CN114964468A - Bridge vibration monitoring method and system based on BIM and terminal equipment - Google Patents
Bridge vibration monitoring method and system based on BIM and terminal equipment Download PDFInfo
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Abstract
The invention discloses a bridge vibration monitoring method, a system and terminal equipment based on BIM, wherein the method comprises the following steps: when a vehicle runs on a bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data based on an intelligent terminal in the vehicle, and obtaining vehicle body angular acceleration data according to the vehicle body angular velocity data; determining vertical acceleration data at the front wheels of the vehicle body and vertical acceleration data at the rear wheels of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data; according to the vertical acceleration data of the front wheel of the vehicle body and the vertical acceleration data of the rear wheel of the vehicle body, determining contact point acceleration data of the wheels of the vehicle and the bridge, and according to the contact point acceleration data, determining natural vibration frequency data of the bridge. The invention is beneficial to knowing the state of the bridge in real time and also reduces the cost of installing the fixed sensor on the vehicle.
Description
Technical Field
The invention relates to the technical field of bridge monitoring, in particular to a bridge vibration monitoring method and system based on BIM and terminal equipment.
Background
At present, a bridge health monitoring system is arranged on a major bridge to monitor the environmental conditions, the bearing load, the component parameters and the like of the bridge in real time, so that the real-time monitoring of the bridge in the operation state is realized, and the evaluation of the health state of the bridge through monitoring information is taken as a novel information management and maintenance means. However, in the face of problems of low capital investment, small monitoring scale and the like, most of the detection history data of a part of bridges are filed in a paper monitoring report form, the digitization degree is low, the operability is poor, the monitoring data are embodied in a single number, the visualization degree is low, a large amount of redundant data are accumulated in the long-term monitoring process, the function of collected data is not well exerted, the monitoring data are difficult to analyze and process from multiple dimensions, and early warning and decision making are difficult to make in time when an emergency occurs.
In addition, the bridge state is mostly detected through the fixed sensor of installation to current monitoring of bridge, and comparatively reliable data can be gathered to fixed sensor, but the fixed sensor of installation need face the difficult problem of investing in greatly, sensor power supply and later maintenance. And the measuring frequency of the sensor is not enough, so that the state of the bridge cannot be known in real time.
Thus, there is a need for improvements and enhancements in the art.
Disclosure of Invention
The technical problem to be solved by the present invention is to provide a bridge vibration monitoring method, system and terminal device based on BIM, aiming at solving the problems that the fixed sensor is installed for bridge monitoring in the prior art, the cost is high, and the state of the bridge cannot be known in real time.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
in a first aspect, the present invention provides a bridge vibration monitoring method based on BIM, wherein the method includes:
when a vehicle runs on a bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data based on an intelligent terminal in the vehicle, and obtaining vehicle body angular acceleration data according to the vehicle body angular velocity data;
determining vertical acceleration data at the front wheels of the vehicle body and vertical acceleration data at the rear wheels of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data;
determining contact point acceleration data of the wheels of the vehicle and the bridge according to the vertical acceleration data at the front wheels of the vehicle body and the vertical acceleration data at the rear wheels of the vehicle body, and determining natural vibration frequency data of the bridge according to the contact point acceleration data.
In one implementation, when a vehicle runs on a bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data based on an intelligent terminal in the vehicle, includes:
when the vehicle runs on the bridge, acquiring the vehicle body acceleration data and the vehicle body angular velocity data in real time based on an acceleration sensor and a gyroscope sensor preset on the intelligent terminal;
and classifying the vehicle body acceleration data and the vehicle body angular speed data, and storing the vehicle body acceleration data and the vehicle body angular speed data into a preset database.
In one implementation, the acquiring vehicle body acceleration data and vehicle body angular velocity data when the vehicle is driving on the bridge further includes:
and displaying the vehicle body acceleration data and the vehicle body angular velocity data in a graph mode.
In one implementation, the acquiring vehicle body acceleration data and vehicle body angular velocity data when the vehicle is driving on the bridge further includes:
and filtering the vehicle body acceleration data, wherein the filtering comprises noise filtering of the vehicle body acceleration data, moving average filtering of the vehicle body acceleration data and filtering of abnormal values in the vehicle body acceleration data.
In one implementation, the obtaining vehicle body angular acceleration data according to the vehicle body angular velocity data further includes:
and carrying out equal-time-distance interpolation processing on the vehicle body acceleration data.
In one implementation, the determining vertical acceleration data at front wheels and vertical acceleration data at rear wheels of a vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data includes:
acquiring a pre-established dynamic balance equation of a vehicle body and wheels of the vehicle;
and determining the vertical acceleration data at the front wheel of the vehicle body and the vertical acceleration data at the rear wheel of the vehicle body based on the dynamic balance equation, the vehicle body acceleration data and the vehicle body angular acceleration data.
In one implementation manner, the contact point acceleration data of the wheels of the vehicle and the bridge is determined according to the vertical acceleration data at the front wheels of the vehicle body and the vertical acceleration data at the rear wheels of the vehicle body, and the natural vibration frequency data of the bridge is determined according to the contact point acceleration data, including;
substituting the vertical acceleration data at the front wheel of the vehicle body and the vertical acceleration data at the rear wheel of the vehicle body into a preset four-degree-of-freedom vehicle axle coupling calculation formula to obtain the acceleration data of the contact point;
and carrying out discrete Fourier transform on the contact point acceleration data to obtain the natural vibration frequency data.
In a second aspect, an embodiment of the present invention further provides a bridge vibration monitoring system based on BIM, where the system includes a vehicle and an intelligent terminal located in the vehicle, and the intelligent terminal includes:
the data acquisition and processing module is used for acquiring vehicle body acceleration data and vehicle body angular velocity data when a vehicle runs on a bridge, and obtaining the vehicle body angular acceleration data according to the vehicle body angular velocity data;
the data analysis module is used for determining vertical acceleration data at the front wheel of the vehicle body and vertical acceleration data at the rear wheel of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data;
and the self-vibration frequency determining module is used for determining contact point acceleration data of the wheels of the vehicle and the bridge according to the vertical acceleration data of the front wheels of the vehicle body and the vertical acceleration data of the rear wheels of the vehicle body, and determining the self-vibration frequency data of the bridge according to the contact point acceleration data.
In a third aspect, an embodiment of the present invention further provides a terminal device, where the terminal device includes a memory, a processor, and a BIM-based bridge vibration monitoring program that is stored in the memory and is executable on the processor, and when the processor executes the BIM-based bridge vibration monitoring program, the step of the BIM-based bridge vibration monitoring method according to any one of the above schemes is implemented.
In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium, where a BIM-based bridge vibration monitoring program is stored on the computer-readable storage medium, and when the BIM-based bridge vibration monitoring program is executed by a processor, the steps of the BIM-based bridge vibration monitoring method according to any one of the above schemes are implemented.
Has the advantages that: compared with the prior art, the invention provides a bridge vibration monitoring method based on BIM, which comprises the following steps: when a vehicle runs on a bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data based on an intelligent terminal in the vehicle, and obtaining vehicle body angular acceleration data according to the vehicle body angular velocity data; determining vertical acceleration data at the front wheels of the vehicle body and vertical acceleration data at the rear wheels of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data; determining contact point acceleration data of wheels of the vehicle and the bridge according to the vertical acceleration data of the front wheels of the vehicle body and the vertical acceleration data of the rear wheels of the vehicle body, and determining natural vibration frequency data of the bridge according to the contact point acceleration data. According to the invention, the intelligent terminal in the vehicle acquires relevant data in the driving process of the vehicle, and the acquired data is processed and analyzed in real time, so that the vibration frequency data of the bridge is determined, the state of the bridge is known in real time, and the cost for installing the fixed sensor on the vehicle is reduced.
Drawings
Fig. 1 is a flowchart of a specific implementation of a bridge vibration monitoring method based on BIM according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a four-degree-of-freedom axle coupling model of a bridge vibration monitoring method based on BIM according to an embodiment of the present invention.
Fig. 3 is a schematic diagram of a four-degree-of-freedom biaxial semi-vehicle model of a bridge vibration monitoring method based on BIM according to an embodiment of the present invention.
Fig. 4 is a diagram illustrating an effect of data processing in the bridge vibration monitoring method based on BIM according to an embodiment of the present invention.
Fig. 5 is a schematic diagram of a bridge vibration monitoring system based on BIM according to an embodiment of the present invention.
Fig. 6 is a schematic diagram of a terminal device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and effects of the present invention clearer and clearer, the present invention is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The embodiment provides a bridge vibration monitoring method based on BIM, which can monitor the state of a bridge in real time and reduce the cost of installing a fixed sensor on the bridge. During specific implementation, when a vehicle runs on a bridge, the vehicle body angular acceleration data and the vehicle body angular velocity data are collected based on an intelligent terminal in the vehicle, and the vehicle body angular acceleration data are obtained according to the vehicle body angular velocity data. And then, determining the vertical acceleration data of the front wheel of the vehicle body and the vertical acceleration data of the rear wheel of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data. And finally, determining contact point acceleration data of the wheels of the vehicle and the bridge according to the vertical acceleration data of the front wheels of the vehicle body and the vertical acceleration data of the rear wheels of the vehicle body, and determining the natural vibration frequency data of the bridge according to the contact point acceleration data. Therefore, the embodiment collects relevant data in the driving process of the vehicle through the intelligent terminal in the vehicle, and carries out real-time processing and analysis on the collected data, so that the vibration frequency data of the bridge are determined, the state of the bridge is favorably known in real time, and the cost for installing the fixed sensor on the vehicle is also reduced.
Exemplary method
The bridge vibration monitoring method based on the BIM can be applied to an intelligent terminal, and the intelligent terminal can be a mobile phone of a user. In practical application, a user carries the intelligent terminal to take a vehicle, the vehicle runs on a bridge, and relevant data are collected and analyzed in real time in the running process, so that the state of the bridge is monitored in real time. In specific implementation, as shown in fig. 1, the bridge vibration monitoring method based on BIM of the embodiment includes the following steps:
s100, when a vehicle runs on a bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data based on an intelligent terminal in the vehicle, and obtaining vehicle body angular acceleration data according to the vehicle body angular velocity data.
In the present embodiment, the monitoring of the state of the bridge is implemented based on the monitoring principle of four-degree-of-freedom axle coupling. Referring to fig. 2, a simple beam and a four-freedom vehicle model are shown in fig. 2, and the monitoring principle will be described below.
When the mass of the vehicle is much less than that of the bridge, the effect of the vehicle on the bridge can be seen as a pair of vertical movement concentrated forces that change over time. When damping of the simply supported beam and the vehicle tire is not considered, the partial differential equation of the simply supported beam bridge can be listed as:
wherein the content of the first and second substances,
e, I, the mass of the bridge in unit length, the elastic modulus of the bridge material and the inertia moment of the bridge section;
x represents the position of the considered unit in the longitudinal direction of the bridge, and the value range is [0, L ];
l is the span of the simply supported girder bridge;
u, u-bridge vertical displacement, bridge vertical acceleration;
f (t) -the contact force between the bridge and the vehicle.
Assuming that the vehicle mass is much less than the bridge mass, the axle coupling effect can be neglected, the vehicle-to-bridge effect can be considered as a pair of moving vertically concentrated loads, and the contact force between the axles can be expressed as:
wherein, delta is a unit pulse function and is used for reflecting that only the interaction force exists at the contact point of the axle and no interaction force exists at the rest positions. H is a unit step function and is used for reflecting that the wheel only has interaction force on the simply supported beam bridge, and once the wheel leaves the simply supported beam bridge, the interaction force does not exist.
In the formula P k Can be represented by formula (3):
wherein m is v ,m k -vehicle body mass, vehicle kth axle wheel mass;
d,d k -vehicle wheelbase, the distance of the vehicle's kth wheelbase from the vehicle's center of mass;
g-acceleration of gravity.
δ is a unit pulse function that reflects the presence of interaction only at the axle contact point and the absence of interaction at the remaining locations. H is a unit step function and is used for reflecting that the wheel only has interaction force on the simply supported girder bridge, and once the wheel leaves the simply supported girder bridge, the interaction force does not exist.
Δ t represents the time required for the vehicle to pass through the bridge, and is represented by equation (4):
in the formula, L is the span of the simply supported girder bridge;
v-vehicle speed.
t k The time required for the k-th axle of the vehicle to enter the simple girder bridge is expressed by formula (5):
and then solving by adopting a modal superposition method, and only considering the former n-order mode. For a simply supported beam, the vertical displacement u of the beam can be expressed as the superposition of the displacement of each order mode, and is expressed by the formula (6):
in the formula, q bn (t) -nth order modal displacement of the simply supported beam.
By substituting the formula (6) into the formula (1), the formula (7) can be obtained
For equation (7), both sides of the equation are multiplied simultaneously
And is integrated along the beam length L, and from the orthogonality of the mode shapes, equation (8) can be obtained, and thus equation (7) can be simplified to equation (9).
N-th order natural frequency W of bridge bn Can be expressed by equation (10):
the external excitation function fn (t) can be expressed by equation (11):
by substituting equation (2) into equation (11), equation (12) can be obtained.
Formula (13) can be obtained by substituting formula (10) and formula (11) into formula (9).
Assuming that the initial vibration vertical displacement and the vibration vertical velocity of the bridge are zero, qbn (t) is 0,
Then, for equation (13), the second-order constant coefficient non-homogeneous differential equation is solved, and equation (14) can be obtained.
Wherein the coefficient A n ，S n Can be expressed by formula (15) and formula (16):
substituting the formula (14) into the formula (6) can obtain bridge displacement data u (x, t):
when the vehicle moves on the bridge, the trolley will vibrate vertically through the contact points of the front and rear wheels and the bridge. Respectively using U C1 、U C2 Representing the displacement data of the contact points of the front wheel and the rear wheel, and the coordinates of the contact points of the wheels can be represented by the formula (18) for a vehicle passing at a constant speed
x＝v(t-t k ) (18)
Substituting equation (18) into equation (17) yields:
contact point displacement data U by using sum and difference formula of trigonometric function cR Can be expressed as the sum of a series of trigonometric functions, for example, two terms in formula (19) are simplified, as shown in formulas (20) and (21):
wherein the phase angle theta n1 ,θ n2 ,θ n3 Can be expressed by formula (22), formula (23) and formula (24)
Therefore contact point displacement data U CR Can be represented by formula (25):
wherein the phase angle theta n4 ,θ n5 ,θ n6 Can be expressed by formula (26), formula (27), formula (28):
it can be found from the formula (25) that the frequency components of the contact point displacement data mainly comprise the driving frequency of 2n pi v/l and the left-shift frequency w of the bridge bn N pi v/l, bridge right shift frequency w bn + n π v/l, does not contain a portion of the vehicle frequency. Therefore, the contact point data can be compared with the vehicle body data, and the bridge mode information and the dynamic characteristics can be extracted more easily. The contact point acceleration data only needs to be derived twice from the contact point displacement data, and also comprises bridge left shift frequency and bridge right shift frequency, so that the vibration frequency information of the bridge can be extracted from the four-freedom-degree wheel contact point acceleration data.
However, in an actual test environment, the acceleration data of the contact point of the wheel cannot be directly measured, but the acceleration data of the contact point of the wheel and the bridge can be indirectly obtained by collecting the vehicle body data through the intelligent terminal. The specific method is to set up dynamic balance equations (equations 29-32) of the vehicle body and the wheels on the assumption of a four-degree-of-freedom biaxial semi-vehicle model (as shown in FIG. 3).
When theta is small, wherein the parameter Z 3 、Z 4 Can be expressed by the formulas (33), (34):
z 3 ＝z-d 1 θ (33)
z 4 ＝z+d 2 θ (34)
in the formula, m v ,m 1 ,m 2 -body mass, front wheel mass, rear wheel mass;
i-moment of inertia of the vehicle body;
z,θ,z 1 ,z 2 the vertical displacement response of the mass center of the vehicle body, the corner response of the mass center of the vehicle body, the vertical displacement response of the front wheel and the vertical displacement response of the rear wheel;
k 1 ,k 2 ,k 3 ,k 4 -front tyre stiffness, rear tyre stiffness, front suspension stiffness, rear suspension stiffness;
c 1 ,c 2 -front suspension damping, rear suspension damping;
u c1 ,u c2 ——front wheel contact displacement response, rear wheel contact displacement response.
By improving the Euler method, the relationship between the acceleration data of the contact point of the wheel and the bridge, the vertical acceleration data of the vehicle body and the pitch angle acceleration data of the vehicle body can be obtained. Vertical acceleration data of a vehicle body in an actual environment
And vehicle body pitch angle acceleration data
Can be conveniently obtained through an intelligent terminal placed in the vehicle. The built-in sensors of the intelligent terminal are a three-axis acceleration sensor and a three-axis gyroscope sensor. Thus, the front and rear wheel contact point displacement data for a vehicle is represented as:
based on the above principle description, the present embodiment only needs to determine the contact point acceleration data of the wheels of the vehicle and the bridge, and can extract the vibration frequency information of the bridge based on the above principle description.
In an embodiment, when a vehicle runs on a bridge, a driver or a passenger is seated in the vehicle, and the driver and the passenger carry intelligent terminals, such as mobile phones, so that the vehicle body acceleration data and the vehicle body angular velocity data of the vehicle in a form process can be acquired based on the intelligent terminals, and after the acquisition, the vehicle body angular velocity data can be derived to obtain the vehicle body angular acceleration data.
In one implementation, the step S100 specifically includes the following steps:
step S101, when the vehicle runs on the bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data in real time based on an acceleration sensor and a gyroscope sensor preset on the intelligent terminal;
and S102, classifying the vehicle body acceleration data and the vehicle body angular speed data, and storing the vehicle body acceleration data and the vehicle body angular speed data into a preset database.
Specifically, an acceleration sensor and a gyroscope sensor are arranged in the intelligent terminal, and the acceleration sensor and the gyroscope sensor can be respectively used for acquiring vehicle body acceleration data and vehicle body angular velocity data in real time. And after acquiring the vehicle body acceleration data and the vehicle body angular velocity data, the intelligent terminal acquires a Sensor Manager object by an Activity getSystemservice () method, so as to realize the management service of the Sensor. In this embodiment, the APP of accessible development controls acceleration sensor and gyroscope sensor to carry out data acquisition to still can with the automobile body acceleration data of gathering with the APP of automobile body angular velocity data upload to development, conveniently look over automobile body acceleration degree data with automobile body angular velocity data carries out real-time, so that let the user confirm the information of current collection. In addition, the present embodiment also displays the vehicle body acceleration data and the vehicle body angular velocity data in a graph manner, so that the user can more intuitively know the collected data.
And then, the intelligent terminal sends the acquired vehicle body acceleration data and the vehicle body angular speed data to the rear end, and the vehicle body acceleration data and the vehicle body angular speed data are processed by an information processing module at the rear end. After the rear end receives the vehicle body acceleration data and the vehicle body angular velocity data collected in real time, the present embodiment classifies the vehicle body acceleration data and the vehicle body angular velocity data, and stores the vehicle body acceleration data and the vehicle body angular velocity data in a preset database (for example, SQL server database). In addition, in the embodiment, a pre-programmed Matlab program is further adopted to perform data preprocessing on the acquired vehicle body acceleration data and the vehicle body angular velocity data. The data preprocessing comprises the following steps: and filtering the vehicle body acceleration data and performing equal-time-distance interpolation processing on the vehicle body acceleration data.
Specifically, the filtering processing of the vehicle body acceleration data includes: the noise filtering of the vehicle body acceleration data, the moving average filtering of the vehicle body acceleration data, and the filtering of abnormal values in the vehicle body acceleration data by using the wavelet noise reduction have the effects as shown in fig. 4. Since the data is not isochronism when the sensor of the intelligent terminal samples, so that a very small error exists, the embodiment performs interpolation of the equal time distance on the vehicle body acceleration data by using an interp1() function in Matlab. And finally, carrying out derivation on the vehicle body angular velocity data to obtain vehicle body angular acceleration data.
In an implementation manner, a monitoring data visualization platform is developed based on Revit software in this embodiment, functions of information summarization and information display can be achieved, and when data viewing is achieved, data viewing of the Revit on the SQL server database is completed by an Execute () method in an external command interface IExternalCommand developed by the Revit in this embodiment, where data in the SQL server database includes original data sampled by a smart phone and data processed by Matlab. Calling of database data by Revit is realized by writing codes in Visual studio, and the specific method is that firstly, SQL Server encapsulated classes are quoted in Visual studio, then SqlConnection classes are used for establishing connection with the database, Sqlcommand classes are used for applying instructions to the database, and SqlDataReader classes are used for reading data. And after the codes are written, packaging the codes into dll class library files, and adding windows in the Revit through the addin files so as to read and check data in the Revit.
And S200, determining vertical acceleration data at the front wheels of the vehicle body and vertical acceleration data at the rear wheels of the vehicle body according to the vehicle acceleration data and the vehicle angular acceleration data.
In the embodiment, a pre-established dynamic balance equation (the above equations 29 to 32) of the vehicle body and the vehicle wheels of the vehicle is obtained, the angular acceleration data is derived based on the above equations (33) and (34), and the vertical acceleration at the front wheel of the vehicle body and the vertical acceleration at the rear wheel of the vehicle body are calculated by combining the vehicle body acceleration data after data preprocessing.
Step S300, determining contact point acceleration data of the wheels of the vehicle and the bridge according to the vertical acceleration data of the front wheels of the vehicle body and the vertical acceleration data of the rear wheels of the vehicle body, and determining natural vibration frequency data of the bridge according to the contact point acceleration data.
In specific implementation, the vertical acceleration data at the front wheel of the vehicle body and the vertical acceleration data at the rear wheel of the vehicle body are substituted into a preset four-degree-of-freedom axle coupling calculation formula (i.e., the formula for calculating the displacement data of the front wheel and the rear wheel of the vehicle, formulas 35 and 36), so as to obtain the contact point acceleration data. And then performing discrete Fourier transform on the contact point acceleration data to obtain the natural vibration frequency data. After monitoring the natural vibration frequency data of the bridge, the state of the bridge can be known in real time, so that when the natural vibration frequency data of the bridge is abnormal, early warning information can be sent to the intelligent terminal in time.
In summary, in this embodiment, when the vehicle travels on the bridge, the vehicle body angular acceleration data and the vehicle body angular velocity data are collected based on the intelligent terminal in the vehicle, and the vehicle body angular acceleration data is obtained according to the vehicle body angular velocity data. And then, according to the vehicle body acceleration data and the vehicle body angular acceleration data, determining the vertical acceleration data of the front wheels of the vehicle body and the vertical acceleration data of the rear wheels of the vehicle body. And finally, determining contact point acceleration data of the wheels of the vehicle and the bridge according to the vertical acceleration data of the front wheels of the vehicle body and the vertical acceleration data of the rear wheels of the vehicle body, and determining the natural vibration frequency data of the bridge according to the contact point acceleration data. Therefore, the embodiment collects relevant data in the driving process of the vehicle through the intelligent terminal in the vehicle, and processes and analyzes the collected data in real time, so that the vibration frequency data of the bridge is determined, the state of the bridge is favorably known in real time, and the cost for installing the fixed sensor on the vehicle is also reduced.
Exemplary device
Based on the above embodiment, the invention further provides a bridge vibration monitoring system based on the BIM, the system in this embodiment includes a vehicle and an intelligent terminal located in the vehicle, and when the system is applied specifically, the intelligent terminal can be a mobile phone. Specifically, as shown in fig. 5, the intelligent terminal in this embodiment includes: a data acquisition and processing module 10, a data analysis module 20 and a natural frequency determination module 30. The data acquisition and processing module 10 is configured to acquire vehicle body acceleration data and vehicle body angular velocity data when a vehicle runs on a bridge, and obtain the vehicle body angular acceleration data according to the vehicle body angular velocity data. The data analysis module 20 is configured to determine vertical acceleration data at a front wheel of the vehicle body and vertical acceleration data at a rear wheel of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data. The natural frequency determining module 30 is configured to determine contact point acceleration data of a wheel of the vehicle and a bridge according to the vertical acceleration data at the front wheel of the vehicle body and the vertical acceleration data at the rear wheel of the vehicle body, and determine the natural frequency data of the bridge according to the contact point acceleration data.
In one implementation, the data acquisition and processing module 10 includes:
the sensor data acquisition unit is used for acquiring the vehicle body acceleration data and the vehicle body angular velocity data in real time based on an acceleration sensor and a gyroscope sensor which are preset on the intelligent terminal when the vehicle runs on the bridge;
and the data storage unit is used for classifying the vehicle body acceleration data and the vehicle body angular velocity data and storing the vehicle body acceleration data and the vehicle body angular velocity data into a preset database.
In one implementation, the data collecting and processing module 10 further includes:
and the visual display unit is used for displaying the vehicle body acceleration data and the vehicle body angular velocity data in a chart mode.
In one implementation, the data acquisition and processing module 10 further includes:
the data preprocessing unit is used for filtering the vehicle body acceleration data, and the filtering comprises noise filtering of the vehicle body acceleration data, sliding average filtering of the vehicle body acceleration data and filtering of abnormal values in the vehicle body acceleration data.
In one implementation, the data acquisition and processing module 10 further includes:
and the data interpolation processing unit is used for carrying out equal-time-distance interpolation processing on the vehicle body acceleration data.
In one implementation, the data analysis module 20 further includes:
the data acquisition unit is used for acquiring a pre-established dynamic balance equation of a vehicle body and wheels of the vehicle;
and the analysis unit is used for determining the vertical acceleration data of the front wheels of the vehicle body and the vertical acceleration data of the rear wheels of the vehicle body based on the dynamic balance equation, the vehicle body acceleration data and the vehicle body angular acceleration data.
In one implementation, the natural frequency determination module 30 further includes:
the calculation unit is used for substituting the vertical acceleration data at the front wheel of the vehicle body and the vertical acceleration data at the rear wheel of the vehicle body into a preset four-degree-of-freedom axle coupling calculation formula to obtain the contact point acceleration data;
and the frequency determining unit is used for performing discrete Fourier transform on the contact point acceleration data to obtain the natural vibration frequency data.
The working principle of each module in this embodiment is the same as that of each step in the above method embodiments, and is not described herein again.
Based on the above embodiments, the present invention further provides a terminal device, and a schematic block diagram thereof may be as shown in fig. 6. The terminal equipment comprises a processor and a memory which are connected through a system bus. Wherein the processor of the terminal device is configured to provide computing and control capabilities. The memory of the terminal equipment comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program to run in the non-volatile storage medium. The network interface of the terminal equipment is used for communicating with an external terminal through network communication connection. The computer program is executed by a processor to implement a BIM-based bridge vibration monitoring method.
It will be understood by those skilled in the art that the block diagram of fig. 6 is only a block diagram of a part of the structure related to the solution of the present invention, and does not constitute a limitation to the terminal equipment to which the solution of the present invention is applied, and a specific terminal equipment may include more or less components than those shown in the figure, or may combine some components, or have different arrangements of components.
In one embodiment, a terminal device, such as a mobile phone, is provided, where the terminal device includes a memory, a processor, and a program for a bridge vibration monitoring method based on BIM stored in the memory and executable on the processor, and when the processor executes the program for the bridge vibration monitoring method based on BIM, the following operation instructions are implemented:
when a vehicle runs on a bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data based on an intelligent terminal in the vehicle, and obtaining vehicle body angular acceleration data according to the vehicle body angular velocity data;
determining vertical acceleration data at the front wheels of the vehicle body and vertical acceleration data at the rear wheels of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data;
determining contact point acceleration data of wheels of the vehicle and the bridge according to the vertical acceleration data at the front wheels of the vehicle body and the vertical acceleration data at the rear wheels of the vehicle body, and determining natural vibration frequency data of the bridge according to the contact point acceleration data.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by a computer program, which can be stored in a non-volatile computer-readable storage medium, and can include the processes of the embodiments of the methods described above when executed. Any reference to memory, storage, operational databases, or other media used in embodiments provided herein may include non-volatile and/or volatile memory. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), double-rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), Rambus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
In summary, the invention discloses a bridge vibration monitoring method, a system and a terminal device based on BIM, the method comprises: when a vehicle runs on a bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data based on an intelligent terminal in the vehicle, and obtaining vehicle body angular acceleration data according to the vehicle body angular velocity data; determining vertical acceleration data at the front wheels of the vehicle body and vertical acceleration data at the rear wheels of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data; according to the vertical acceleration data of the front wheel of the vehicle body and the vertical acceleration data of the rear wheel of the vehicle body, determining contact point acceleration data of the wheels of the vehicle and the bridge, and according to the contact point acceleration data, determining the natural vibration frequency data of the bridge. The invention is beneficial to knowing the state of the bridge in real time and reduces the cost of installing the fixed sensor on the vehicle. .
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A bridge vibration monitoring method based on BIM is characterized by comprising the following steps:
when a vehicle runs on a bridge, acquiring vehicle body acceleration data and vehicle body angular velocity data based on an intelligent terminal in the vehicle, and obtaining vehicle body angular acceleration data according to the vehicle body angular velocity data;
determining vertical acceleration data at the front wheels of the vehicle body and vertical acceleration data at the rear wheels of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data;
determining contact point acceleration data of wheels of the vehicle and the bridge according to the vertical acceleration data of the front wheels of the vehicle body and the vertical acceleration data of the rear wheels of the vehicle body, and determining natural vibration frequency data of the bridge according to the contact point acceleration data.
2. The BIM-based bridge vibration monitoring method according to claim 1, wherein the step of collecting the vehicle body acceleration data and the vehicle body angular velocity data based on the intelligent terminal in the vehicle when the vehicle runs on the bridge comprises:
when the vehicle runs on the bridge, acquiring the vehicle body acceleration data and the vehicle body angular velocity data in real time based on an acceleration sensor and a gyroscope sensor preset on the intelligent terminal;
and classifying the vehicle body acceleration data and the vehicle body angular speed data, and storing the vehicle body acceleration data and the vehicle body angular speed data into a preset database.
3. The BIM-based bridge vibration monitoring method of claim 2, wherein the collecting body acceleration data and body angular velocity data while the vehicle is traveling on the bridge further comprises:
and displaying the vehicle body acceleration data and the vehicle body angular velocity data in a graph mode.
4. The BIM-based bridge vibration monitoring method of claim 2, wherein the collecting body acceleration data and body angular velocity data while the vehicle is traveling on the bridge further comprises:
and filtering the vehicle body acceleration data, wherein the filtering comprises noise filtering of the vehicle body acceleration data, moving average filtering of the vehicle body acceleration data and filtering of abnormal values in the vehicle body acceleration data.
5. The BIM-based bridge vibration monitoring method according to claim 4, wherein obtaining body angular acceleration data according to the body angular velocity data further comprises:
and carrying out equal-time-distance interpolation processing on the vehicle body acceleration data.
6. The BIM-based bridge vibration monitoring method according to claim 1, wherein the determining vertical acceleration data at front wheels and vertical acceleration data at rear wheels of a vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data comprises:
acquiring a pre-established dynamic balance equation of a vehicle body and wheels of the vehicle;
and determining the vertical acceleration data of the front wheel of the vehicle body and the vertical acceleration data of the rear wheel of the vehicle body based on the dynamic balance equation, the vehicle body acceleration data and the vehicle body angular acceleration data.
7. The BIM-based bridge vibration monitoring method according to claim 1, wherein the contact point acceleration data of the wheels of the vehicle and the bridge is determined according to the vertical acceleration data at the front wheels of the vehicle body and the vertical acceleration data at the rear wheels of the vehicle body, and the natural vibration frequency data of the bridge is determined according to the contact point acceleration data, including;
substituting the vertical acceleration data at the front wheel of the vehicle body and the vertical acceleration data at the rear wheel of the vehicle body into a preset four-degree-of-freedom vehicle axle coupling calculation formula to obtain the acceleration data of the contact point;
and performing discrete Fourier transform on the contact point acceleration data to obtain the natural vibration frequency data.
8. The utility model provides a bridge vibration monitoring system based on BIM, its characterized in that, the system includes the vehicle and is located intelligent terminal in the vehicle, intelligent terminal includes:
the data acquisition and processing module is used for acquiring vehicle body acceleration data and vehicle body angular velocity data when a vehicle runs on a bridge, and obtaining the vehicle body angular acceleration data according to the vehicle body angular velocity data;
the data analysis module is used for determining vertical acceleration data at the front wheels of the vehicle body and vertical acceleration data at the rear wheels of the vehicle body according to the vehicle body acceleration data and the vehicle body angular acceleration data;
and the self-vibration frequency determining module is used for determining contact point acceleration data of the wheels of the vehicle and the bridge according to the vertical acceleration data at the front wheels of the vehicle body and the vertical acceleration data at the rear wheels of the vehicle body, and determining the self-vibration frequency data of the bridge according to the contact point acceleration data.
9. A terminal device, comprising a memory, a processor and a BIM-based bridge vibration monitoring program stored in the memory and executable on the processor, wherein the processor implements the steps of the BIM-based bridge vibration monitoring method according to any one of claims 1 to 7 when executing the BIM-based bridge vibration monitoring program.
10. A computer readable storage medium, wherein the computer readable storage medium stores a BIM-based bridge vibration monitoring program, and when the BIM-based bridge vibration monitoring program is executed by a processor, the steps of the BIM-based bridge vibration monitoring method according to any one of claims 1 to 7 are implemented.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116258005A (en) * | 2023-02-23 | 2023-06-13 | 哈尔滨工业大学（深圳） | Bridge deformation prediction method and related device based on InSAR data |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116258005A (en) * | 2023-02-23 | 2023-06-13 | 哈尔滨工业大学（深圳） | Bridge deformation prediction method and related device based on InSAR data |
| CN116258005B (en) * | 2023-02-23 | 2023-11-21 | 哈尔滨工业大学（深圳） | Bridge deformation prediction method and related device based on InSAR data |
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