphalt pavement layer according to the temperature data of different areas and the interface form of the asphalt pavement layer.
In one embodiment, in the step 1), segments of the in-service orthotropic steel bridge deck, which comprise a top plate and 1U rib, are selected to make segment models according to a geometric similarity ratio of 1:1, the transverse width of each segment model is the center-to-center distance between two adjacent U ribs, and the longitudinal length of each segment model is not less than 1 m.
In one embodiment, in the step 2), temperature sensors are symmetrically arranged on the top surface of the steel top plate of the segment model by taking a straight line where the fillet weld in the U rib is located as a symmetrical line, and each temperature sensor is adhered to the top surface of the steel top plate by adopting a temporary fixing measure and is led out of the steel top plate through a lead.
In one embodiment, two rows of temperature sensors are arranged in the length direction of the segment model, and the distance between the two rows of temperature sensors and the two ends of the segment model is equal to each other and is not less than 100 mm.
In one embodiment, the first row of temperature sensors is arranged along the transverse direction of the steel top plate in a manner that the distance from the middle to the two sides is gradually increased; the spacing of adjacent sensors closer to the line of symmetry is 30mm and the spacing of adjacent sensors further from the line of symmetry is 50 mm.
In one embodiment, the first row of temperature sensors includes 5 temperature sensors.
In one embodiment, the lateral position of the second row of temperature sensors corresponds to the outermost sensors of the first row and the sensors in the middle of the first row respectively, the distance between the adjacent sensors of the second row is 80mm, and the distance between the temperature sensors of the second row and the temperature sensors of the first row is 200 mm.
In one embodiment, in the step 7), the acquisition frequency of the temperature acquisition instrument is 1 time/s, and the temperature of each temperature measuring point is recorded from the start of the U-rib inner welding until the measured value of each temperature measuring point is not changed.
In one embodiment, in the step 8), a thicker value of the temperature sensor outside the first row and on the symmetrical line and the second row of temperature sensors at the corresponding position is selected as the temperature of the temperature test point, the temperature time-course curve of each temperature test point is respectively drawn, and the time length and the highest temperature of the temperature exceeding the final pressure temperature of the asphalt are respectively measured from the temperature time-course curves.
In one embodiment, in the step 9), the feasibility and the safety of the welding process of the U rib inner welding of the in-service bridge are comprehensively judged according to the duration of the temperature overheating, the transverse distribution width and the appearance quality detection of the interface between the asphalt pavement layer and the steel plate after the U rib inner welding.
The invention has the beneficial effects that: the method for testing the asphalt pavement stability during the in-service orthotropic steel bridge deck U rib supplement internal welding can accurately test the temperature distribution at the interface of the top plate and the asphalt when the in-service orthotropic steel bridge deck U rib carries out the welding process test of the maintenance and reinforcement of the internal angle welding seam, provides temperature judgment data for the high-temperature stability of the asphalt concrete pavement layer, the bonding strength between the structural layers and the like, has the advantages of simple operation, reliable result, stable test process, elimination of the influence of human factors and the like, and further provides a convenient and credible test means for the evaluation of the welding process test.
Drawings
FIG. 1 is a cross-sectional view of a segment model of a temperature field test trial;
FIG. 2 is a top view of a segment model of unpaved asphalt;
FIG. 3 is a diagram of the temperature sensor placement on the top plate of the segmental model.
The reference numerals are explained below: the device comprises a steel top plate 1, a U rib 2, an asphalt pavement layer 3, a U rib outer corner welding seam 4, a U rib inner corner welding seam 5 and a temperature sensor 6 (wherein a first sensor 6.1, a second sensor 6.2, a third sensor 6.3, a fourth sensor 6.4, a fifth sensor 6.5, a sixth sensor 6.6, a seventh sensor 6.7 and an eighth sensor 6.8).
Detailed Description
The invention is described in further detail below with reference to the figures and the specific embodiments.
The invention provides an asphalt pavement stability testing method during in-service orthotropic steel bridge deck U rib supplement inner welding aiming at a welding process test for maintaining and reinforcing U rib inner angle welding seams of an in-service orthotropic steel bridge deck, and provides a stability testing and judging method for an asphalt concrete pavement layer on the top of a steel bridge deck so as to accurately obtain a temperature field during actual U rib inner angle welding seams of the in-service orthotropic steel bridge deck.
Before supplementary welding is carried out on the inner corner welding seams of U ribs of the orthotropic steel bridge deck in service, in order to avoid accidents such as penetration and burning of the bridge deck plate, bonding failure of an asphalt pavement layer and the like caused by direct welding on the bridge in service, a welding process test is required to be carried out, and welding parameters are determined. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inner welding carries out deep research on the manufacturing process of a segment model including the U rib inner welding, the type of the temperature sensor in the segment model, the arrangement of the temperature test points along the longitudinal direction and the transverse direction, the acquisition of the temperature sensor data in the welding process, the post-processing of the acquired data and the stability judgment of an asphalt concrete pavement layer.
The invention discloses a method for testing asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement internal welding, which samples a pipe segment model for testing and comprises the following steps:
step 1), manufacturing a steel member of a segment model of an in-service orthotropic steel bridge deck;
step 2), setting temperature test points in the steel member;
step 3), installing an outer sleeve frame outside the steel member;
step 4), paving asphalt pavement layers on the steel members to form segment models;
step 5), fixing the segment model in a mode consistent with the posture of the in-service orthotropic steel bridge deck;
step 6), debugging temperature test points and temperature acquisition instruments in the segment models;
step 7), carrying out U rib inner welding in the segment model and collecting temperature data of the temperature test points;
step 8), processing the temperature data to obtain temperature data of different areas in the U-rib inner welding process;
and 9) judging the influence of the U-rib inner welding on the asphalt pavement layer according to the temperature data of different areas and the interface form of the asphalt pavement layer.
Each step of the method for testing the asphalt pavement stability during the in-service orthotropic steel bridge deck U rib supplement inner welding will be described in detail with reference to the attached drawings.
Step 1), manufacturing a steel member of a segment model of the orthotropic steel bridge deck of the in-service bridge.
Aiming at an orthotropic steel bridge deck of an in-service bridge needing U-rib internal welding, a segment comprising a top plate and 1U rib is selected to manufacture a segment model with a geometric similarity ratio of 1:1, the transverse width of the segment model is the central distance between two adjacent U ribs, and the longitudinal length of the segment model is 1 m.
According to the welding parameters and the welding process of the U ribs of the in-service orthotropic steel bridge deck, the U ribs are welded with the outer corner welding seams of the steel plates of the top plate to form a steel member comprising the U ribs and the steel top plate.
Specifically, referring to fig. 1, according to a manufacturing process of a conventional orthotropic steel bridge deck plate, a steel roof plate 1 and a U rib 2 are welded in an outer corner welding manner to form a U rib outer corner welding seam 4.
In the implementation process of the embodiment, the length and the width of the segment model can be respectively 1m (or more) and the width of the space between two adjacent U-shaped ribs. The outer corner between the steel top plate 1 and the U rib 2 is welded with the same-service bridge, and the thickness and welding process of the steel top plate 1 and the U rib 2 are included.
And 2) setting a temperature test point in the steel member.
After the steel member in the step 1) is cooled, two rows of temperature sensors 6 are arranged on the top surface of the steel roof along the longitudinal direction of the steel roof, as shown in fig. 1 and 2. The steel member needs to be cooled to avoid scalding and sensor pasting failure in sensor laying and marking off.
And symmetrically arranging temperature sensors 6 on the top surface of the steel top plate 1 according to the fact that the straight line where the inner angle welding seam 5 is located is a symmetrical line. The temperature sensors 6 are affixed to the top surface of the steel top plate 1 by temporary fixing means, wherein each sensor 6 is led out of the steel top plate 1 through a lead wire.
More specifically, the temperature sensor 6 is arranged by taking a U-rib inner angle welding seam 5 as a symmetrical line, a temperature measuring contact of the temperature sensor 6 is closely connected with the top surface of the steel top plate 1, the sensor 6 and a lead thereof are temporarily fixed by adopting silicone grease with high heat conductivity coefficient and are adhered to the top surface of the steel top plate 1, and then the temperature sensor 6 is led out of the plane range of the steel top plate 1 according to the sequence of wire numbers and is connected to a temperature acquisition instrument. The distance between the two rows of temperature sensors 6 in the segment model and the distance between the two ends in the length direction of the segment model are equal, and generally not less than 100mm, so that the influence of the segment boundary effect on temperature transmission is reduced.
The temperature sensor 6 is arranged by taking the central line of the U-rib inner angle welding seam 5 as a symmetrical line, and the temperature at the central line of the U-rib inner angle welding seam 5 is highest. The temperature measuring contact of the temperature sensor 6 is closely connected with the top surface of the steel top plate 1, the temperature measuring contact of the temperature sensor 6 is in a point shape, and the temperature of the top surface of the steel top plate 1 can be directly measured by adopting close connection. The sensor 6 and the lead thereof are temporarily fixed by the silicone grease with high heat conductivity coefficient, and the silicone grease can be initially fixed and can realize high-efficiency temperature conduction.
As shown in fig. 2 and 3, 5 sensors, i.e., the first sensor 6.1, the second sensor 6.2, the third sensor 6.3, the fourth sensor 6.4, and the fifth sensor 6.5, are arranged in the 1 st row, and are arranged along the transverse direction of the steel roof 1 such that the distances from the center to both sides are gradually increased, the distance between the adjacent sensors (the second sensor 6.2 and the third sensor 6.3, and the third sensor 6.3 and the fourth sensor 6.4) on the side close to the centerline is 30mm, and the distance between the adjacent sensors (the first sensor 6.1 and the second sensor 6.2, and the fourth sensor 6.4 and the fifth sensor 6.5) on the side far from the centerline is 50 mm. According to finite element calculation, the temperature of the central line of the welding seam is highest, the temperature in the range of 30mm close to the central line exceeds 80 ℃, the temperature in the range of 30 mm-80 mm in the transverse direction exceeds 50 ℃, and the temperature outside 80mm is gradually close to the initial temperature of 20 ℃.
As shown in fig. 2 and 3, the 2 nd sensors, i.e., the sixth sensor 6.6, the seventh sensor 6.7, and the eighth sensor 6.8, are arranged, the lateral positions respectively correspond to the outermost sensors (the first sensor 6.1 and the fifth sensor 6.5) in the 1 st row and the middle sensors (the third sensor 6.3) in the 1 st row, the distance between the adjacent sensors is 80mm, the 2 nd row sensors are a comparison group of the 1 st row sensors, and the distance between the front and rear rows of sensors is 200 mm. The second row of temperature sensors is used for comparing, checking and verifying the test data.
The temperature sensors 6 arranged on the top surface of the steel roof 1 are arranged according to a certain rule, wherein the third sensor 6.3 and the seventh sensor 6.7 are both right above a welding line of a U-rib inner angle welding seam 5, the first sensor 6.1 and the fifth sensor 6.5, the second sensor 6.2 and the fourth sensor 6.4, and the sixth sensor 6.6 and the eighth sensor 6.8 are respectively symmetrically arranged in the transverse direction by taking a connecting line of the third sensor 6.3 and the seventh sensor 6.7 (the welding line of the U-rib inner angle welding seam 5) as a symmetrical line, wherein the distance between the first sensor 6.1 and the second sensor 6.2 is 2 times of the distance between the second sensor 6.2 and the third sensor 6.3, namely, the closer the welding line of the U-rib inner angle welding seam 5 is, the denser the temperature sensors 6 are arranged. In addition, the positions of the first sensor 6.1 and the sixth sensor 6.6, and the positions of the fifth sensor 6.5 and the eighth sensor 6.8 in the transverse direction should coincide, respectively.
And 3), installing an outer sleeve frame outside the steel member.
And after the temperature sensors 6 are arranged, installing a steel outer sleeve frame outside the steel member so as to facilitate the paving construction control of the asphalt concrete. The steel outer sleeve frame is used for limiting the frame during compaction operation of the asphalt pavement layer, so that the condition that the periphery of asphalt concrete is scattered during compaction is avoided, and the construction efficiency of the asphalt pavement layer is also improved. According to the plane size of the steel top plate 1 of the steel component, a quadrilateral steel outer sleeve frame is manufactured, the plate thickness is 10mm, and the plate height is 80 mm.
After the sensor 6 is initially fixed, an opening position can be arranged on the outer sleeve frame according to a lead outlet of the sensor 6, and the lead is safely led out.
And 4) paving asphalt pavement layers on the steel members to form segment models, specifically, brushing an adhesive layer on the top surface of the steel top plate 1, paving a first asphalt concrete pavement layer with the thickness of 30mm after 2 hours, realizing second-layer fixing and embedding of the temperature sensor 6 and the lead wires thereof, and hammering the first asphalt pavement layer longitudinally and transversely firstly by using a steel hammer with the diameter of 80mm to compact the first asphalt pavement layer 3.
After the sensor 6 is secondarily fixed by using the adhesive, it is necessary to wait for 2 hours for the adhesive to be cured. In order to avoid the damage of the sensors and the leads caused by mechanical construction, the first layer of construction is carried out manually, the sensors with the diameter of 4mm can be completely covered and protected by the first layer of asphalt concrete pavement layer with the thickness of 30mm, and the thickness requirement of asphalt concrete molding is met; and manual hammering is adopted, so that the sensor and the lead are well protected, and the laying quality of the periphery of the outer sleeve frame can be ensured.
After 1 hour, brushing a bonding layer on the surface of the compacted first asphalt pavement layer, continuously paving asphalt concrete on the segment model by adopting the same process as that of the in-service bridge according to the values of the thickness, the compaction degree and the like of the asphalt pavement layer of the in-service bridge, ensuring the bonding performance between the two asphalt pavement layers and forming the whole stress. After the asphalt is solidified and cooled, the asphalt pavement layer 3 with the same thickness and compactness as the asphalt pavement layer of the in-service bridge is formed.
So far, a section model with the asphalt pavement layer 3, the steel top plate 1 and the U ribs 2 welded with the external fillet welds is formed.
And a full-scale stage model completely consistent with the in-service orthotropic steel bridge deck is adopted for simulation, so that the feasibility of performing supplementary welding on the U-rib inner corner welding seam is reflected more truly.
And 5) fixing the segment model to a welding test bed in a mode of consistent posture with the orthotropic steel bridge deck of the in-service bridge.
The four corners of the segment model are fixed to the welding process test bed through the code plates, the segment model is clamped and fixed in a reliable mode, the posture of the segment model is consistent with that of an in-service bridge, namely the inner angle of the U rib 2 is in an overhead welding posture. Therefore, local and overall deformation caused by the welding temperature of the segment model in the welding process can be ensured, and the safety accidents such as side turning and the like caused by overlarge deformation are prevented.
And 6), debugging the temperature test points and the temperature acquisition instrument in the segment model. And connecting the leads of the temperature sensors 6 distributed in the segment model to the temperature measuring channels of the temperature acquisition instrument in sequence according to the numbers, and performing zeroing processing on display data of each channel. The zeroing process ensures that the test temperature is the absolute temperature rise and fall variation value starting from "0".
And 7) carrying out U-rib inner welding in the segment model and collecting temperature data of the temperature test points.
And welding the inner angle between the steel top plate 1 and the U rib 3 according to a planned U rib inner welding process to form a U rib inner angle welding seam 5.
According to the welding process of carrying out U-rib inner angle repair welding on an actual bridge, welding the U-rib inner angles of the section models, recording the temperature change of each temperature measuring point (each temperature sensor 6) in the whole process according to the acquisition frequency of 1 time/s, and recording the process from the start of inner welding to the time when the measured value of each temperature measuring point is not changed.
When the inner corners of the U ribs are welded, the temperatures of the first temperature sensor 6.1 to the eighth temperature sensor 6.8 are simultaneously collected, and the change of the temperatures along with the time is recorded.
The welding temperature changes very sharply during the U-rib inner welding, the test frequency of 1 time/s is to obtain the absolute value or the approximate value of the 'highest temperature', and the temperature value at each moment is collected so as to form a temperature continuous curve.
And 8) processing the temperature data of the temperature acquisition instrument to obtain the temperature data of different areas in the U-rib inner welding process.
And respectively drawing the change curves of the temperatures of the 8 temperature test points along with the time, wherein the temperature test point at the same position of the 1 st row and the 2 nd row takes the larger value of the two points to form 5 temperature-time curves distributed according to the transverse position of the 5 test points of the 1 st row. And respectively measuring the time length and the highest temperature of the temperature exceeding the final pressure temperature of the asphalt from the 5 temperature time course curves. Because the temperature test value may have lag in 1s, the data of two points are compared to obtain a larger value, so that the test data distortion caused by the test lag is avoided.
Specifically, for the processing of temperature data, the weld line position takes the maximum of the temperatures of the third and seventh sensors 6.3, 6.7 as the temperature there; the first sensor 6.1 and the sixth sensor 6.6 take the maximum value of the temperature in the two measuring points as the temperature at the transverse position; the fifth sensor 6.5 and the eighth sensor 6.8 take the maximum of the temperatures at the two measuring points as the temperature at this lateral position. Finally, the temperature of the single-row 5 temperature test point positions is formed, a transverse temperature distribution curve in the welding process is drawn, and a basis is provided for judging the transverse width of a temperature overheating area in the U-rib inner welding process.
And 9) judging the influence of the U-rib inner welding on the asphalt pavement layer according to the temperature data of different areas and the interface form of the asphalt pavement layer.
And (4) according to the data obtained in the step (8), evaluating whether the U-rib inner welding damages the asphalt pavement layer of the orthotropic steel bridge deck of the in-service bridge by combining the appearance of the asphalt pavement layer interface of the segment model after the U-rib inner corner repair welding.
And grasping the high-temperature characteristic of welding from the time length and the highest temperature, obtaining the influence of the highest welding temperature on the high-temperature stability of the asphalt pavement layer, and evaluating the bonding capacity and the stability of the asphalt pavement layer from the high-temperature duration length.
The high-temperature stability and the bonding performance of the asphalt pavement layer are more directly and qualitatively evaluated in combination with the visual appearance change of the asphalt pavement layer; and then, associating the test data, and comprehensively evaluating.
Specifically, the duration of the temperature overheating is judged according to the temperature time course curves of the 5 temperature test point positions. And comprehensively judging the feasibility and the safety of welding the inner angles of the U ribs of the orthotropic steel bridge deck in service by comprehensively testing the duration of temperature overheating, the transverse distribution width and the appearance quality of the interface between the asphalt pavement layer and the steel plate after the inner welding of the U ribs.
The method for testing the asphalt pavement stability during the supplement of the U rib of the orthotropic steel bridge deck in service and the internal welding can accurately test the temperature distribution at the interface of the top plate and the asphalt when the U rib of the orthotropic steel bridge deck of the bridge in service performs the welding process test of repairing and strengthening the internal welding seam and supplementing the welding seam, provides temperature judgment data for the high-temperature stability of an asphalt concrete pavement layer, the bonding strength between structural layers and the like, has the advantages of simple operation, reliable result, stable test process, elimination of the influence of human factors and the like, and further provides a convenient and credible test means for the welding process test.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A method for testing asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement internal welding comprises the following steps:
step 1), manufacturing a steel member of a segment model of an in-service orthotropic steel bridge deck;
step 2), setting temperature test points in the steel member;
step 3), installing an outer sleeve frame outside the steel member;
step 4), paving asphalt pavement layers on the steel members to form segment models;
step 5), fixing the segment model in a mode consistent with the posture of the orthotropic steel bridge deck of the in-service bridge;
step 6), debugging temperature test points and temperature acquisition instruments in the segment models;
step 7), carrying out U rib inner welding in the segment model and collecting temperature data of the temperature test points;
step 8), processing the temperature data to obtain temperature data of different areas in the U-rib inner welding process;
and 9) judging the influence of the U-rib inner welding on the asphalt pavement layer according to the temperature data of different areas and the interface form of the asphalt pavement layer.
2. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to claim 1, which is characterized in that: in the step 1), selecting a segment of the in-service bridge comprising a top plate and 1U rib, and making a segment model according to a geometric similarity ratio of 1:1, wherein the transverse width of the segment model is the central distance between two adjacent U ribs, and the longitudinal length of the segment model is not less than 1 m.
3. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to claim 2, which is characterized in that: in the step 2), temperature sensors are symmetrically distributed on the top surface of the steel top plate of the segment model by taking the straight line of the U-rib inner angle welding seam as a symmetrical line, and each temperature sensor is adhered to the top surface of the steel top plate by adopting a temporary fixing measure and is led out of the steel top plate through a lead.
4. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to any one of claims 1 to 2, which is characterized by comprising the following steps: two rows of temperature sensors are arranged in the length direction of the segmental model, and the distances between the two rows of temperature sensors and the two ends of the segmental model are equal to each other and are not less than 100 mm.
5. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to claim 4, which is characterized in that: the first row of temperature sensors are arranged along the transverse direction of the steel top plate in a mode that the distance from the middle to two sides is gradually enlarged; the spacing of adjacent sensors closer to the line of symmetry is 30mm and the spacing of adjacent sensors further from the line of symmetry is 50 mm.
6. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to claim 5, which is characterized in that: the first row of temperature sensors comprises 5 temperature sensors.
7. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to claim 5, which is characterized in that: the transverse positions of the second row of temperature sensors respectively correspond to the outermost sensors of the first row and the sensors at the middle positions of the first row, the distance between the adjacent sensors of the second row is 80mm, and the distance between the temperature sensors of the second row and the temperature sensors of the first row is 200 mm.
8. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to claim 4, which is characterized in that: in the step 7), the acquisition frequency of the temperature acquisition instrument is 1 time/s, and the temperature of each temperature measuring point is recorded from the start of the U-rib inner welding to the time when the measured value of each temperature measuring point is not changed.
9. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to claim 4, which is characterized in that: in the step 8), a larger value is selected as the temperature of the temperature test point for the thicker temperature sensors on the outer side of the first row and the symmetrical line and the second row of temperature sensors at the corresponding position, the temperature time course curves of the temperature test points are respectively drawn, and the time length and the highest temperature of the temperature exceeding the final pressure temperature of the asphalt are respectively measured from the temperature time course curves.
10. The method for testing the asphalt pavement stability during in-service orthotropic steel bridge deck U rib supplement inside welding according to claim 9, wherein the method comprises the following steps: in the step 9), the feasibility and the safety of the welding process of the U rib inner welding of the orthotropic steel bridge deck in service are comprehensively judged according to the duration of the temperature overheating, the transverse distribution width and the appearance quality detection of the interface between the asphalt pavement layer and the steel plate after the U rib inner welding.
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| CN102519748A (en) * | 2011-12-26 | 2012-06-27 | 同济大学 | Actual bridge loading and long-term monitoring test method for asphalt pavement of beam steel bridge |
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| CN109024223A (en) * | 2018-08-16 | 2018-12-18 | 武汉锂鑫自动化科技有限公司 | The method and steel box-girder of U ribs of steel box girder and panel junction supplement inside weld |
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2021
- 2021-12-13 CN CN202111537033.6A patent/CN114324456A/en active Pending
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| CN102519748A (en) * | 2011-12-26 | 2012-06-27 | 同济大学 | Actual bridge loading and long-term monitoring test method for asphalt pavement of beam steel bridge |
| CN206670815U (en) * | 2017-02-24 | 2017-11-24 | 中交公规土木大数据信息技术（北京）有限公司 | The temperature monitoring system that Steel Bridge Deck ERS mats formation |
| CN109024223A (en) * | 2018-08-16 | 2018-12-18 | 武汉锂鑫自动化科技有限公司 | The method and steel box-girder of U ribs of steel box girder and panel junction supplement inside weld |
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