CN116481448A - Airport fabricated cement concrete pavement deflection monitoring method - Google Patents
Airport fabricated cement concrete pavement deflection monitoring method Download PDFInfo
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- 238000012544 monitoring process Methods 0.000 title claims abstract description 50
- 238000000034 method Methods 0.000 title claims abstract description 46
- 239000004568 cement Substances 0.000 title claims abstract description 18
- 239000013307 optical fiber Substances 0.000 claims abstract description 16
- 238000005452 bending Methods 0.000 claims description 33
- 238000004364 calculation method Methods 0.000 claims description 29
- 230000009471 action Effects 0.000 claims description 11
- 229910001294 Reinforcing steel Inorganic materials 0.000 claims description 6
- 238000006386 neutralization reaction Methods 0.000 claims description 4
- 238000006243 chemical reaction Methods 0.000 claims description 3
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- 229910000831 Steel Inorganic materials 0.000 description 5
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- 238000005516 engineering process Methods 0.000 description 5
- 230000006872 improvement Effects 0.000 description 5
- 239000010959 steel Substances 0.000 description 5
- 238000004458 analytical method Methods 0.000 description 3
- 239000004973 liquid crystal related substance Substances 0.000 description 2
- 239000011159 matrix material Substances 0.000 description 2
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- 238000005260 corrosion Methods 0.000 description 1
- 230000007797 corrosion Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000003822 epoxy resin Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229920000647 polyepoxide Polymers 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
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- 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
- G01B11/18—Measuring arrangements characterised by the use of optical techniques for measuring the deformation in a solid, e.g. optical strain gauge using photoelastic elements
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The invention provides an airport fabricated cement concrete pavement deflection monitoring method, which belongs to the field of engineering monitoring methods, and can collect strain data in an omnibearing and accurate way by arranging a plurality of distributed optical fiber sensors in the pavement, and output strain conditions according to different strain conditions of different wheels on a runway by establishing a strain-deflection inversion model, so that the strain monitoring result is more accurate, automatic monitoring can be realized, and the monitoring cost is reduced.
Description
Technical Field
The invention relates to the field of engineering monitoring methods, in particular to a method for monitoring deflection of an airport fabricated cement concrete pavement.
Background
The fabricated road surface board for the airport is in the initial stage in China, and a related method for monitoring the fabricated road surface structure is required to be established. For the monitoring of assembled road panels, the deflection generated by the panels under the load of the aircraft is one of the important indexes reflecting the overall performance of the panels. The board deflection is overlarge under the action of airplane load, so that the board body is cracked, the base layer is broken, the connecting piece is damaged by stress, and the like, and serious threat is generated to structural safety and operation. And is therefore particularly important for monitoring deflection of fabricated pavement panels.
At present, the method for monitoring the deflection of the assembled pavement surface plate based on the airport is less, but the method is more for structures such as bridges, building structures, tunnels and the like. For bridge deflection monitoring, an inclinometer can be used for monitoring, and deflection of the bridge is solved through inclination change of the bridge under the action of load, but for a road surface structure, the inclinometer has no installation position and cannot be used; for tunnel settlement monitoring, a leveling monitoring technology can be adopted, but for an assembled type road panel, monitoring analysis is required to be carried out on a certain plate under the flight of an airplane, and the method is inapplicable; the embedded displacement meter can also be used for monitoring the deflection of the plate under the load of the airplane, but the service life of the plate is shorter, and the monitoring task can not be completed.
The distributed strain sensing technology is a high-new technology which is developed recently, has the advantages of distributed measurement, large monitoring range, corrosion resistance, high precision and the like, is controllable in large-range layout cost, and is very suitable for monitoring the assembled road surface plate. When the airplane load acts, the strain distribution of the assembled pavement is caused, and the strain distribution is directly related to the strain distribution, so that the assembled pavement can be monitored under the airplane load through strain distribution monitoring.
Disclosure of Invention
Aiming at the problems in the prior art, the method adopts a distributed optical fiber sensing technology to measure the strain distribution caused by the airplane load action, establishes a strain-deflection inversion method, realizes the assembly type pavement deflection monitoring, can realize automatic monitoring and has low cost.
In order to achieve the above purpose, the technical scheme adopted by the invention provides an airport fabricated cement concrete pavement deflection monitoring method, which comprises the following steps: step one: determining the number of sensors, and installing distributed optical fiber sensors;
step two: collecting strain distribution data, and processing the corresponding data to obtain strain values epsilon corresponding to the sensors 1 ～ε n ；
Step three: determining distance from load position to origin by crankshaft distanceA value;
step four: converting the airport runway panel into an elastic beam model, and obtaining a parameter calculation formula of the runway panel according to the elastic beam model;
in this step, it is preferable to convert the airport runway panel into an elastic beam mold having a width of 1m, and obtain the following parameter calculation formula of the runway panel according to the elastic beam mold:
in the above formula: λ represents a characteristic value of compliance of the beam; k represents a foundation reaction coefficient; θ 0 Representing the beam end rotation angle; m is M 0 Representing the beam end bending moment; omega 0 Representing beam end deflection; q (Q) 0 Representing beam end shear forces; x represents the distance from the calculated point to the origin (determining one end of the beam as the origin of coordinates); x is x p Representing the distance from the load acting position to the origin; p represents a concentrated load; θ represents the rotation angle at the calculation point; m represents a bending moment at a calculation point; ω represents deflection at the calculation point; q represents the shear force at the calculation point.
Step five: determining the initial parameter θ in step four 0 、M 0 、ω 0 、Q 0 ；
Step six: calculating the deflection value of the road panel according to a formula
Wherein the formula is: m represents the mass of the lane panel; λ represents a characteristic value of compliance of the beam; θ 0 Representing the beam end rotation angle; m is M 0 Representing the beam end bending moment; omega 0 Representing beam end deflection; q (Q) 0 Representing beam end shear forces; x represents the distance from the calculated point to the origin (determining one end of the beam as the origin of coordinates); x is x p Indicating the loading effectDistance from the location to the origin; p represents a concentrated load; EI represents the bending stiffness of the beam; ω represents deflection at the calculation point; f represents the load force.
According to the technical scheme, the deflection monitoring method has the advantages that the plurality of distributed optical fiber sensors are arranged in the road surface, strain data can be collected in an omnibearing and accurate mode, the strain-deflection inversion model is built, the strain-deflection inversion model outputs strain conditions according to different strain conditions of different wheels on the runway, strain monitoring results are more accurate, automatic monitoring can be achieved, and monitoring cost is reduced.
As a further improvement to the technical scheme, in the first step, the model to be operated of the road panel is determined, and the number of the sensors is determined according to the following formula
n＝Z+4 (34)
Wherein: n represents the number of sensors; z represents the maximum total axis number of the running machine type; distributed optical fiber sensors are distributed inside the reinforcing steel bars, and the reinforcing steel bars are embedded in the middle position of the plate along the length direction of the plate.
As a further improvement to the above technical solution, in step two, the distributed strain on the optical fiber sensor under the action of the external load is extracted by a dynamic analyzer.
As a further improvement to the above technical solution, in the third step, for the multi-axis machine type, when each axis machine passes through the same sensor, a peak value occurs in strain, and the number of axes is determined according to the number of peak values, that is, the number of loads is determined. When the same axle of the airplane wheel passes through two adjacent sensors, the airplane sliding speed can be solved according to the time of passing through the two sensors; the inter-crankshaft distance can be determined from the two peak times of two adjacent crankshafts passing through the same sensor multiplied by the aircraft taxiing speed, and so on, all of the inter-crankshaft distances can be determined.
As a further improvement of the above technical solution, in the fifth step, the parameter P is calculated according to a formula m 、θ 0 、M 0 、ω 0 、Q 0 。
Wherein the formula is as follows: m represents the mass of the lane panel; λ represents a characteristic value of compliance of the beam; p (P) m Representing the concentrated load at the m position; EI represents the bending stiffness of the beam; epsilon m+4 Representing the measured strain value of the m+4 position; y represents the neutralization axis height; y represents the neutralization axis height; g mn Representing a load-plus-influence superposition parameter representing the load superposition at the m-position to the n-position, byAnd (5) calculating to obtain the product.
As a further improvement on the technical proposal, if the application range of the airplane load on the road panel is smaller, the strain of the plate end is 0, M 0 =0, given an initial value ω Initially, the method comprises The method comprises the steps of carrying out a first treatment on the surface of the If load acts on the middle part of the beam, the load P is approximately equal under the condition of smaller wheelbase, and the deflection of the road surface plate is solved by adopting the strain of 4 sensor positions.
Compared with the prior art, the invention has the beneficial effects that:
according to the deflection monitoring method, the plurality of distributed optical fiber sensors are arranged in the road surface, so that strain data can be collected in an omnibearing and accurate manner, a strain-deflection inversion model is established, the strain-deflection inversion model outputs strain conditions according to different strain conditions of different wheels on a runway, the strain monitoring result is more accurate, automatic monitoring can be realized, and monitoring cost is reduced;
drawings
FIG. 1 is a schematic view of a finite length beam in a transformation model according to an embodiment of the present invention;
FIG. 2 is a schematic view of the load application position under different airborne loads in an embodiment of the invention;
FIG. 3 is a simplified schematic diagram of load under different aircraft loads according to an embodiment of the invention;
FIG. 4 is a diagram illustrating the identification of the number of axles and wheelbases of an airplane lifting device according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of an assembled pavement slab deflection back calculation flow in an embodiment of the invention;
FIG. 6 is a diagram illustrating sensor strain under aircraft load in accordance with an embodiment of the present invention;
FIG. 7 is a schematic diagram of the result of the inverse calculation of deflection in an embodiment of the present invention;
in the figure: 1. a foundation; 2. an elastic beam; 3. a sensor; 4. an optical fiber.
Detailed Description
The following description of the embodiments of the present invention will be made more apparent and fully hereinafter with reference to the accompanying drawings, in which some, but not all embodiments of the invention are shown. All other embodiments, which can be made by one of ordinary skill in the art without undue burden on the person of ordinary skill in the art based on embodiments of the present invention, are within the scope of the present invention.
Embodiment one:
as shown in fig. 1-4, the embodiment provides an airport fabricated cement concrete pavement deflection monitoring method, which adopts a distributed optical fiber sensing technology to measure strain distribution caused by airplane load action, establishes a strain-deflection inversion method, realizes fabricated pavement deflection monitoring, can realize automatic monitoring, and has low cost.
The method comprises the steps of measuring the strain distribution of the self-sensing steel bars, adopting a classical temperature-Keller elastic foundation beam model, and then calculating deflection according to a corresponding calculation method to realize the deflection monitoring of the fabricated road panel under the load of the airplane. To calculate the deflection distribution by means of the strain distribution. Therefore, the embodiment provides a strain-deflection inversion method, namely, firstly analyzing load distribution by using measured strain distribution, and then bringing the analyzed load into a deflection calculation formula to calculate the deflection of the road panel.
The deflection monitoring method comprises the following steps:
step one: determining the number of sensors, and installing distributed optical fiber sensors; in this step, first, the model to be operated of the lane panel is determined, and the number of sensors=the maximum total number of axes of the operated model+4; secondly, a distributed optical fiber sensor is installed. Preferably, a plurality of distributed optical fiber sensors are arranged in a slotted steel bar and epoxy resin is poured in, so that the steel bar has sensing performance; then the self-sensing steel bar is embedded into the assembled road panel.
Step two: collecting strain distribution data, and processing the corresponding data to obtain strain values epsilon corresponding to the sensors 1 ～ε n . Preferably, the distributed strain of the reinforcing steel bars provided with the optical fiber sensors under the action of external load is extracted and collected by adopting a dynamic analyzer, and the corresponding data are processed to obtain the corresponding strain data of each sensor.
Step three: determining distance from load position to origin by crankshaft distanceValues. Preferably, for a multi-axis machine, when each axis of the machine passes through the same sensor, a peak value occurs in strain, the number of axes is determined according to the number of the peak values, namely the number of loads is determined, and when the same axis of the machine passes through two adjacent sensors, the plane sliding speed can be solved according to the time of passing through the two sensors; the inter-crankshaft distance can be determined from the two peak times of two adjacent crankshafts passing through the same sensor multiplied by the aircraft taxiing speed, and so on, all of the inter-crankshaft distances can be determined. As shown in FIG. 4, when the aircraft passes a certain position of the plate, the wheel load on the crankshaft is converted into a concentrated load, and +.>Values.
Step four: the airport pavement slab was converted into a flexible beam model with a width of 1m and calculated according to the following formula:
in the above formula: λ represents a characteristic value of compliance of the beam; k represents a foundation reaction coefficient; θ 0 Representing the beam end rotation angle; m is M 0 Representing the beam end bending moment; omega 0 Representing beam end deflection; q (Q) 0 Representing beam end shear forces; x represents the distance from the calculated point to the origin (determining one end of the beam as the origin of coordinates); x is x p Representing the distance from the load acting position to the origin; p represents a concentrated load; θ represents the rotation angle at the calculation point; m represents a bending moment at a calculation point; ω represents deflection at the calculation point; q represents the shear force at the calculation point.
Further, the bending stiffness of the beam is:
wherein EI represents the flexural rigidity of the beam; e represents the flexural modulus of elasticity of the cement concrete; i represents the moment of inertia of the beamb represents beam width, b is 1m; h is a Beam Representing beam height;
from the elastic mechanics, the strain on a certain section i of the beam is
In the formula, epsilon i (Beam) Bending moment indicating the i section position on the beam; m is M i (Beam) Bending moment indicating the i section position on the beam; y represents the height of the neutral axis, and is taken in an elastic stage
The bending stiffness of the panel is:
wherein D represents the bending stiffness of the panel; e represents the flexural modulus of elasticity of the cement concrete; μ represents the poisson's ratio of cement concrete; h is a Board board The sheet thickness (h) Beam ＝h Board board )。
Because the Poisson's ratio of the cement concrete is small, the cement concrete can be simplified into
The bending moment stiffness of the plate is thus equal to the bending stiffness of a beam of width 1 m.
From the elastic mechanics, the strain on a certain section i of the plate is
Wherein ε i (Board) The strain of the i section position on the plate is represented, and the strain on the plate can be solved through the strain obtained through monitoring the self-sensing reinforcing steel bars; m is M i (Board) Bending moment indicating the i section position on the plate; y is Board board Representing the height of the neutral axis, the elastic phase is taken
When the bending moment acting on the beam with the width of 1m at the i position is the same as the bending moment acting on the plate i position,
that is, the road panel can be equivalent to an elastic foundation beam with the width of 1m, and the structural parameters of the elastic foundation plate are determined by solving the structural parameters of the elastic foundation beam.
As shown in fig. 1, in actual engineering, a true infinite or semi-infinite beam does not exist, and therefore, the beam rotation angle θ, bending moment M, deflection ω, and shear force Q are calculated according to the above formulas (1) to (3) using a long beam finite element method.
Step five: determining parameter P in step four m 、θ 0 、M 0 、ω 0 、Q 0 The method comprises the steps of carrying out a first treatment on the surface of the In particular, for single-axis single-wheel aircraft loads, the load pattern can be simplified to a concentrated load on the elastic foundation beam, as shown in FIG. 3a, with sensor positions numbered from one end of the beam to the other, sensor number C 1 、C 2 …C i …C n-1 、C n The method comprises the steps of carrying out a first treatment on the surface of the The distance from the sensor position to the origin is x 1 、x 2 …x i …x n-1 、x n The method comprises the steps of carrying out a first treatment on the surface of the The actual strain due to load is ε 1 、ε 2 …ε i …ε n-1 、ε n The method comprises the steps of carrying out a first treatment on the surface of the The bending moment on the corresponding beam of the sensor position is M 1 、M 2 …M i …M n-1 、M n The method comprises the steps of carrying out a first treatment on the surface of the Deflection on the sensor position corresponding beam is omega 1 、ω 2 …ω i …ω n-1 、ω n . For the above, five unknowns, five equations are solved simultaneously, so the strain data at five locations on the beam need to be selected, assuming that the strain ε is selected 1 、ε 2 、ε 3 、ε 4 、ε 5 And (5) carrying out formula calculation.
Wherein the method comprises the steps of
Solving P and omega by the calculation formula 0 、θ 0 、Q 0 、M 0 。
For the single-axis double-wheel airplane load, as shown in fig. 2 (a), the load form can be simplified into a concentrated load, the concentrated load acts on the elastic foundation beam, and the calculation method is the same as that of the single-axis single-wheel airplane load.
For a biaxial twin-wheel aircraft load, twin on each axleThe wheel load can be simplified to one concentrated load acting on the center of the axle, so the biaxial twin-wheel aircraft load is simplified to two concentrated loads acting on the elastic foundation beam, with the load spacing being the wheelbase, as shown in fig. 2 (b). As shown in fig. 3 (b), the sensor C is configured to symmetrically apply an aircraft load to the Liang Mouyi position 1 The corresponding bending moment of the position is
M 1 (x 1 )＝M 11 (x 1 )+M 12 (x 1 ) (12)
Wherein, the liquid crystal display device comprises a liquid crystal display device,representing the distance from the concentrated load number 1 to the origin; />Representing the distance from the concentrated load number 2 to the origin; m is M 11 (x 1 ) Sensor C under concentrated load of No. 1 1 Bending moment of the position; m is M 12 (x 1 ) Sensor C under concentrated load of No. 2 1 Bending moment of the location.
For the above six unknowns, six equations are solved simultaneously, so that strain data at six positions on the beam are selected, assuming that strain values ε are selected 1 、ε 2 、ε 3 、ε 4 、ε 5 And (5) carrying out formula calculation.
Wherein the method comprises the steps of
Wherein M is 11 、M 12 …M 62 Calculated according to the following formula:
wherein M is ij (x i ) Indicating that load of j number is C i Bending moment on the beam corresponding to the position of the sensor; such as M 32 (x 3 ) Indicating that load No. 2 is at C 3 Bending moment on beam corresponding to position of number sensor, x Pj Representing the distance of the concentrated load of j to the origin.
The simultaneous formula is as follows:
solving the equation set to obtain P 1 、P 2 、ω 0 、θ 0 、Q 0 、M 0 。
For a triaxial dual-wheel aircraft load, the dual-wheel load on each axle can be simplified to one concentrated load acting on the central position of the axle, so that the triaxial dual-wheel aircraft load is simplified to three concentrated loads acting on the elastic foundation beam, and the load distance is the wheelbase, as shown in fig. 2 (c). The analysis idea is the same as that of the double-shaft double-wheel airplane.
As shown in fig. 3 (C), the sensor C is configured to symmetrically apply an aircraft load to the Liang Mouyi position 1 The corresponding bending moment of the position is
M 1 (x 1 )＝M 11 (x 1 )+M 12 (x 1 )+M 13 (x 1 ) (18)
For the above seven unknowns, seven equations are solved simultaneously, so that the strain epsilon at seven positions on the beam is known, and the strain epsilon is selected 1 、ε 2 、ε 3 、ε 4 、ε 5 、ε 6 、ε 7 And (5) carrying out formula calculation.
Wherein the method comprises the steps of
The simultaneous formula is as follows:
solving the equation set to obtain P 1 、P 2 、P 3 、ω 0 、θ 0 、Q 0 、M 0 Is a numerical value of (2).
For multi-axis multi-wheel aircraft loads, the multi-wheel load on each axis can be simplified to one concentrated load acting on the central position of the axis, so that the multi-axis multi-wheel aircraft load is simplified to a plurality of concentrated loads acting on the elastic foundation beam, and the load distance is the wheelbase, as shown in fig. 2 (d). The analysis idea is the same as that of the double-shaft double-wheel airplane.
As shown in fig. 3 (d), the aircraft load symmetrically acts at Liang Mouyi, assuming an m-axis, load P j Under the action of sensor C i The calculation formula of the bending moment on the beam corresponding to the position is as follows:
the bending moment generated by all loads is
Wherein the bending moment generated by all loads can be obtained by the actual measured strain of the sensor
For the above equation, there are m+4 unknowns, and m+4 equations are solved simultaneously, so that the strain at m+4 positions on the beam is known, and the strain ε is selected 1 、ε 2 …ε m+4 And (m+4 is less than or equal to n) for formula calculation. The simultaneous m+4 equations form a set of equations:
the system of equations expands to:
order theThe matrix form of the above is:
it can also be simplified as:
wherein f= [ F (x) 1 ) … F(x m+4 )] T 、P＝[P 1 … P m ] T 、Γ＝[ε 1 … ε m+4 ] T The method comprises the steps of carrying out a first treatment on the surface of the Wherein->Take the following two formulas and are knownParameters can complete F (x) expression
Wherein the method comprises the steps ofε 1 … ε m+4 Is the actual measured strain value, P 1 … P m Is an unknown parameter.
Solving the matrix to obtain P 1 、P 2 …P j …P m 、M 0 、ω 0 、θ 0 、Q 0 Is a numerical value of (2).
Step six: calculating the deflection of the pavement surface plate according to a formula, and carrying the initial parameters calculated in the fifth step into the following formula to calculate the deflection value of the pavement surface plate:
furthermore, for the deflection monitoring method, the total wheel tread and the total axle distance at one side of the airplane wheel are required to be within the range of the assembled plate, and can be determined by monitoring the strain curve of the steel bars in the plate. But for airplane load, the action range on the plate is smaller, and the plate end strain is 0 and M 0 =0, given an initial value ω Initially, the method comprises When load acts on the middle part of the beam, the load P is approximately equal under the condition of smaller wheelbase, and the deflection of the road panel is solved only by the strain of 4 sensor positions.
To verify the accuracy and reliability of the monitoring method of this embodiment, the lane panels were simulated using Abaqus software to create 9 lane panels with dimensions of 5m×2.5m, a sheet thickness of 0.3m, and a U-shaped stiffener connection for the panel joints. The interaction between the road panel and the soil body is simulated by adopting an elastic foundation module in software, the distance between the sensors is 0.4m, 6 sensors are arranged in total, a single-shaft double-wheel load is applied to the middle part of the middle plate of the 9-plate unit, the model adopts B-373-200, and the single-wheel tire pressure is 1.26MPa. And extracting the strain under the action of the airplane load. The results are shown in FIG. 6. And (5) taking the actually measured strain data into a formula to calculate a corresponding deflection value of the road surface plate, and drawing a deflection curve. As can be seen from fig. 7, inversion was performed using the method herein, with the simulated and calculated values substantially matching.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (7)
1. The airport fabricated cement concrete pavement deflection monitoring method is characterized by comprising the following steps of:
step one: determining the number of sensors, and installing distributed optical fiber sensors;
step two: collecting strain distribution data, and processing the collected data to obtain strain values epsilon of all corresponding positions 1 ～ε n ；
Step three: determining distance from load position to origin by crankshaft distance
Step four: converting the airport runway panel into an elastic beam model, and obtaining a parameter calculation formula of the runway panel according to the elastic beam model;
step five: determining the initial parameter θ in step four 0 、M 0 、ω 0 、Q 0 ；
Step six: calculating the deflection value of the road panel according to a formula;
wherein the formula is: m represents the mass of the lane panel; λ represents a characteristic value of compliance of the beam; θ 0 Representing the beam end rotation angle; m is M 0 Representing the beam end bending moment; omega 0 Representing beam end deflection; q (Q) 0 Representing beam end shear forces;representing the distance from the calculated point to the origin; />Representing the distance from the load acting position to the origin; p represents a concentrated load; EI represents the bending stiffness of the beam; ω represents deflection at the calculation point; f represents the load force.
2. The method for monitoring deflection of an airport fabricated cement concrete pavement according to claim 1, wherein in the first step, the model of the pavement to be operated is determined, and the number of sensors is determined according to the following formula
n＝Z+4
Wherein: n represents the number of sensors; z represents the maximum total axis number of the running machine type; distributed optical fiber sensors are distributed inside the reinforcing steel bars, and the reinforcing steel bars are embedded in the middle position of the plate along the length direction of the plate.
3. The method for monitoring deflection of an airport fabricated cement concrete pavement according to claim 1, wherein in the second step, the distributed strain on the optical fiber sensor under the action of external load is extracted by a dynamic analyzer.
4. The method for monitoring deflection of an airport fabricated cement concrete pavement according to claim 1, wherein in the third step, for a multi-axis machine type, when each axis machine passes through the same sensor, a peak value occurs in strain, and the number of axes is determined according to the number of peak values, namely the number of loads is determined. When the same axle of the airplane wheel passes through two adjacent sensors, the airplane sliding speed can be solved according to the time of passing through the two sensors; the inter-crankshaft distance can be determined from the two peak times of two adjacent crankshafts passing through the same sensor multiplied by the aircraft taxiing speed, and so on, all of the inter-crankshaft distances can be determined.
5. The method for monitoring the deflection of an airport fabricated cement concrete pavement according to claim 1, wherein,
in step five, the parameter P is calculated according to a formula m 、θ 0 、M 0 、ω 0 、Q 0 。
Wherein the formula is: m represents the mass of the lane panel; λ represents a characteristic value of compliance of the beam; p (P) m Representing the concentrated load at the m position; EI represents the bending stiffness of the beam; epsilon m+4 An actual measured strain value representing the m+4 position; y represents the neutralization axis height; y represents the neutralization axis height; g mn And the load addition of the load superposition at the m position to the load superposition at the n position is represented as an influence superposition parameter.
6. Method for monitoring the deflection of an airport fabricated cement concrete pavement according to any of claims 1-5, characterized in that if the range of action on the pavement slab for the aircraft load is small, an initial value ω is given Initially, the method comprises The method comprises the steps of carrying out a first treatment on the surface of the If load acts on the middle part of the beam, the load P is approximately equal under the condition of smaller wheelbase, and the deflection of the road surface plate is solved by adopting the strain of 4 sensor positions.
7. The method for monitoring deflection of an airport fabricated cement concrete pavement according to claim 1, wherein in the fourth step, the airport pavement slab is converted into an elastic beam model with the width of 1m, and the elastic beam model obtains a parameter calculation formula of the following pavement slab:
wherein, in the formula: λ represents a characteristic value of compliance of the beam; k represents a foundation reaction coefficient; θ 0 Representing the beam end rotation angle; m is M 0 Representing the beam end bending moment; omega 0 Representing beam end deflection; q (Q) 0 Representing beam end shear forces;representing the distance from the calculated point to the origin; />Representing the distance from the load acting position to the origin; p represents a concentrated load; θ represents the rotation angle at the calculation point; m represents a bending moment at a calculation point; ω represents deflection at the calculation point; q represents the shear force at the calculation point.
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| CN202310370962.5A CN116481448A (en) | 2023-04-07 | 2023-04-07 | Airport fabricated cement concrete pavement deflection monitoring method |
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| CN116680646A (en) * | 2023-07-31 | 2023-09-01 | 民航机场规划设计研究总院有限公司 | Method and device for identifying damage of aircraft load bridge, electronic equipment and storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116680646A (en) * | 2023-07-31 | 2023-09-01 | 民航机场规划设计研究总院有限公司 | Method and device for identifying damage of aircraft load bridge, electronic equipment and storage medium |
| CN116680646B (en) * | 2023-07-31 | 2023-10-17 | 民航机场规划设计研究总院有限公司 | Method and device for identifying damage of aircraft load bridge, electronic equipment and storage medium |
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