WO2021119947A1 - 一种桥梁损伤快速检测方法及相关装置 - Google Patents

一种桥梁损伤快速检测方法及相关装置 Download PDF

Info

Publication number
WO2021119947A1
WO2021119947A1 PCT/CN2019/125727 CN2019125727W WO2021119947A1 WO 2021119947 A1 WO2021119947 A1 WO 2021119947A1 CN 2019125727 W CN2019125727 W CN 2019125727W WO 2021119947 A1 WO2021119947 A1 WO 2021119947A1
Authority
WO
WIPO (PCT)
Prior art keywords
bridge
vehicle
vehicle body
acceleration
frequency
Prior art date
Application number
PCT/CN2019/125727
Other languages
English (en)
French (fr)
Other versions
WO2021119947A9 (zh
Inventor
柳成荫
韩喜双
Original Assignee
哈尔滨工业大学（深圳）
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 哈尔滨工业大学（深圳） filed Critical 哈尔滨工业大学（深圳）
Priority to PCT/CN2019/125727 priority Critical patent/WO2021119947A1/zh
Priority to CN201980003531.7A priority patent/CN111373252B/zh
Publication of WO2021119947A1 publication Critical patent/WO2021119947A1/zh
Publication of WO2021119947A9 publication Critical patent/WO2021119947A9/zh

Links

Images

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
    • G01N29/04—Analysing solids
    • G01N29/12—Analysing solids by measuring frequency or resonance of acoustic waves
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2291/00—Indexing codes associated with group G01N29/00
    • G01N2291/02—Indexing codes associated with the analysed material
    • G01N2291/023—Solids

Definitions

  • This application relates to the field of bridge technology, and in particular, to a method for quickly detecting bridge damage and related devices.
  • Bridge damage detection refers to the use of on-site non-destructive sensing technology, through the analysis of structural system characteristics including structural response, to achieve the purpose of detecting structural damage or degradation, and to provide a reference for the use and maintenance of the structure.
  • the existing indirect detection method based on vehicle-bridge coupling arranges acceleration sensors on the wheels of the vehicles passing the bridge, and extracts the dynamic characteristics of the bridge structure from the dynamic response information of the wheels of the vehicles passing the bridge to identify the degree of damage of the bridge structure.
  • installation The acceleration sensor on the wheel is prone to damage, and is not easy to repair and replace, which affects the normal bridge damage detection, making this method difficult to promote.
  • the embodiments of the present application provide a method for quickly detecting bridge damage and related devices, which can improve the speed and portability of the method for indirect recognition of bridge damage.
  • the first aspect of the embodiments of the present application provides a method for quickly detecting bridge damage, including:
  • Damage detection is performed on the bridge according to the vehicle body vibration response data and preset evaluation conditions.
  • the second aspect of the embodiments of the present application provides a rapid detection system for bridge damage, including:
  • the vehicle body data acquisition module is used to acquire vehicle body vibration response data of vehicles passing the bridge;
  • the detection module is used to perform damage detection on the bridge according to the vehicle body vibration response data and preset evaluation conditions.
  • a third aspect of the embodiments of the present application provides a terminal device, including: a processor and a memory;
  • the processor is connected to a memory, wherein the memory is used to store program code, and the processor is used to call the program code to execute the method for quickly detecting bridge damage.
  • a fourth aspect of the embodiments of the present application provides a computer-readable storage medium, the computer-readable storage medium stores a computer program, and the computer program is executed by a processor to realize the bridge damage rapid detection method.
  • the fifth aspect of the embodiments of the present application provides a bridge BIM platform, which is used to execute the method for quickly detecting bridge damage described in the first aspect.
  • damage detection is performed on the bridge based on the vehicle body vibration response data of the crossing vehicle and the preset evaluation conditions. Since the vehicle body vibration response data of the crossing vehicle is easier to obtain and convenient to repair, it can effectively improve the indirect damage of the bridge. The speed and portability of the identification method.
  • FIG. 1 is a schematic diagram of a scene of a method for quickly detecting bridge damage provided by an embodiment of the application
  • FIG. 2 is a schematic flowchart of a method for rapid detection of bridge damage provided by an embodiment of the present application
  • FIG. 3 is a schematic diagram of a model of a method for rapid detection of bridge damage provided by an embodiment of the present application
  • Figure 4 is a graph of amplitude-frequency characteristics of vehicle body and wheel vibration
  • FIG. 5 is a schematic flowchart of a method for rapid detection of bridge damage provided by an embodiment of the present application
  • FIG. 6 is a schematic flowchart of a method for rapid detection of bridge damage provided by an embodiment of the present application.
  • FIG. 7 is a schematic flowchart of a method for rapid detection of bridge damage provided by an embodiment of the present application.
  • FIG. 8 is a schematic diagram of a terminal device provided by an embodiment of the present application.
  • FIG. 9 is a schematic structural diagram of a rapid detection system for bridge damage provided by an embodiment of the present application.
  • FIG. 1 is a schematic diagram of a scene of a method for quickly detecting bridge damage according to an embodiment of the application.
  • a portable sensor device 101 is installed on the vehicle body of the bridge vehicle 102 to obtain
  • the initial characteristic deflection value is calculated based on the vertical acceleration and the passing time; after repeated many times, multiple initial deflection values can be obtained.
  • Characteristic deflection value and then process multiple initial characteristic deflection values to obtain their average value as the characteristic deflection value, that is, the vehicle body vibration response. Finally, the bridge 103 can be damaged according to the characteristic deflection value, when the characteristic deflection value is greater than or equal to When the characteristic deflection value is preset, it can be confirmed that the bridge 103 is damaged.
  • damage detection is performed on the bridge through the vibration response of the vehicle body of the vehicle passing the bridge.
  • FIG. 2 is a schematic flowchart of a method for quickly detecting bridge damage according to an embodiment of the present application. As shown in Figure 2, it may include steps 201-202, which are specifically as follows:
  • damage detection is performed on the bridge based on the vehicle body vibration response data of the vehicles passing the bridge and the preset evaluation conditions. Since the vehicle body vibration response data of the vehicles passing the bridge is easier to obtain and convenient to repair, it can effectively improve the indirect damage of the bridge. The speed and portability of the identification method.
  • FIG. 3 is a schematic model diagram of a method for quickly detecting bridge damage provided by an embodiment of the present application.
  • a three-way model of the bridge 301, the wheel 302 of the vehicle passing the bridge, and the vehicle body 303 of the vehicle passing the bridge is established, namely the bridge-wheel-body coupled vibration model, as well as the vibration model of the vehicle wheel and the bridge vibration model.
  • the vibration of the bridge is proportional to the vibration of the vehicle wheel, and the change in the bridge vibration response B caused by the abnormal bridge will change from the vehicle wheel vibration response C The changes in 1 are reflected in proportion.
  • B is the bridge vibration response vector
  • C 1 is the wheel vibration response vector
  • Q is the constant physical constants in the vehicle system, such as stiffness, damping, mass, and so on.
  • the relationship between the vehicle wheel vibration response and the vehicle body vibration response refer to Figure 4, which is a graph of the amplitude-frequency characteristics of the vehicle body and wheel vibration.
  • g represents the body displacement response of the vehicle vibration system
  • f represents the wheel displacement response
  • the frequency ratio ⁇ is the ratio of the excitation frequency w to the natural circular frequency w 0 of the body.
  • the first frequency band is the low frequency band (0 ⁇ 0.75).
  • the amplitude-frequency characteristic of vehicle body and wheel vibration ⁇ g/f ⁇ is approximately 1, and the damping ratio has little effect on this frequency band.
  • the second frequency band is the resonance section In this frequency band, the amplitude-frequency characteristic ⁇ g/f ⁇ has a peak. Amplifying the input displacement and increasing the damping ratio ⁇ can significantly reduce the resonance peak.
  • the change in the bridge vibration response B caused by the abnormal bridge structure can be proportionally reflected in the change in the vehicle body vibration response C 2 , that is, the vehicle body vibration response is proportional to the The vibration response of the wheels is approximately equal.
  • C 2 is the vehicle body vibration response vector
  • C 1 is the wheel vibration response vector
  • B is the bridge vibration response vector
  • FIG. 5 is a schematic flowchart of a method for rapid detection of bridge damage provided by an embodiment of the present application, and the method further includes:
  • the excitation frequency w of the bridge road surface refers to the excitation frequency generated by the unevenness of the bridge road surface on the vehicle, and the natural circular frequency w 0 of the vehicle body is not fixed and has a direct relationship with the structure of the vehicle body, most of which are between 5.5HZ-8.5HZ .
  • the ratio of the road surface excitation frequency w to the natural circular frequency w 0 of the vehicle body is taken as the frequency ratio ⁇ .
  • the frequency ratio is less than or equal to the preset frequency ratio, it is confirmed that there is a correlation between the vehicle body vibration response of the crossing bridge and the bridge vibration response, and the preset frequency ratio belongs to the low frequency frequency ratio.
  • the preset frequency ratio can be set according to actual needs, and its value range is the low-band frequency ratio, that is, it can be any value between 0 ⁇ 0.75. Assuming that the preset frequency ratio is set to 0.75, you need Determine whether the frequency ratio ⁇ is less than or equal to 0.75. If it is, it can be confirmed that there is a correlation between the vehicle body vibration response and the bridge vibration response.
  • the bridge vehicle body vibration response can be used to detect damage to the bridge.
  • the frequency ratio is obtained to determine the correlation between the vehicle body vibration response of the crossing bridge and the bridge vibration response.
  • Step 501 includes:
  • the acceleration signal of the vehicle during the entire driving process of the vehicle passing the bridge is collected by the acceleration sensor arranged on the wheel of the vehicle passing the bridge, and this is used as the second vertical acceleration.
  • the second vertical displacement is reconstructed according to the second vertical acceleration.
  • the second vertical displacement is the absolute vertical displacement of the wheels of the vehicle passing the bridge
  • the road surface unevenness q(t) of the bridge can be calculated according to formula (3-1).
  • q(t) is the unevenness of the road on which the car is driving
  • f(t) is the absolute vertical displacement of the wheels
  • ⁇ 1 , ⁇ 2 , ⁇ 3 , and ⁇ 4 are the natural angular frequencies of the vibration system.
  • F and G are constants in the transfer function
  • m 1 is the mass of the wheel
  • m 2 is the mass of the car body
  • k x is the stiffness coefficient of the suspension system
  • k l is the stiffness coefficient of the wheel and tire.
  • the collected road roughness q(t) is analyzed using the Cooley-Dukai method or the Blackman-Dukai method to obtain the corresponding road power spectrum, and then the bridge road surface type is determined according to the road power spectrum. Then according to the vibration wavelength parameter table of various road surfaces (Table 1), the wavelength corresponding to the bridge pavement type can be obtained; finally, according to the formula 4-1 of the bridge pavement excitation frequency calculation formula 4-1, the bridge pavement excitation frequency w can be finally determined.
  • w is the road surface excitation frequency
  • v is the driving speed of the vehicle
  • L is the wavelength corresponding to the road roughness
  • n is the spatial frequency of the road roughness
  • L is the reciprocal of each other.
  • the excitation frequency of the bridge pavement can be determined by the unevenness of the road surface.
  • the vehicle body vibration response data includes a characteristic deflection value, which refers to a vehicle body vertical vibration response that is relatively unaffected by the dynamic displacement caused by the vibration characteristics of the bridge and the vehicle and the road surface roughness.
  • a characteristic deflection value refers to a vehicle body vertical vibration response that is relatively unaffected by the dynamic displacement caused by the vibration characteristics of the bridge and the vehicle and the road surface roughness.
  • One set of measurement data includes the passing time required for the vehicle to pass through the mid-span area of the bridge and the first vertical acceleration of the vehicle body, wherein the acceleration sensing device can be used to acquire The first vertical acceleration of the vehicle body.
  • the first vertical displacement can be reconstructed according to the first vertical acceleration.
  • time averaging is performed on each first vertical displacement, that is, the quotient of each first vertical displacement and the corresponding passing time is obtained as the initial characteristic deflection value, and multiple initial characteristic deflection values can be obtained.
  • the average value of a plurality of initial characteristic deflection values is calculated and used as the final characteristic deflection value of the vehicle crossing the bridge.
  • Step 202 includes:
  • the characteristic deflection value is an index for evaluating the health of the bridge structure.
  • the bridge damage can be identified by monitoring the characteristic deflection value of the vehicle body vibration of the bridge. When the deflection characteristic value of the vehicle body exceeds the preset characteristic deflection value, it can be judged that the bridge has been damaged, and the bridge can be further inspected in detail. Assess the bearing capacity of the bridge after the damage occurs and take appropriate repair or reinforcement measures.
  • the technician fixes the portable acceleration sensing device on the inspection vehicle, and the inspection vehicle drives in a certain lane of the bridge at a fixed speed.
  • the hand-held detection instrument embedded with the acceleration sensor device is used to collect the acceleration information of the vehicle body; when it leaves the bridge, the collection is stopped. Repeat the inspection many times to detect the damage of the bridge.
  • the characteristic deflection changes of the bridge in different periods can be obtained regularly to identify the damage of the bridge and ensure the safety of the bridge.
  • the method of signal principal component analysis and empirical mode decomposition can be used to realize the noise reduction processing of the acceleration signal and improve the acceleration sensor.
  • the acquisition accuracy of the acceleration signal of the equipment further improves the accuracy of bridge damage detection.
  • step 202 also includes:
  • the range of characteristic deflection values for different damage levels can be preset, and then the damage level of the bridge can be determined based on the obtained characteristic deflection values. For example, it can be divided into first-level damage, second-level damage, and third-level damage.
  • the characteristic deflection value of is smaller than the characteristic deflection value of the secondary damage, and the characteristic deflection value of the secondary damage is smaller than the characteristic deflection value of the tertiary damage.
  • the specific numerical range of each level of damage can be set according to specific needs.
  • the damage detection method also includes:
  • vehicle collection is the collection of vehicle parameters of the vehicles passing the bridge
  • the acceleration sensing device collection is the equipment parameters of the acceleration sensing equipment used to obtain the acceleration information of the vehicle body of the crossing bridge.
  • vehicle parameters include length, width, mass, driving speed, equipment parameters include acceleration sampling frequency;
  • a vehicle collection and a collection of acceleration sensing devices are created, where the vehicle collection is a collection of vehicle parameters of bridge vehicles used for damage detection, including a variety of vehicle parameters of bridge vehicles, Vehicle parameters include license plate, length, width, mass, driving speed, etc.
  • the acceleration sensing device set is a collection of device parameters of the acceleration sensing device, including device parameters of a variety of different acceleration sensing devices.
  • the acceleration sensing device is a smart phone, and the device parameters include the mobile phone brand and acceleration sampling. Frequency etc.
  • A2 Establish a simulation model between the bridge, vehicles passing the bridge, and acceleration sensing equipment.
  • the acceleration sensing equipment is set on the body of the vehicle passing the bridge;
  • a simulation model of the bridge, vehicle, and acceleration sensing equipment is established according to the structural parameters of the bridge, the vehicle parameters of the vehicles passing the bridge, and the acceleration sensing equipment.
  • the structural parameters of the bridge include the width and height of the bridge, and the material characteristics of the bridge. , Span, bridge type, etc.
  • the vehicle parameters of the vehicle crossing the bridge and the device parameters of the acceleration sensing device used for simulating damage detection are selected from the vehicle set and the acceleration sensing device set.
  • the TimeLiner module of Navisworks of the BIM platform is used to combine
  • the selected vehicle parameters, equipment parameters and simulation model are used to perform 4D simulation of the bridge damage rapid detection process and simulate the bridge damage detection process.
  • technicians can perform three-dimensional visual simulation of the bridge inspection process to familiarize themselves with the inspection process and precautions in advance, such as determining the driving speed and driving route of the vehicle. By simulating the scene of the patrol vehicle crossing the bridge, instruct the technicians to quickly detect the damage of the bridge.
  • the embodiment of the present invention considers the vehicle body-wheel coupling vibration relationship during the running of the vehicle, extracts bridge vibration response information from the detected vehicle body vibration response, and effectively improves the speed and portability of the bridge indirect damage identification method.
  • the embodiment of the present invention also provides a bridge BIM platform, which is used to execute the method for rapid detection of bridge damage corresponding to the foregoing method embodiment.
  • the above-mentioned bridge BIM platform includes a bridge diagnosis module and a damage detection simulation module.
  • the bridge diagnosis module is used to execute the method steps corresponding to FIG. 2, FIG. 5, FIG. 6, and FIG. 7.
  • the Revit software of the BIM platform is used as the development platform, and the Revit API encapsulated class library is used as development support.
  • the acceleration signal of the acceleration sensing device is used to develop information integration.
  • the form of plug-in realizes the rapid integration of acceleration information into Revit.
  • Develop a Revit-based acceleration information management system through Revit API realize the creation of a Revit-based database and import of data, and realize the unified management of acceleration information.
  • Visual Studio is selected as the compiler, and the Revit software is re-developed through the Revit API.
  • the BIM platform For the acceleration information integrated into the BIM platform, compile the program according to the method principle shown in Figure 6, and develop the information processing interface, and finally realize the secondary development of the Revit software, which can realize the rapid processing of the acceleration information, that is, the BIM platform can be used to process
  • the obtained first vertical acceleration that is, the acceleration information obtained by the acceleration sensing device
  • the program is written based on the method principles of step 202, step 601-step 604, and step 701-step 704 to complete the creation of the bridge diagnosis module of the bridge BIM platform.
  • the bridge BIM platform can be used to perform data obtained in the actual damage detection process. Processing, assisting staff to complete damage detection, helps to improve the efficiency of damage detection.
  • the damage detection simulation module is used to perform the above steps A1 to A3.
  • technicians can use the bridge BIM platform to perform a three-dimensional visual simulation of the bridge detection process, familiarize themselves with the detection process and precautions in advance, and pass Simulate the scene of vehicles crossing the bridge in the BIM platform, which can guide technicians to quickly detect bridge damage.
  • FIG. 8 is a schematic diagram of a terminal device provided by an embodiment of the present application.
  • the terminal device 800 may include a processor 801, a network interface 804, and a memory 805.
  • the terminal device 800 may further include: a user interface 803 and at least one communication bus 802.
  • the communication bus 802 is used to implement connection and communication between these components.
  • the user interface 803 may include a display screen (Display) and a keyboard (Keyboard), and the optional user interface 803 may also include a standard wired interface and a wireless interface.
  • the network interface 804 may optionally include a standard wired interface and a wireless interface (such as a WI-FI interface).
  • the memory 805 may be a high-speed RAM memory, or a non-volatile memory (non-volatile memory), such as at least one disk memory.
  • the memory 805 may also be at least one storage device located far away from the aforementioned processor 801.
  • the memory 805 as a computer storage medium may include an operating system, a network communication module, a user interface module, and a device control application program.
  • the network interface 804 can provide network communication functions; and the user interface 803 is mainly used to provide an input interface for the user; and the processor 801 can be used to call the device control application stored in the memory 805 Procedure to achieve:
  • Damage detection is performed on the bridge based on the vehicle body vibration response data and preset evaluation conditions.
  • damage detection is performed on the bridge based on the vehicle body vibration response data of the vehicles passing the bridge and the preset evaluation conditions. Since the vehicle body vibration response data of the vehicles passing the bridge is easier to obtain and convenient to repair, it can effectively improve the indirect damage of the bridge. The speed and portability of the identification method.
  • the embodiment of the present application may divide the terminal into functional units according to the foregoing method examples.
  • each functional unit may be divided corresponding to each function, or two or more functions may be integrated into one processing unit.
  • the above-mentioned integrated unit can be implemented in the form of hardware or software functional unit. It should be noted that the division of units in the embodiments of the present application is illustrative, and is only a logical function division, and there may be other division methods in actual implementation.
  • FIG. 9 is a schematic structural diagram of a bridge damage rapid detection system provided by an embodiment of the present application. It includes a vehicle body data acquisition module 901 and a detection module 902, among which:
  • the vehicle body data acquisition module 901 is used to acquire vehicle body vibration response data of vehicles passing the bridge;
  • the detection module 902 is configured to perform damage detection on the bridge according to the vehicle body vibration response data and preset evaluation conditions.
  • system also includes:
  • the frequency acquisition module is used to acquire the excitation frequency of the bridge road surface and the natural circular frequency of the vehicle body passing the bridge;
  • the frequency ratio acquisition module is used to confirm the frequency ratio of the two based on the excitation frequency of the bridge road surface and the natural circular frequency of the car body;
  • the correlation confirmation module is used to confirm that there is a correlation between the vehicle body vibration response of the bridge vehicle and the bridge vibration response when the frequency ratio is less than or equal to the preset frequency ratio, and the preset frequency ratio belongs to the low frequency frequency ratio.
  • the frequency acquisition module includes:
  • the second acceleration acquisition sub-module is used to acquire the second vertical acceleration at the wheels when the vehicle passing the bridge passes the bridge;
  • the second displacement acquiring sub-module is configured to reconstruct the second vertical displacement according to the second vertical acceleration
  • the unevenness acquisition sub-module is used to acquire the unevenness of the bridge road surface according to the second vertical displacement
  • the road frequency acquisition sub-module is used to acquire the excitation frequency of the bridge road surface according to the unevenness of the bridge road surface.
  • vehicle body data acquisition module includes:
  • the first acceleration acquisition sub-module is used to acquire the passing time of multiple groups of vehicles passing the bridge mid-span area and the first vertical acceleration of the vehicle body of the vehicle passing the bridge;
  • the first displacement acquisition sub-module is configured to reconstruct the first vertical displacement according to the first vertical acceleration
  • the initial deflection acquisition sub-module is used to time-average the first vertical displacement according to the passing time to obtain the initial characteristic deflection value
  • the deflection acquisition sub-module is used to confirm the average value of multiple initial characteristic deflection values as the characteristic deflection value.
  • the detection module includes:
  • the damage confirmation sub-module is used to confirm that the bridge is damaged when the characteristic deflection value is greater than or equal to the preset characteristic deflection value
  • the grade determination sub-module is used to determine the damage grade of the bridge according to the characteristic deflection value.
  • system also includes:
  • the parameter collection acquisition module is used to acquire a collection of vehicles and a collection of acceleration sensing equipment.
  • the collection of vehicles is a collection of vehicle parameters of vehicles passing the bridge.
  • the collection of acceleration sensing equipment is acceleration sensing used to acquire acceleration information of the vehicle body of the vehicle crossing the bridge.
  • Vehicle parameters include length, width, mass, and driving speed, and equipment parameters include acceleration sampling frequency;
  • the model establishment module is used to establish a simulation model between the bridge, the vehicle passing the bridge, and the acceleration sensing equipment.
  • the acceleration sensing equipment is set on the body of the vehicle passing the bridge;
  • the simulation detection module is used to visually simulate the bridge damage detection process according to the collection of vehicles, the collection of acceleration sensing equipment and the simulation model.
  • the embodiments of the present application also provide a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program for electronic data exchange, and the computer program enables a computer to execute any of the bridges described in the above method embodiments. Part or all of the steps of a rapid damage detection method.
  • the embodiments of the present application also provide a computer program product.
  • the computer program product includes a non-transitory computer-readable storage medium storing a computer program.
  • the computer program enables the computer to execute any of the bridge damages described in the above method embodiments. Part or all of the steps of the detection method.
  • the disclosed device may be implemented in other ways.
  • the device embodiments described above are only illustrative, for example, the division of units is only a logical function division, and there may be other divisions in actual implementation, for example, multiple units or components can be combined or integrated into Another system, or some features can be ignored, or not implemented.
  • the displayed or discussed mutual coupling or direct coupling or communication connection may be indirect coupling or communication connection through some interfaces, devices or units, and may be in electrical or other forms.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the objectives of the solutions of the embodiments.
  • the functional units in the various embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units may be integrated into one unit.
  • the above-mentioned integrated unit can be implemented in the form of hardware or in the form of software program modules.
  • the integrated unit is implemented in the form of a software program module and sold or used as an independent product, it can be stored in a computer readable memory.
  • the technical solution of the present application essentially or the part that contributes to the existing technology or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a memory.
  • a number of instructions are included to enable a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in the various embodiments of the present application.
  • the foregoing memory includes: U disk, read-only memory (read-only memory, ROM), random access memory (random access memory, RAM), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.
  • the program can be stored in a computer-readable memory, and the memory can include: a flash disk , Read-only memory, random access device, magnetic or optical disk, etc.

Landscapes

  • Physics & Mathematics (AREA)
  • Biochemistry (AREA)
  • Health & Medical Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Acoustics & Sound (AREA)
  • General Health & Medical Sciences (AREA)
  • General Physics & Mathematics (AREA)
  • Immunology (AREA)
  • Pathology (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
  • Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

一种桥梁（103）损伤快速检测方法及相关装置，根据过桥车辆（102）的车身振动响应数据和预设评估条件对桥梁（103）进行损伤检测，由于过桥车辆（102）的车身振动响应数据更容易获取，维修方便，因此，能够有效提升桥梁（103）间接损伤识别方法的快速性和便携性。

Description

一种桥梁损伤快速检测方法及相关装置 技术领域
本申请涉及桥梁技术领域，尤其涉及一种桥梁损伤快速检测方法及相关装置。
背景技术
桥梁损伤检测是指利用现场的无损传感技术，通过包括结构响应在内的结构系统特性分析，达到检测结构损伤或退化的目的，为结构的使用和维护工作提供参考。
现有的基于车桥耦合的间接检测方法将加速度传感器布置在过桥车辆的车轮上，从过桥车辆车轮的动态响应信息中提取桥梁结构的动态特性来识别桥梁结构的损伤程度，然而，安装在车轮上的加速度传感器容易发生损坏，且不易维修与更换，影响正常的桥梁损伤检测，使得该方法难以推广。
发明内容
本申请实施例提供一种桥梁损伤快速检测方法及相关装置，能够提升桥梁损伤间接识别方法的快速性和便携性。
本申请实施例的第一方面提供了一种桥梁损伤快速检测方法，包括：
获取过桥车辆的车身振动响应数据；
根据所述车身振动响应数据和预设评估条件对桥梁进行损伤检测。
本申请实施例的第二方面提供了一种桥梁损伤快速检测系统，包括：
车身数据获取模块，用于获取过桥车辆的车身振动响应数据；
检测模块，用于根据所述车身振动响应数据和预设评估条件对桥梁进行损伤检测。
本申请实施例的第三方面提供了一种终端设备，包括：处理器和存储器；
所述处理器和存储器相连，其中，所述存储器用于存储程序代码，所述处理器用于调用所述程序代码，以执行所述的桥梁损伤快速检测方法。
本申请实施例的第四方面提供了一种计算机可读存储介质，所述计算机可 读存储介质存储有计算机程序，所述计算机程序被处理器执行，以实现所述的桥梁损伤快速检测方法。
本申请实施例的第五方面提供了一种桥梁BIM平台，用于执行第一方面所述的桥梁损伤快速检测方法。
通过本申请实施例，根据过桥车辆的车身振动响应数据和预设评估条件对桥梁进行损伤检测，由于过桥车辆的车身振动响应数据更容易获取，维修方便，因此，能够有效提升桥梁间接损伤识别方法的快速性和便携性。
附图说明
为了更清楚地说明本申请实施例或背景技术中的技术方案，下面将对本申请实施例或背景技术中所涉及到的附图作简单地介绍。
图1为本申请实施例提供的一种桥梁损伤快速检测方法的场景示意图；
图2是本申请实施例提供的一种桥梁损伤快速检测方法的流程示意图；
图3是本申请实施例提供的一种桥梁损伤快速检测方法的模型示意图；
图4是车辆车身与车轮振动的幅频特性图；
图5是本申请实施例提供的一种桥梁损伤快速检测方法的流程示意图；
图6是本申请实施例提供的一种桥梁损伤快速检测方法的流程示意图；
图7是本申请实施例提供的一种桥梁损伤快速检测方法的流程示意图；
图8是本申请实施例提供的一种终端设备的示意图；
图9是本申请实施例提供的一种桥梁损伤快速检测系统的结构示意图。
具体实施方式
为了使本技术领域的人员更好地理解本申请方案，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分的实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本申请保护的范围。
本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”等 是用于区别不同对象，而不是用于描述特定顺序。此外，术语“包括”和“具有”以及它们任何变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或单元的过程、方法、系统、产品或设备没有限定于已列出的步骤或单元，而是可选地还包括没有列出的步骤或单元，或可选地还包括对于这些过程、方法、产品或设备固有的其他步骤或单元。
在本申请中提及“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员显式地和隐式地理解的是，本申请所描述的实施例可以与其它实施例相结合。
请参阅图1，图1为本申请实施例提供的一种桥梁损伤快速检测方法的场景示意图。如图1所示，在确认过桥车辆车身振动响应与桥梁振动响应之间存在相关关系后，在过桥车辆102的车身上安装便携式传感设备101，以获取过桥车辆102在经过桥梁103的中跨区域时的垂直加速度，并结合过桥车辆103经过中跨区域时所需的通过时间，根据该垂直加速度和通过时间计算得到初始特征挠度值；重复多次后，可以得到多个初始特征挠度值，再处理多个初始特征挠度值得到它们的平均值作为特征挠度值，即车身振动响应，最后，可以根据该特征挠度值对桥梁103进行损伤检测，在该特征挠度值大于或等于预设特征挠度值时，可以确认桥梁103出现损伤。
通过本申请实施例，通过过桥车辆的车身振动响应对桥梁进行损伤检测，采用该手段，提升了桥梁间接检测方法的便捷性和快速性。
请参阅图2，图2是本申请实施例提供的一种桥梁损伤快速检测方法的流程示意图。如图2所示，其可包括步骤201-202，具体如下：
201、获取过桥车辆的车身振动响应数据；
202、根据车身振动响应数据和预设评估条件对桥梁进行损伤检测。
通过本申请实施例，根据过桥车辆的车身振动响应数据和预设评估条件对桥梁进行损伤检测，由于过桥车辆的车身振动响应数据更容易获取，维修方便， 因此，能够有效提升桥梁间接损伤识别方法的快速性和便携性。
进一步地，为了研究过桥车辆的车身振动响应和桥梁振动响应之间的关系，参考图3，图3是本申请实施例提供的一种桥梁损伤快速检测方法的模型示意图，根据车辆车轮与车身振动模型，以及过桥车辆车轮与桥梁振动模型，建立桥梁301、过桥车辆的车轮302、过桥车辆的车身303三方的模型，即桥梁-车轮-车身耦合振动模型。
针对过桥车辆车轮与桥梁振动模型，在差分方法近似成立的力学问题中，桥梁的振动与车辆车轮的振动成比例关系，由于桥梁异常引起的桥梁振动响应B的变化将从车辆车轮振动响应C 1的变化中成比例的体现出来。
B＝Q -1C 1Q  (1-1)
式中B为桥梁振动响应向量，C 1为车轮振动响应向量，Q为车辆系统中保持不变的物理常数，如刚度、阻尼和质量等等。
而针对车辆车轮与车身振动模型，车辆车轮振动响应与车身振动响应的关系，参考图4，图4为车辆车身与车轮振动的幅频特性图。其中，g代表车辆振动系统车身位移响应；f代表车轮位移响应；频率比λ为激励频率w与车身固有圆频率w 0之比。可以看出：
第一个频段为低频段(0≤λ≤0.75)。在这一频段，车身和车轮振动的幅频特性∣g/f∣近似为1，阻尼比对这一频段的影响不大。
第二个频段为共振段
Figure PCTCN2019125727-appb-000001
在这一频段，幅频特性∣g/f∣出现峰值，将输入位移放大，加大阻尼比ζ可使共振峰明显下降。
第三个频段为高频段
Figure PCTCN2019125727-appb-000002
当
Figure PCTCN2019125727-appb-000003
时，幅频特性∣g/f∣＝1，与阻尼比ζ无关；在
Figure PCTCN2019125727-appb-000004
时，幅频特性∣g/f∣<1,车身车轮系统对输入位移起着明显的衰减作用。
回到过桥车辆的车身振动响应和桥梁振动响应之间的关系，从图4中可以看出，当车轮-车身系统处于低频段(0≤λ≤0.75)振动时，车轮和车身的幅频特性∣g/f∣近似为1，即该系统输入和输出谐量的幅值比近似为1。所以当车辆系统处于低频区域振动时,作为输入的车轮振动响应C 1与作为输出的车身振动响应C 2近似相等。
因此，理论上当车轮-车身系统处于低频段振动时，桥梁结构异常引起的桥梁振动响应B的变化可以从车辆车身振动响应C 2的变化中成比例的体现出来，也即车辆车身的振动响应与车轮的振动响应近似相等。
B＝Q -1C 1Q＝Q -1C 2Q  (2-1)
式中C 2为车身振动响应向量，C 1为车轮振动响应向量；B为桥梁振动响应向量。
本实施例中，在利用过桥车辆的车身振动响应提取桥梁结构异常引起的桥梁振动响应信息之前，需要预先验证车轮-车身系统是否处于低频段振动状态。即在获取过桥车辆的车身振动响应数据之前，参考图5，图5是本申请实施例提供的一种桥梁损伤快速检测方法的流程示意图，方法还包括：
501、获取桥梁路面激励频率和过桥车辆的车身固有圆频率；
具体地，桥梁路面激励频率w是指桥梁路面不平度对车辆产生的激励频率，而车身固有圆频率w 0是不固定的，跟车身结构有直接关系，大部分在5.5HZ-8.5HZ之间。
502、根据桥梁路面激励频率和车身固有圆频率确认两者的频率比；
具体地，将路面激励频率w与车身固有圆频率w 0之比作为频率比λ。
503、在频率比小于或等于预设频率比的情况下，确认过桥车辆车身振动响应与桥梁振动响应之间存在相关关系，预设频率比属于低频段频率比。
具体地，预设频率比可以根据实际需要进行设置，其取值范围为低频段频率比，即可以是0≤λ≤0.75之间的任一数值，假设预设频率比设置为0.75，则需要判断频率比λ是否小于或等于0.75，如果是，则可以确认过桥车辆车身振动响应与桥梁振动响应之间存在相关关系，可以利用过桥车辆车身振动响应对桥梁进行损伤检测。
利用本实施例，通过获取频率比，以确定过桥车辆车身振动响应与桥梁振动响应之间存在的相关关系。
更进一步地，下面对获取桥面路面激励频率的方法做具体说明，参考图6，图6是本申请实施例提供的一种桥梁损伤快速检测方法的流程示意图，步骤501包括：
601、获取过桥车辆经过桥梁时，在车轮处的第二垂直加速度；
具体地，通过布置在过桥车辆车轮上的加速度传感器采集车辆经过桥梁整个行驶过程中的加速度信号，将其作为第二垂直加速度。
602、根据第二垂直加速度重构得到第二垂直位移；
具体地，根据第二垂直加速度重构出第二垂直位移。
603、根据第二垂直位移获取桥梁路面不平度；
具体地，第二垂直位移为过桥车辆的车轮的绝对垂直位移，可以根据公式(3-1)计算得出桥梁路面不平度q(t)。
Figure PCTCN2019125727-appb-000005
其中，
Figure PCTCN2019125727-appb-000006
式中，q(t)为汽车行驶路面的路面不平度，f(t)为车轮的绝对垂直位移，ω 1、ω 2、ω 3、ω 4为振动系统的固有角频率。F，G为传递函数中的常数，m 1为车轮质量，m 2为车身质量，k x为悬挂系统的刚度系数，k l为车轮轮胎的刚度系数。
604、根据桥梁路面不平度获取桥梁路面激励频率。
具体地，使用柯立-杜开法或布莱克曼一杜开法对采集到的路面不平度q(t)进行分析，得到对应的路面功率谱，再根据路面功率谱确定桥梁路面类型。接着根据各种路面的振动波长参数表(表1)，可得到桥梁路面类型对应的波长；最后根据桥梁路面激励频率计算公式4-1，可最终确定桥梁路面激励频率w。
Figure PCTCN2019125727-appb-000007
式中，w为路面激励频率，v为车辆行驶车速，L为路面不平度对应的波长，n为路面不平度的空间频率，与L互为倒数。
表1
Figure PCTCN2019125727-appb-000008
通过本实施例，可以通过路面不平度可以确定桥梁路面激励频率。
进一步地，车身振动响应数据包括特征挠度值，特征挠度值是指相对不受桥梁和车辆振动特性以及路面粗糙度引起的动态位移影响的车身垂直振动响应。参考图7，图7是本申请实施例提供的一种桥梁损伤快速检测方法的流程示意图，步骤201包括：
701、获取多组过桥车辆经过桥梁中跨区域时的通过时间，以及过桥车辆的车身的第一垂直加速度；
具体地，获取同一过桥车辆的多组测量数据，一组测量数据包括车辆经过桥梁中跨区域时所需的通过时间，以及车辆车身的第一垂直加速度，其中，可以通过加速度传感设备获取车辆车身的第一垂直加速度。
702、根据第一垂直加速度重构得到第一垂直位移；
具体地，可以根据第一垂直加速度重构得到第一垂直位移。
703、根据通过时间对第一垂直位移进行时间平均得到初始特征挠度值；
具体地，对每个第一垂直位移进行时间平均，即获取每个第一垂直位移与对应的通过时间的商作为初始特征挠度值，可以得到多个初始特征挠度值。
704、将多个初始特征挠度值的平均值确认为特征挠度值。
具体地，计算多个初始特征挠度值的平均值，并将其作为该过桥车辆最终的特征挠度值。
进一步地，由于过桥车辆车身振动响应与桥梁振动响应存在相关关系，因此，可以使用车辆车身垂直振动响应数据对桥梁的垂直振动响应进行估计，也即可以根据车身振动响应数据对桥梁进行损伤检测，步骤202包括：
在特征挠度值大于或等于预设特征挠度值的情况下，确认桥梁出现损伤。
具体地，特征挠度值为评估桥梁结构健康状况的指标。可以通过监测过桥车辆车身振动的特征挠度值来进行桥梁损伤识别，当车辆车身的挠度特征值超过预设特征挠度值时，可以判断桥梁发生了损伤，可进一步对桥梁进行详细的人工检查，评定损伤发生后桥梁的承载能力以及采取适当的维修或加固措施。
在实际进行桥梁损伤检测时，技术人员将便携式的加速度传感设备固定在巡检车上，巡检车以固定速度在桥梁某车道行驶。当巡检车开始进入桥梁，利用内嵌有加速度传感设备的手持式检测仪器开始采集车身的加速度信息；当离开桥梁时，停止采集。多次重复检测，以对桥梁进行损伤检测，可以定时获取桥梁不同时期的特征挠度变化，来定时识别桥梁的损伤情况，确保桥梁安全。另外，考虑到周围车辆对巡检车加速度信号采集时的振动干扰，对获取到的加速度信号，可以利用信号主成分分析和经验模态分解的方法实现加速度信号的降噪处理，提高加速度传感设备的加速度信号的采集精度，进一步提高桥梁损伤检测的准确度。
进一步地，步骤202还包括：
根据特征挠度值确定桥梁损伤等级。
具体地，可以预先设置不同损伤等级的特征挠度值的范围，则可以根据得到的特征挠度值确定桥梁的损伤等级，例如，可以分为一级损伤、二级损伤和三级损伤，一级损伤的特征挠度值小于二级损伤的特征挠度值，二级损伤的特征挠度值小于三级损伤的特征挠度值，各级损伤的具体数值范围可以根据具体需要进行设置。
更进一步地，损伤检测方法还包括：
A1、获取车辆集合和加速度传感设备集合，车辆集合为过桥车辆的车辆参数的集合，加速度传感设备集合为用于获取过桥车辆的车身的加速度信息的加速度传感设备的设备参数的集合，车辆参数包括长度、宽度、质量、行驶速度，设备参数包括加速度的采样频率；
具体地，通过Revit二次开发，创建车辆集合和加速度传感设备集合，其中，车辆集合为用于损伤检测的过桥车辆的车辆参数的集合，包括多种不同的过桥车辆的车辆参数，车辆参数包括车牌、长度、宽度、质量、行驶速度等。而加速度传感设备集合为加速度传感设备的设备参数的集合，包括多种不同的加速度传感设备的设备参数，加速度传感设备以智能手机为例，则设备参数包括手机品牌、加速度的采样频率等。
A2、建立桥梁、过桥车辆、加速度传感设备三方之间的模拟模型，加速 度传感设备设置在过桥车辆的车身上；
具体地，根据桥梁的结构参数、过桥车辆的车辆参数、加速度传感设备建立桥梁、车辆、加速度传感设备的模拟模型，其中，桥梁的结构参数包括桥梁的宽度、高度、桥梁的材料特性、跨径、桥梁类型等。
A3、根据车辆集合、加速度传感设备集合和模拟模型，对桥梁损伤检测过程进行可视化模拟；
具体地，从车辆集合和加速度传感设备集合中选择用于模拟损伤检测的过桥车辆的车辆参数和加速度传感设备的设备参数，本实施例中，利用BIM平台的Navisworks的TimeLiner模块，结合选择的车辆参数、设备参数和模拟模型进行桥梁损伤快速检测过程的4D模拟，模拟桥梁损伤检测过程。
在进行桥梁检测之前，技术人员可通过对桥梁检测过程进行三维可视化模拟，提前熟知检测流程及注意事项，如确定车的行驶速度及行驶路线。通过模拟巡检车过桥的场景，指导技术人员进行桥梁损伤快速检测。
本发明实施例考虑了车辆行驶过程中车身-车轮的耦合振动关系，从检测车车身振动响应中提取桥梁振动响应信息，有效的提升了桥梁间接损伤识别方法的快速性和便携性。
本发明实施例还提供一种桥梁BIM平台，用于执行上述方法实施例对应的桥梁损伤快速检测方法。
进一步地，上述桥梁BIM平台包括桥梁诊断模块和损伤检测模拟模块，桥梁诊断模块用于执行图2、图5、图6、图7所对应的的方法步骤。
具体地，以图6的方法为例，本实施例中，以BIM平台的Revit软件为开发平台，以Revit API封装的类库作为开发支持，针对加速度传感设备的加速度信号，以开发信息集成插件的形式，实现加速度信息到Revit的快速集成。运用新奥尔数据库设计方法，设计加速度信息数据库。通过Revit API开发基于Revit的加速度信息管理系统,实现基于Revit的数据库的创建与数据的导入，实现加速度信息的统一管理。选用Visual Studio作为编译器，通过Revit API对Revit软件进行二次开发。针对集成到BIM平台的加速度信息，根据图6所示的方法原理编写程序，并开发信息处理界面，最终实现Revit软件的二次 开发，可以实现对加速度信息的快速处理，即利用BIM平台可以处理获得的第一垂直加速度(即加速度传感设备获得的加速度信息)，以快速得到特征挠度值，以判断桥梁的损伤情况。同理，以步骤202、步骤601-步骤604、步骤701-步骤704的方法原理编写程序，以完成创建桥梁BIM平台的桥梁诊断模块，利用桥梁BIM平台可以对实际损伤检测流程中获得的数据进行处理，辅助工作人员完成损伤检测，有助于提升损伤检测效率。
更进一步地，损伤检测模拟模块用于执行上述步骤A1至步骤A3，在进行桥梁检测之前，技术人员可通过桥梁BIM平台，对桥梁检测过程进行三维可视化模拟，提前熟知检测流程及注意事项，通过在BIM平台中模拟车辆过桥的场景，可指导技术人员进行桥梁损伤快速检测。
与上述实施例一致的，请参阅图8，图8是本申请实施例提供的一种终端设备的示意图，如图8所示，终端设备800可以包括：处理器801，网络接口804和存储器805，此外，终端设备800还可以包括：用户接口803，和至少一个通信总线802。其中，通信总线802用于实现这些组件之间的连接通信。其中，用户接口803可以包括显示屏(Display)、键盘(Keyboard)，可选用户接口803还可以包括标准的有线接口、无线接口。网络接口804可选的可以包括标准的有线接口、无线接口(如WI-FI接口)。存储器805可以是高速RAM存储器，也可以是非不稳定的存储器(non-volatile memory)，例如至少一个磁盘存储器。存储器805可选的还可以是至少一个位于远离前述处理器801的存储装置。如图8所示，作为一种计算机存储介质的存储器805中可以包括操作系统、网络通信模块、用户接口模块以及设备控制应用程序。
在图8所示的终端设备800中，网络接口804可提供网络通讯功能；而用户接口803主要用于为用户提供输入的接口；而处理器801可以用于调用存储器805中存储的设备控制应用程序，以实现：
获取过桥车辆的车身振动响应数据；
根据车身振动响应数据和预设评估条件对桥梁进行损伤检测。
通过本申请实施例，根据过桥车辆的车身振动响应数据和预设评估条件对桥梁进行损伤检测，由于过桥车辆的车身振动响应数据更容易获取，维修方便， 因此，能够有效提升桥梁间接损伤识别方法的快速性和便携性。
本申请实施例可以根据上述方法示例对终端进行功能单元的划分，例如，可以对应各个功能划分各个功能单元，也可以将两个或两个以上的功能集成在一个处理单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。需要说明的是，本申请实施例中对单元的划分是示意性的，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式。
与上述一致的，请参阅图9，图9是本申请实施例提供的一种桥梁损伤快速检测系统的结构示意图。其包括车身数据获取模块901、检测模块902，其中：
车身数据获取模块901，用于获取过桥车辆的车身振动响应数据；
检测模块902，用于根据车身振动响应数据和预设评估条件对桥梁进行损伤检测。
进一步地，系统还包括：
频率获取模块，用于获取桥梁路面激励频率和过桥车辆的车身固有圆频率；
频率比获取模块，用于根据桥梁路面激励频率和车身固有圆频率确认两者的频率比；
相关关系确认模块，用于在频率比小于或等于预设频率比的情况下，确认过桥车辆车身振动响应与桥梁振动响应之间存在相关关系，预设频率比属于低频段频率比。
进一步地，频率获取模块包括：
第二加速度获取子模块，用于获取过桥车辆经过桥梁时，在车轮处的第二垂直加速度；
第二位移获取子模块，用于根据第二垂直加速度重构得到第二垂直位移；
不平度获取子模块，用于根据第二垂直位移获取桥梁路面不平度；
路面频率获取子模块，用于根据桥梁路面不平度获取桥梁路面激励频率。
进一步地，车身数据获取模块包括：
第一加速度获取子模块，用于获取多组过桥车辆经过桥梁中跨区域时的通过时间，以及过桥车辆的车身的第一垂直加速度；
第一位移获取子模块，用于根据第一垂直加速度重构得到第一垂直位移；
初始挠度获取子模块，用于根据通过时间对第一垂直位移进行时间平均得到初始特征挠度值；
挠度获取子模块，用于将多个初始特征挠度值的平均值确认为特征挠度值。
进一步地，检测模块包括：
损伤确认子模块，用于在特征挠度值大于或等于预设特征挠度值的情况下，确认桥梁出现损伤；
等级确定子模块，用于根据特征挠度值确定桥梁损伤等级。
进一步地，系统还包括：
参数集合获取模块，用于获取车辆集合和加速度传感设备集合，车辆集合为过桥车辆的车辆参数的集合，加速度传感设备集合为用于获取过桥车辆的车身的加速度信息的加速度传感设备的设备参数的集合，车辆参数包括长度、宽度、质量、行驶速度，设备参数包括加速度的采样频率；
模型建立模块，用于建立桥梁、过桥车辆、加速度传感设备三方之间的模拟模型，加速度传感设备设置在过桥车辆的车身上；
模拟检测模块，用于根据车辆集合、加速度传感设备集合和模拟模型，对桥梁损伤检测过程进行可视化模拟。
本申请实施例还提供一种计算机可读存储介质，其中，该计算机可读存储介质存储用于电子数据交换的计算机程序，该计算机程序使得计算机执行如上述方法实施例中记载的任何一种桥梁损伤快速检测方法的部分或全部步骤。
本申请实施例还提供一种计算机程序产品，计算机程序产品包括存储了计算机程序的非瞬时性计算机可读存储介质，该计算机程序使得计算机执行如上述方法实施例中记载的任何一种桥梁损伤快速检测方法的部分或全部步骤。
在本申请所提供的几个实施例中，应该理解到，所揭露的装置，可通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以 是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性或其它的形式。
作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件程序模块的形式实现。
集成的单元如果以软件程序模块的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储器中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储器中，包括若干指令用以使得一台计算机设备(可为个人计算机、服务器或者网络设备等)执行本申请各个实施例方法的全部或部分步骤。而前述的存储器包括：U盘、只读存储器(read-only memory，ROM)、随机存取存储器(random access memory，RAM)、移动硬盘、磁碟或者光盘等各种可以存储程序代码的介质。
本领域普通技术人员可以理解上述实施例的各种方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序可以存储于一计算机可读存储器中，存储器可以包括：闪存盘、只读存储器、随机存取器、磁盘或光盘等。
以上对本申请实施例进行了详细介绍，本文中应用了具体个例对本申请的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本申请的方法及其核心思想；同时，对于本领域的一般技术人员，依据本申请的思想，在具体实施方式及应用范围上均会有改变之处，综上所述，本说明书内容不应理解为对本申请的限制。

Claims (17)

  1. 一种桥梁损伤快速检测方法，其特征在于，包括：
    获取过桥车辆的车身振动响应数据；
    根据所述车身振动响应数据和预设评估条件对桥梁进行损伤检测。
  2. 根据权利要求1所述的方法，其特征在于，所述车身振动响应数据包括特征挠度值，所述获取过桥车辆的车身振动响应数据，包括：
    获取多组所述过桥车辆经过桥梁中跨区域时的通过时间，以及所述过桥车辆的车身的第一垂直加速度；
    根据所述第一垂直加速度重构得到第一垂直位移；
    根据所述通过时间对所述第一垂直位移进行时间平均得到初始特征挠度值；
    将多个所述初始特征挠度值的平均值确认为所述特征挠度值。
  3. 根据权利要求2所述的方法，其特征在于，所述根据所述车身振动响应数据和预设评估条件对桥梁进行损伤检测，包括：
    在所述特征挠度值大于或等于所述预设特征挠度值的情况下，确认所述桥梁出现损伤。
  4. 根据权利要求3所述的方法，其特征在于，所述根据所述车身振动响应数据和预设评估条件对桥梁进行损伤检测，还包括：
    根据所述特征挠度值确定桥梁损伤等级。
  5. 根据权利要求1至4任一项所述的方法，其特征在于，在获取所述过桥车辆的车身振动响应数据之前，所述方法还包括：
    获取桥梁路面激励频率和所述过桥车辆的车身固有圆频率；
    根据所述桥梁路面激励频率和所述车身固有圆频率确认两者的频率比；
    在所述频率比小于或等于预设频率比的情况下，确认所述过桥车辆车身振动响应与所述桥梁振动响应之间存在相关关系，所述预设频率比属于低频段频率比。
  6. 根据权利要求5所述的方法，其特征在于，所述获取桥梁路面激励频率和所述过桥车辆的车身固有圆频率，包括：
    获取所述过桥车辆经过所述桥梁时，在车轮处的第二垂直加速度；
    根据所述第二垂直加速度重构得到第二垂直位移；
    根据所述第二垂直位移获取桥梁路面不平度；
    根据所述桥梁路面不平度获取所述桥梁路面激励频率。
  7. 根据权利要求1至4任一项所述的方法，其特征在于，所述方法还包括：
    获取车辆集合和加速度传感设备集合，所述车辆集合为过桥车辆的车辆参数的集合，所述加速度传感设备集合为用于获取所述过桥车辆的车身的加速度信息的加速度传感设备的设备参数的集合，所述车辆参数包括长度、宽度、质量、行驶速度，所述设备参数包括加速度的采样频率；
    建立桥梁、所述过桥车辆、所述加速度传感设备三方之间的模拟模型，所述加速度传感设备设置在所述过桥车辆的车身上；
    根据所述车辆集合、所述加速度传感设备集合和所述模拟模型，对桥梁损伤检测过程进行可视化模拟。
  8. 一种桥梁损伤快速检测系统，其特征在于，包括：
    车身数据获取模块，用于获取过桥车辆的车身振动响应数据；
    检测模块，用于根据所述车身振动响应数据和预设评估条件对桥梁进行损伤检测。
  9. 根据权利要求8所述的系统，其特征在于，所述车身振动响应数据包括特征挠度值，所述车身数据获取模块包括：
    第一加速度获取子模块，用于获取多组所述过桥车辆经过桥梁中跨区域时的通过时间，以及所述过桥车辆的车身的第一垂直加速度；
    第一位移获取子模块，用于根据所述第一垂直加速度重构得到第一垂直位移；
    初始挠度获取子模块，用于根据所述通过时间对所述第一垂直位移进行时间平均得到初始特征挠度值；
    挠度获取子模块，用于将多个所述初始特征挠度值的平均值确认为所述特征挠度值。
  10. 根据权利要求9所述的系统，其特征在于，所述检测模块包括：
    损伤确认子模块，用于在所述特征挠度值大于或等于所述预设特征挠度值的情况下，确认所述桥梁出现损伤。
  11. 根据权利要求10所述的系统，其特征在于，所述检测模块还包括：
    等级确定子模块，用于根据所述特征挠度值确定桥梁损伤等级。
  12. 根据权利要求8至11任一项所述的系统，其特征在于，所述系统还包括：
    频率获取模块，用于获取桥梁路面激励频率和所述过桥车辆的车身固有圆频率；
    频率比获取模块，用于根据所述桥梁路面激励频率和所述车身固有圆频率确认两者的频率比；
    相关关系确认模块，用于在所述频率比小于或等于预设频率比的情况下，确认所述过桥车辆车身振动响应与所述桥梁振动响应之间存在相关关系，所述预设频率比属于低频段频率比。
  13. 根据权利要求12所述的系统，其特征在于，所述频率获取模块包括：
    第二加速度获取子模块，用于获取所述过桥车辆经过所述桥梁时，在车轮处的第二垂直加速度；
    第二位移获取子模块，用于根据所述第二垂直加速度重构得到第二垂直位移；
    不平度获取子模块，用于根据所述第二垂直位移获取桥梁路面不平度；
    路面频率获取子模块，用于根据所述桥梁路面不平度获取所述桥梁路面激励频率。
  14. 根据权利要求8至11任一项所述的系统，其特征在于，所述系统还包括：
    参数集合获取模块，用于获取车辆集合和加速度传感设备集合，所述车辆集合为过桥车辆的车辆参数的集合，所述加速度传感设备集合为用于获取所述过桥车辆的车身的加速度信息的加速度传感设备的设备参数的集合，所述车辆参数包括长度、宽度、质量、行驶速度，所述设备参数包括加速度的采样频率；
    模型建立模块，用于建立桥梁、所述过桥车辆、所述加速度传感设备三方之间的模拟模型，所述加速度传感设备设置在所述过桥车辆的车身上；
    模拟检测模块，用于根据所述车辆集合、所述加速度传感设备集合和所述模拟模型，对桥梁损伤检测过程进行可视化模拟。
  15. 一种终端设备，其特征在于，包括：处理器和存储器；
    所述处理器和存储器相连，其中，所述存储器用于存储程序代码，所述处理器用于调用所述程序代码，以执行如权利要求1-7任一项所述的桥梁损伤快速检测方法。
  16. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行，以实现如权利要求1-7任一项所述的桥梁损伤快速检测方法。
  17. 一种桥梁BIM平台，其特征在于，用于执行权利要求1-7任一项所述的桥梁损伤快速检测方法。
PCT/CN2019/125727 2019-12-16 2019-12-16 一种桥梁损伤快速检测方法及相关装置 WO2021119947A1 (zh)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/CN2019/125727 WO2021119947A1 (zh) 2019-12-16 2019-12-16 一种桥梁损伤快速检测方法及相关装置
CN201980003531.7A CN111373252B (zh) 2019-12-16 2019-12-16 一种桥梁损伤快速检测方法及相关装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2019/125727 WO2021119947A1 (zh) 2019-12-16 2019-12-16 一种桥梁损伤快速检测方法及相关装置

Publications (2)

Publication Number Publication Date
WO2021119947A1 true WO2021119947A1 (zh) 2021-06-24
WO2021119947A9 WO2021119947A9 (zh) 2021-08-12

Family

ID=71212399

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2019/125727 WO2021119947A1 (zh) 2019-12-16 2019-12-16 一种桥梁损伤快速检测方法及相关装置

Country Status (2)

Country Link
CN (1) CN111373252B (zh)
WO (1) WO2021119947A1 (zh)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113742822A (zh) * 2021-08-24 2021-12-03 北京建筑大学 桥梁结构响应监测数据的温度时滞效应消除方法及装置
CN114295310A (zh) * 2021-12-21 2022-04-08 重庆大学 用于强化桥梁间接测量功效的“无频”检测车及设计方法
CN114322911A (zh) * 2021-12-31 2022-04-12 重庆大学 一种联合卡尔曼滤波的桥梁路面平整度间接精准识别方法
CN114783079A (zh) * 2022-04-24 2022-07-22 西藏天路股份有限公司 一种基于bim的综合管廊运行维护系统
CN115773708A (zh) * 2022-10-18 2023-03-10 苏州市汇渠工程设计咨询有限公司 一种用于改扩建桥梁桥面线形测量及拟合的设备
CN115795943A (zh) * 2022-11-10 2023-03-14 哈尔滨工业大学 一种公路桥梁行车舒适性精细化评价方法
CN117237832A (zh) * 2023-11-15 2023-12-15 哈尔滨工业大学(深圳)(哈尔滨工业大学深圳科技创新研究院) 桥梁的振型识别方法、无人机及计算机可读存储介质

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112362272B (zh) * 2020-11-13 2022-10-28 重庆大学 一种用于桥梁频率信号强化识别的测量车系统
CN112229667B (zh) * 2020-12-14 2021-03-12 湖南大学 桥梁健康检测车装置参数获取方法及系统
CN112699590B (zh) * 2021-01-13 2023-06-06 哈尔滨工业大学（深圳） 基于胎压信息的桥梁结构损伤评估方法及相关装置
CN112697373B (zh) * 2021-01-22 2023-03-24 扬州大学 一种估计有损伤构件的铁路桥位移的方法
CN114252285A (zh) * 2021-12-09 2022-03-29 河北工业大学 一种跨径桥梁的检测模拟装置及损伤检测模拟系统
CN116451913B (zh) * 2023-06-20 2023-09-05 交通运输部公路科学研究所 一种交通基础设施健康监测系统服役性能评价方法及装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104309437A (zh) * 2014-10-23 2015-01-28 山东理工大学 车辆空气悬架非线性刚度实时最优控制的设计方法
CN106802221A (zh) * 2017-01-13 2017-06-06 重庆大学 一种基于车桥耦合系统的桥梁损伤诊断方法的检测车装置
CN107609304A (zh) * 2017-09-29 2018-01-19 中国铁道科学研究院铁道建筑研究所 大跨度铁路桥梁的基于phm的故障诊断预测系统及方法
CN107607192A (zh) * 2017-09-30 2018-01-19 中国铁路总公司 桥梁固有频率识别系统
CN109855823A (zh) * 2019-01-25 2019-06-07 重庆大学 一种利用测试车进行桥梁结构损伤识别的方法
WO2019111841A1 (ja) * 2017-12-07 2019-06-13 日本電気株式会社 損傷診断装置、損傷診断方法、及び、損傷診断プログラムが格納された記録媒体

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4119323A1 (de) * 1991-06-12 1992-12-17 Bilstein August Gmbh Co Kg Verfahren zur frequenzabhaengigen adaptiven regelung eines fahrwerks
CN101619989B (zh) * 2008-07-04 2011-04-20 中国铁路通信信号上海工程有限公司 大桥远程数据采集分析系统及其采集分析方法
CN106802222A (zh) * 2017-01-13 2017-06-06 重庆大学 一种基于车桥耦合系统的桥梁损伤诊断方法
CN107727338B (zh) * 2017-06-01 2019-08-23 重庆大学 一种基于车桥耦合系统的桥梁损伤诊断方法
CN109325263A (zh) * 2018-08-27 2019-02-12 武汉理工大学 基于神经网络的桁架桥梁损伤位置与损伤程度识别方法
CN109992827B (zh) * 2019-02-20 2023-08-22 深圳高速工程顾问有限公司 桥梁结构预警方法、装置、计算机设备和存储介质

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104309437A (zh) * 2014-10-23 2015-01-28 山东理工大学 车辆空气悬架非线性刚度实时最优控制的设计方法
CN106802221A (zh) * 2017-01-13 2017-06-06 重庆大学 一种基于车桥耦合系统的桥梁损伤诊断方法的检测车装置
CN107609304A (zh) * 2017-09-29 2018-01-19 中国铁道科学研究院铁道建筑研究所 大跨度铁路桥梁的基于phm的故障诊断预测系统及方法
CN107607192A (zh) * 2017-09-30 2018-01-19 中国铁路总公司 桥梁固有频率识别系统
WO2019111841A1 (ja) * 2017-12-07 2019-06-13 日本電気株式会社 損傷診断装置、損傷診断方法、及び、損傷診断プログラムが格納された記録媒体
CN109855823A (zh) * 2019-01-25 2019-06-07 重庆大学 一种利用测试车进行桥梁结构损伤识别的方法

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
LIN, C.W. ET AL.: "Use of a passing vehicle to scan the fundamental bridge frequencies: An experimental verification", ENGINEERING STRUCTURES, 30 November 2005 (2005-11-30), XP025278755, ISSN: 0141-0296, DOI: 10.1016/j.engstruct.2005.06.016 *

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113742822B (zh) * 2021-08-24 2023-05-16 北京建筑大学 桥梁结构响应监测数据的温度时滞效应消除方法及装置
CN113742822A (zh) * 2021-08-24 2021-12-03 北京建筑大学 桥梁结构响应监测数据的温度时滞效应消除方法及装置
CN114295310A (zh) * 2021-12-21 2022-04-08 重庆大学 用于强化桥梁间接测量功效的“无频”检测车及设计方法
CN114295310B (zh) * 2021-12-21 2023-06-06 重庆大学 用于强化桥梁间接测量功效的“无频”检测车及设计方法
CN114322911B (zh) * 2021-12-31 2023-08-04 重庆大学 一种联合卡尔曼滤波的桥梁路面平整度间接精准识别方法
CN114322911A (zh) * 2021-12-31 2022-04-12 重庆大学 一种联合卡尔曼滤波的桥梁路面平整度间接精准识别方法
CN114783079A (zh) * 2022-04-24 2022-07-22 西藏天路股份有限公司 一种基于bim的综合管廊运行维护系统
CN115773708A (zh) * 2022-10-18 2023-03-10 苏州市汇渠工程设计咨询有限公司 一种用于改扩建桥梁桥面线形测量及拟合的设备
CN115773708B (zh) * 2022-10-18 2023-11-14 苏州市汇渠工程设计咨询有限公司 一种用于改扩建桥梁桥面线形测量及拟合的设备
CN115795943A (zh) * 2022-11-10 2023-03-14 哈尔滨工业大学 一种公路桥梁行车舒适性精细化评价方法
CN115795943B (zh) * 2022-11-10 2023-06-13 哈尔滨工业大学 一种公路桥梁行车舒适性精细化评价方法
CN117237832A (zh) * 2023-11-15 2023-12-15 哈尔滨工业大学(深圳)(哈尔滨工业大学深圳科技创新研究院) 桥梁的振型识别方法、无人机及计算机可读存储介质
CN117237832B (zh) * 2023-11-15 2024-02-09 哈尔滨工业大学(深圳)(哈尔滨工业大学深圳科技创新研究院) 桥梁的振型识别方法、无人机及计算机可读存储介质

Also Published As

Publication number Publication date
CN111373252B (zh) 2023-01-10
WO2021119947A9 (zh) 2021-08-12
CN111373252A (zh) 2020-07-03

Similar Documents

Publication Publication Date Title
WO2021119947A1 (zh) 一种桥梁损伤快速检测方法及相关装置
Wickramasinghe et al. Vibration characteristics and damage detection in a suspension bridge
Feng et al. Output‐only damage detection using vehicle‐induced displacement response and mode shape curvature index
Tan et al. “Drive-by’’bridge frequency-based monitoring utilizing wavelet transform
CN104880248A (zh) 一种电机结构噪声激励源的贡献量定量识别方法
Martini et al. A computer vision-based method for bridge model updating using displacement influence lines
Giordano et al. Response‐based time‐invariant methods for damage localization on a concrete bridge
JP6874858B2 (ja) 損傷診断装置、損傷診断方法、及び、損傷診断プログラム
An et al. Experimental and numerical studies on damage localization of simply supported beams based on curvature difference probability method of waveform fractal dimension
CN110210149B (zh) 一种道路内部应力、应变动态响应信息获取系统及方法
CN105136908B (zh) 基于指征频率时空演变的桥梁结构损伤定位方法
CN108734060A (zh) 一种高速动车组车轮多边形化的识别方法及装置
Sadhu et al. Decentralized modal identification of a pony truss pedestrian bridge using wireless sensors
CN112229355A (zh) 一种基于信号处理和挂车响应的桥梁移动检测方法和系统
CN114241266B (zh) 一种光缆智能预警的处理方法及系统
CN115758202A (zh) 一种基于多物理场耦合仿真的变压器噪声信号辨识方法
CN111323488A (zh) 大型金属屋面板的损伤检测方法、装置、设备及介质
CN102867194B (zh) 一种遥感反演精度检测方法及装置
CN110132406A (zh) 一种永磁直驱电力机车联轴器振动检测方法及系统
Mostafa et al. Railway bridge damage detection based on extraction of instantaneous frequency by Wavelet Synchrosqueezed Transform
CN111623997B (zh) 车辆试验场的构建方法、装置、电子设备及可读存储介质
Malekjafarian et al. Drive-by bridge health monitoring using multiple passes and machine learning
Wang et al. Waveform‐based fracture identification of steel beam ends using convolutional neural networks
JP6797662B2 (ja) タイヤ騒音の評価方法、装置、及びプログラム
CN113447283B (zh) 一种列车车下减振器的失效检测方法及装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19957006

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 19957006

Country of ref document: EP

Kind code of ref document: A1