Test method and system for performance of steel bridge deck pavement considering bridge vibration

Abstract

The application discloses a kind of steel bridge deck pavement layer performance test methods considering bridge vibration, comprising: S1: the dynamics characteristic analysis is carried out to bridge prototype, obtains the inherent frequency of its first two orders with vertical bending deformation as main;S2: prepare deck pavement composite structure test piece according to the bridge to be researched;S3: establish double degree of freedom lumped mass-spring equivalent model, and define the coupling stiffness of equivalent model horizontal direction and vertical direction support stiffness;S4: with the frequency matching equation is established and is solved, determine the coupling stiffness and support stiffness of experimental model;S5: according to coupling stiffness and support stiffness build physical experimental model;S6: dynamic excitation is applied while synchronously collecting dynamic response data, and based on dynamic response data evaluates the dynamic response and performance under bridge vibration environment.The application solves the technical defects that traditional pavement paving experimental method is disjointed with bridge actual service condition, more truly simulates the response of pavement layer in whole bridge vibration.

Description

Technical Field

[0001] This invention relates to the technical field of bridge deck pavement testing methods, and in particular to a test method and system for the performance of steel bridge deck pavement layers that takes bridge vibration into account. Background Technology

[0002] In research on steel bridge deck pavement, experimental methods are often used to analyze the performance of pavement materials and their collaborative working characteristics with the bridge deck. However, existing experimental studies typically use experimental schemes or specimens designed for road pavement, whose boundary conditions and stress modes differ significantly from those of real steel bridge decks. Under traffic loads and environmental influences, steel bridge decks experience overall vibration (such as vertical bending vibration) and local deformation. This dynamic interaction is a key factor affecting the fatigue, cracking, and interlayer bonding performance of the pavement layer. Existing static or quasi-static experimental methods, as well as experimental designs that do not consider the overall dynamic characteristics of the bridge, cannot effectively simulate this coupled dynamic process. This leads to discrepancies between experimental results and the actual service behavior of the bridge deck pavement, making it difficult to guide engineering design and maintenance decisions. Summary of the Invention

[0003] This invention aims to at least partially solve one of the technical problems in related technologies. To this end, one objective of this invention is to propose a test method and system for the performance of steel bridge deck pavement layers considering bridge vibration, thereby overcoming the technical deficiency of traditional pavement test methods being disconnected from actual bridge service conditions, and more realistically simulating the response of the pavement layer under overall bridge vibration.

[0004] In a first aspect, the present invention proposes a test method for the performance of steel bridge deck pavement considering bridge vibration, the method comprising the following steps: S1: Perform dynamic characteristic analysis on the bridge prototype to which the bridge deck pavement belongs, and obtain its first two natural frequencies dominated by vertical bending deformation, which are denoted as the first target frequencies. With the second target frequency ; S2: Prepare bridge deck pavement composite structure specimens according to the actual engineering pavement process and external proportions of the bridge under study, and measure the total mass of the specimens. ; S3: Establish a two-degree-of-freedom lumped mass-spring equivalent model, and define the coupling stiffness in the horizontal direction and the support stiffness in the vertical direction of the equivalent model; S4: Based on the first target frequency With the second target frequency Establish and solve the frequency matching equation to determine the coupling stiffness and support stiffness of the experimental model; S5: Based on the connection coupling stiffness and bottom support stiffness obtained in step S4, build a physical experimental model; S6: Apply dynamic excitation to the physical experimental model obtained in step S5 and simultaneously collect dynamic response data, and evaluate the dynamic response and performance of the bridge under vibration environment based on the dynamic response data.

[0005] Preferably, in step S1, the first two vertical bending natural frequencies are obtained by establishing a fine finite element model of the bridge and performing modal analysis, and / or by on-site environmental vibration testing and modal identification technology, and the first target frequency is obtained. Corresponding to the first-order vertical bending frequency, the second target frequency Corresponding to the second-order vertical bending frequency.

[0006] Preferably, in step S3, the equivalent model represents the inertial effect of the specimen as two mass blocks of equal mass, and these mass blocks are supported by elastic support units. The two mass blocks are symmetrically arranged, and the stiffness of the bottom elastic support units of the two mass blocks are respectively... , ,and The stiffness of the elastic support unit connecting the two mass blocks is... .

[0007] Preferably, in step S4: Setting the frequency of the equivalent model to be equal to the target frequency of the bridge under study, the following system of equations of motion is established: ; in, The mass of each equivalent mass block. ; and These represent the vertical displacements of the two equivalent lumped mass blocks, respectively. but: ; .

[0008] Preferably, in step S5, the physical experimental model includes the specimen obtained in step S2 and bottom elastic support units that provide support for both sides of the specimen. The stiffness of the bottom elastic support units on both sides of the specimen are respectively... , ,and The bottom elastic support unit on each side of the specimen is composed of A stiffness of The springs are composed of springs and are evenly distributed on both sides.

[0009] Secondly, the present invention proposes a performance testing system for steel bridge deck pavement considering bridge vibration, employing any of the above-mentioned methods for testing the performance of steel bridge deck pavement considering bridge vibration. The testing system includes: Bottom elastic support units on both sides: These are respectively set at the bottom of the specimen to provide vertical elastic support for the specimen, and the equivalent total stiffness of the elastic support units at both ends is equal. Basic platform: Provides support for the entire test system and is located at the lower end of the bottom elastic support unit; Dynamic excitation unit: used to apply sweep frequency excitation and / or transient or random dynamic loads to the specimen; The response measurement and data acquisition unit is used to synchronously acquire dynamic response data of the specimen under dynamic excitation.

[0010] The beneficial effects of this invention are: Using the first two natural vertical bending frequencies of the bridge prototype as targets, an equivalent vibration experimental model was constructed and built, so that the specimen was subjected to dynamic loading in a vibration environment closer to the actual engineering situation in the laboratory, thereby improving the ability of the experimental results to characterize and interpret actual service behavior. By obtaining the first and second target frequencies of the bridge prototype and establishing frequency matching equations to solve the coupling stiffness and support stiffness of the experimental model, a deterministic mapping from the target dynamic characteristics to the key parameters of the experimental system is achieved, avoiding deviations caused by selecting support conditions based solely on experience, and improving the designability, repeatability, and comparability of the experimental scheme. A two-degree-of-freedom lumped mass-spring equivalent model is adopted, which equates the inertial effect of the specimen to two mass blocks of equal mass and symmetrical arrangement. The specimen is supported by an equivalent elastic support unit and coupled by an intermediate connecting elastic support unit. This allows for the capture of the key dynamic characteristics of the overall vibration of the bridge with a relatively simple experimental configuration, which is convenient for implementation and promotion under laboratory conditions. Frequency sweep excitation and / or transient, random dynamic loads are applied to the physical experimental model, and dynamic response data is collected simultaneously. This is used to verify the dynamic characteristics of the system (such as the target frequency matching effect) before and during the test, and further evaluate the dynamic response and performance of the pavement layer under bridge vibration environment based on the response data, thereby improving the experimental support capability for key service issues such as pavement layer fatigue, cracking and interlayer bonding. Attached Figure Description

[0011] In the attached diagram: Figure 1 This is a flowchart of the test method for the performance of steel bridge deck pavement layer considering bridge vibration proposed in this invention; Figure 2 This is a physical image of the bridge deck pavement composite structure specimen in Embodiment 3 of the present invention; Figure 3 This is a diagram of the equivalent model of the two-degree-of-freedom lumped mass-spring in Embodiment 3 of the present invention; Figure 4 This is a diagram of the physical experiment model in Embodiment 3 of the present invention; Figure 5 This is a diagram of the final experimental setup in Embodiment 3 of the present invention; Figure 6 This is a physical image of the high-precision laser rut profiler in Embodiment 3 of the present invention; Figure 7 This is a rut depth curve of the control group in Example 3 of the present invention; Figure 8 This is a rut depth curve of the experimental group in Example 3 of the present invention. Detailed Implementation

[0012] Example 1: Reference Figure 1 A test method for the performance of steel bridge deck pavement considering bridge vibration, the method steps are as follows: S1: Perform dynamic characteristic analysis on the bridge prototype to which the bridge deck pavement belongs, and obtain its first two natural frequencies dominated by vertical bending deformation, which are denoted as the first target frequencies. With the second target frequency ; Specifically, the first two natural frequencies of vertical bending can be obtained by establishing a refined finite element model of the bridge and performing modal analysis, or by using on-site environmental vibration testing and modal identification technology. The first target frequency... Corresponding to the first-order vertical bending frequency, the second target frequency Corresponding to the second-order vertical bending frequency.

[0013] S2: Prepare bridge deck pavement composite structure specimens according to the actual engineering pavement process and external proportions of the bridge under study, and measure the total mass of the specimens. ; S3: Establish a two-degree-of-freedom lumped mass-spring equivalent model, and define the coupling stiffness in the horizontal direction and the support stiffness in the vertical direction of the equivalent model; Specifically, the equivalent model represents the inertial effect of the specimen as two mass blocks of equal mass, supported by elastic support elements. The two mass blocks are symmetrically arranged, and the stiffness of the bottom elastic support elements of the two mass blocks are respectively... , ,and The stiffness of the elastic support unit connecting the two mass blocks is... .

[0014] S4: Based on the first target frequency With the second target frequency Establish and solve the frequency matching equation to determine the coupling stiffness and support stiffness of the experimental model; Specifically: Setting the frequency of the equivalent model to be equal to the target frequency of the bridge under study, the following system of equations of motion is established: ; in, The mass of each equivalent mass block. ; and These represent the vertical displacements of the two equivalent lumped mass blocks, respectively. but: ; .

[0015] S5: Based on the connection coupling stiffness and bottom support stiffness obtained in step S4, build a physical experimental model; Specifically, the physical experimental model includes the specimen obtained in step S2 and bottom elastic support units that provide support for both sides of the specimen. The stiffness of the bottom elastic support units on both sides of the specimen are respectively... , ,and The bottom elastic support unit on each side of the specimen is composed of A stiffness of The springs are composed of springs and are evenly distributed on both sides.

[0016] S6: Apply dynamic excitation to the physical experimental model obtained in step S5 and simultaneously collect dynamic response data, and evaluate the dynamic response and performance of the bridge under vibration environment based on the dynamic response data.

[0017] Example 2: A test system for the performance of steel bridge deck pavement considering bridge vibration, applying any scheme of the test method for the performance of steel bridge deck pavement considering bridge vibration in Example 1, the test system includes: Bottom elastic support units on both sides: These are respectively set at the bottom of the specimen to provide vertical elastic support for the specimen, and the equivalent total stiffness of the elastic support units at both ends is equal. Basic platform: Provides support for the entire test system and is located at the lower end of the bottom elastic support unit; Dynamic excitation unit: used to apply sweep frequency excitation and / or transient or random dynamic loads to the specimen; The response measurement and data acquisition unit is used to synchronously acquire dynamic response data of the specimen under dynamic excitation.

[0018] Example 3: To more clearly illustrate the implementation plan and its effects, we will use the attached diagram as an example: A long-span orthotropic steel box girder bridge was selected as the application prototype. In this embodiment, the key modal parameters were obtained by establishing a finite element model of the bridge and performing modal analysis. First, based on the bridge's design drawings, a refined model of its spatial frame and plate-shell combination was established in general-purpose finite element software. This model accurately simulated the geometric and material properties of components such as the main beam, diaphragms, and longitudinal ribs, and applied realistic boundary constraints. Modal analysis was then performed on this model, extracting the first two mode shapes dominated by vertical bending deformation and their corresponding natural frequencies. The analysis results obtained in this embodiment are: first-order vertical bending frequency... Second-order vertical bending frequency These two frequency values ​​reflect the basic dynamic characteristics of the prototype bridge in the vertical plane and will serve as the core target matching parameters for subsequent dynamic equivalent design.

[0019] To construct a test system in the laboratory that matches the dynamic characteristics of the actual bridge deck, a corresponding pavement composite structure specimen needs to be prepared. The specimen fabrication process is as follows: A steel plate of the same material and thickness as the actual bridge deck is selected, and segmental models are cut out at a similar scale. Subsequently, following the engineering requirements, an anti-corrosion layer and an adhesive layer are sequentially applied to the steel plate, and then an asphalt concrete pavement layer of predetermined thickness and gradation is laid and compacted. This ultimately forms a steel bridge deck-pavement composite specimen identical to the actual bridge structure, such as... Figure 2 As shown. After the specimen has completely cured, accurately measure its total mass and record it as . This specimen will serve as the core force-bearing and testing object in subsequent physical experiment systems.

[0020] Adopting such Figure 3 The two-degree-of-freedom lumped mass-spring equivalent model shown serves as the basis for dynamic equivalent design. This model dynamically equates the complete pavement composite structure specimen to two lumped mass blocks and its boundary support conditions to linear springs.

[0021] Mass parameter determination: Given that the model needs to simulate symmetrical vertical bending vibration modes, the total mass of the specimen is determined as follows: The mass is evenly distributed among two equivalent mass blocks, that is, the mass of each mass block is... This allocation principle ensures that the system's center of mass and inertia distribution are consistent with the physical entity of the specimen, and provides the correct mass parameters for frequency matching.

[0022] Stiffness parameter definition: The model contains three key stiffness parameters: the total stiffness of the springs at both ends (outer sides) is 1. A vertical elastic support used as a dynamically equivalent bridge bearing; the intermediate spring stiffness connecting two mass blocks. The overall bending stiffness of the pavement composite structure specimen is used as an equivalent parameter. The quantity to be determined needs to be identified through frequency matching analysis in the next stage.

[0023] The system consists of two equivalent blocks of equal mass and a supporting spring system on both sides of the bridge deck pavement composite structure. The total spring stiffness on both sides is equal. The stiffness of the intermediate spring is replaced by the bending stiffness of the pavement composite structure, and the system is arranged symmetrically.

[0024] The system's equation of motion is: ; That is, the bending stiffness of the pavement composite structure; written in matrix form as follows: ; Let the solution be: ; Substituting into the equation, we get: ; The condition for a system to have a non-zero solution is that the determinant of its coefficient row is zero. ; Expanding the determinant: ; Simplifying the equation, we get: ; The equation has two solutions, the first solution (corresponding to the first-order frequency) ): ; The second solution (corresponding to the second-order frequency) ): ; The corresponding mode shape is: First-order mode shape: Second-order vibration mode: ; Simultaneous equations and ,as well as , Solving , : ; ; Will and Substitute the expression and Verifying the formula yields: ; ; The system frequency obtained was verified to be consistent with the target frequency.

[0025] Actual experimental model quality , , Substitution Solving for: ; This embodiment aims to transform a theoretical model into an experimental device that can be practically operated and has controllable dynamic characteristics, and to carry out the hardware design and implementation of a physical experiment system.

[0026] Design and implementation of spring assembly: End support spring assembly: to achieve overall stiffness To ensure accurate simulation and uniform distribution of support force, this embodiment employs a parallel spring assembly design. Each end support is provided by... It consists of several identical linear helical springs connected in parallel. The design stiffness of each small spring is... According to the formula Calculations show that the 12 springs are arranged in a uniform grid pattern below the support surface of the specimen to ensure the uniformity and stability of load transfer.

[0027] Intermediate stiffness element: The stiffness element in the model of this embodiment. This represents the equivalent overall bending stiffness of the pavement assembly structure. In the physical experimental system, this stiffness is directly provided by the bending stiffness of the complete pavement assembly structure specimen itself. As a continuous plate-shell structure, when its two ends are supported by springs, its central section naturally exhibits the bending effect of a beam during vertical vibration, and its stiffness value is equivalent to that in the theoretical model. Therefore, during system integration, there is no need to add an additional intermediate spring component. Instead, by ensuring the continuity and integrity of the specimen and designing reasonable support point positions, the stress and deformation mode of the specimen in the system is mainly manifested as bending, thereby achieving dynamic equilibrium. This design not only simplifies the device but also ensures the realism and directness of the stiffness simulation.

[0028] Stiffness calibration and verification: All springs must be individually stiffened on a material testing machine before installation to ensure that their actual stiffness values ​​are within the design tolerance (e.g., ±5%). After installation, the overall support stiffness of the system can be re-verified by static loading or low-amplitude frequency sweep vibration.

[0029] System integration and installation: Basic framework: First, select a basic platform as the basis for installing the entire experimental system.

[0030] Spring installation: Install and fix two sets (one set on each side), totaling 24 small springs, to the base platform according to the design positions.

[0031] Specimen placement: Place the prepared complete paving assembly specimen stably on the spring groups on both sides, ensuring that the specimen is in uniform and tight contact with the top surfaces of all springs.

[0032] Intermediate connection: due to intermediate stiffness Provided by the continuous bending stiffness of the pavement composite structure specimen itself, no additional intermediate components are required during system integration. The core of the installation lies in ensuring the specimen behaves mechanically as a continuous beam, allowing the middle section to freely bend under end-support conditions, thus achieving dynamically equivalent stiffness. .

[0033] System leveling and preload: The entire system is leveled using a fine-tuning device, and an appropriate preload is applied to the springs to eliminate gaps and ensure the stability of the initial state.

[0034] The final integrated physical experiment system, such as Figure 4 As shown, the core feature of this system is that the complete paving specimen, as a vibrating mass, forms an equivalent vibration system with clear two-degree-of-freedom dynamic characteristics in the vertical plane through the calibrated end spring assembly and intermediate stiffness unit, thus preparing for the next step of dynamic loading and testing.

[0035] After the physical experimental system is built and verified, dynamic loading and data acquisition can be performed on it to evaluate the dynamic response of the pavement composite structure under simulated bridge vibration environment.

[0036] Loading scheme: The loading device used in this embodiment is the ALT-S100 all-environment road surface accelerated loading system. The ALT-S100 accelerated loading system has a large number of loading units and a high degree of automation, which can apply rapid wheel rolling action to the road structure specimen and simulate the road structure to withstand traffic loads for several to more than ten years in a short period of time.

[0037] Measurement system layout: Strain measurement: On the pavement surface, in areas where the maximum tensile strain is estimated (such as the negative bending moment area at mid-span) and key sections, resistance strain gauges or fiber optic grating sensors are attached along the longitudinal and transverse directions to monitor the dynamic strain time history.

[0038] Interface condition measurement: Miniature shear sensors are embedded or digital image correlation technology is used at the critical interface between the pavement layer and the steel plate to monitor the relative slip or shear stress changes between layers.

[0039] Motion parameter measurement: High-sensitivity accelerometers are installed at both ends and mid-span of the specimen to record the vibration acceleration response of the system under load, which is used to identify the actual vibration frequency and mode.

[0040] Load and environmental monitoring: The input load time history is recorded by the force sensor built into the loading system, and the experimental environment temperature is monitored.

[0041] Data collection and analysis: All sensor signals are recorded synchronously through a high-speed data acquisition system. By processing and analyzing the acquired data, we can: extract the dynamic strain / stress amplitude, spectral characteristics, and cumulative damage patterns of the pavement layer under coupled vibration; analyze the degradation process of the interfacial bonding state under cyclic loading; and comprehensively evaluate the dynamic amplification effect, fatigue performance, and failure mechanism of the pavement composite structure under simulated bridge vibration conditions. The final experimental setup is as follows: Figure 5 As shown, this system provides a reliable experimental platform for studying the service behavior of steel bridge deck paving under real dynamic environments.

[0042] To quantitatively verify the superiority and engineering realism of the experimental method in this embodiment compared to traditional pavement testing methods, we designed a rigorous comparative experiment, using rut depth, a key performance indicator characterizing the permanent deformation capacity of the pavement layer, as the core evaluation criterion. Rut depth was measured using a high-precision laser rut profiler, as illustrated in the diagram below. Figure 6 As shown, this ensures the accuracy and repeatability of data collection.

[0043] Comparative experimental design: Experimental group: The experimental system constructed in this embodiment is used. This system completes the dynamic equivalent design and parameter calibration based on the specified modal parameters of the target bridge, so that the specimen is in a simulated real bridge vibration environment during the test.

[0044] Control group: A traditional road surface material testing device was used to replace the bridge deck pavement. This involved mounting pavement composite structure specimens of identical materials and dimensions on a rigid, fixed support platform and testing them using the same loading equipment. This control group device does not have the function of simulating overall bridge vibration; its boundary conditions are static.

[0045] Experimental conditions: Both groups of specimens used identical materials, mix proportions, molding processes, and layer thicknesses. Identical simulated traffic loads were applied, ensuring that the number of loading cycles, load magnitude, and duration were completely consistent.

[0046] Experimental Results and Data Analysis: After different loading cycles of the equivalent cumulative axle load, the rut depth of the two groups of specimens was measured.

[0047] Control group (traditional road surface test): The maximum rut depth was measured to be approximately 2.8 mm. Figure 7 As shown, the ruts are relatively uniform in shape, mainly exhibiting compaction deformation.

[0048] Experimental group (dynamic equivalent model of this invention): The maximum rut depth was measured to be approximately 4.2 mm, as shown below. Figure 8 As shown, the rut depth was significantly greater than that of the control group. More importantly, the rut profile exhibited more pronounced non-uniformity, and slight displacement was observed at the inflection points of the system's vibration modes or in areas with larger bending moments, indicating more profound deformation. This morphological characteristic is highly similar to the non-uniform rutting defects observed in actual steel bridge deck pavement.

[0049] The differences in experimental results fundamentally reveal the essential differences in the mechanical states simulated by different experimental methods: Traditional static experiments cannot incorporate the periodic dynamic bending stress and interlayer alternating shear force caused by the overall vibration of the bridge, thus seriously underestimating the cumulative rate of plastic deformation and the degree of damage to the pavement material under actual vibration-coupled service environment.

[0050] The method in this embodiment uses dynamic equivalent design to subject the specimen to continuous vertical bending vibration at the same frequency as the target bridge while bearing wheel loads. This dynamic additional stress field significantly exacerbates the shear fatigue effect of the asphalt mixture, leading not only to a substantial increase in rutting depth but also realistically replicating the unevenness and localization of rutting development, which is consistent with the actual engineering failure pattern.

[0051] In summary, the quantitative comparison of rut depth indicators confirms that the method provided in this embodiment can significantly improve the predictive fidelity of laboratory test results for real bridge deck pavement behavior. Through the aforementioned precise analytical design and construction, this embodiment makes the laboratory model equivalent to the prototype bridge in core dynamic characteristics, thus providing a realistic and clearly mechanistic dynamic performance experimental method for performance evaluation, material optimization, and life prediction of steel bridge deck pavement systems.

[0052] Compared with the prior art, this embodiment has the following significant advantages and positive effects: 1. High realism, significantly improved simulation fidelity. The overall vibration characteristics of the bridge structure (characterized primarily by the key first and second vertical bending mode frequencies and mode shapes) are introduced into the pavement experiment using rigorous dynamic similarity principles. The experimental system constructed in this embodiment ensures that the dynamic boundary conditions and mechanical environment of the pavement specimen closely approximate its actual service state on a real bridge.

[0053] 2. Highly feasible, easy to implement and promote. The two-degree-of-freedom lumped mass-spring equivalent model employed has an extremely clear physical concept, and key parameters can be directly calculated and determined through explicit analytical formulas, avoiding multiple iterations, trial and error, and high manufacturing costs associated with complex scaled-down model designs. The core components of the experimental system (standard spring, reaction frame, and conventional sensors) are easily obtained and integrated in ordinary structural or materials laboratories, making the method easy to implement, highly repeatable, and conducive to the widespread application and promotion of the technology.

[0054] 3. Highly targeted, closely addressing the core issues of the project. The method directly focuses on the core external factor affecting the durability of steel bridge deck pavement—the continuous vibration of the bridge under traffic load. By isolating and precisely controlling this key factor, the experimental data can more directly and purely reveal the dynamic response, fatigue damage evolution, and interface failure mechanism of bridge deck pavement materials and structures under vibration environment, providing a direct and efficient experimental research method for targeted improvement of the vibration fatigue performance of bridge deck pavement systems.

[0055] 4. The theory is rigorous, and the results are scientifically reliable. The entire methodology is built upon a solid foundation of structural dynamics, modal analysis, and similarity theory. From prototype modal parameter extraction to equivalent model establishment and parameter analysis, and finally to physical system implementation, the logical chain is rigorous and complete. This design based on theoretical derivation ensures the predictability and verifiability of the experimental system's dynamic behavior, guaranteeing the scientific rigor of the experimental process and the reliability of the obtained data.

Claims

1. A test method for the performance of steel bridge deck pavement considering bridge vibration, characterized in that, The method steps are as follows: S1: Perform dynamic characteristic analysis on the bridge prototype to which the bridge deck pavement belongs, and obtain its first two natural frequencies dominated by vertical bending deformation, which are denoted as the first target frequencies. With the second target frequency ; S2: Prepare bridge deck pavement composite structure specimens according to the actual engineering pavement process and external proportions of the bridge under study, and measure the total mass of the specimens. ; S3: Establish a two-degree-of-freedom lumped mass-spring equivalent model, and define the coupling stiffness in the horizontal direction and the support stiffness in the vertical direction of the equivalent model; S4: Based on the first target frequency With the second target frequency Establish and solve the frequency matching equation to determine the coupling stiffness and support stiffness of the experimental model; S5: Based on the connection coupling stiffness and bottom support stiffness obtained in step S4, build a physical experimental model; S6: Apply dynamic excitation to the physical experimental model obtained in step S5 and simultaneously collect dynamic response data, and evaluate the dynamic response and performance of the bridge under vibration environment based on the dynamic response data.

2. The test method for the performance of steel bridge deck pavement considering bridge vibration according to claim 1, characterized in that: In step S1, the first two vertical bending natural frequencies are obtained by establishing a fine finite element model of the bridge and performing modal analysis, and / or by on-site environmental vibration testing and modal identification technology, which is the first target frequency. Corresponding to the first-order vertical bending frequency, the second target frequency Corresponding to the second-order vertical bending frequency.

3. The test method for the performance of steel bridge deck pavement considering bridge vibration according to claim 1, characterized in that: In step S3, the equivalent model represents the inertial effect of the specimen as two mass blocks of equal mass, supported by elastic support elements. The two mass blocks are symmetrically arranged, and the stiffness of the bottom elastic support elements of the two mass blocks are respectively... , ,and The stiffness of the elastic support unit connecting the two mass blocks is... .

4. The test method for the performance of steel bridge deck pavement considering bridge vibration according to claim 3, characterized in that: In step S4: Setting the frequency of the equivalent model to be equal to the target frequency of the bridge under study, the following system of equations of motion is established: ； in, The mass of each equivalent mass block. ; and These represent the vertical displacements of the two equivalent lumped mass blocks, respectively. but: ； 。 5. The test method for the performance of steel bridge deck pavement considering bridge vibration according to claim 3, characterized in that: In step S5, the physical experimental model includes the specimen obtained in step S2 and bottom elastic support units that provide support for both sides of the specimen. The stiffness of the bottom elastic support units on both sides of the specimen are respectively... , ,and The bottom elastic support unit on each side of the specimen is composed of A stiffness of The springs are composed of springs and are evenly distributed on both sides.

6. A performance testing system for steel bridge deck pavement considering bridge vibration, characterized in that: The test system for the performance testing of steel bridge deck pavement considering bridge vibration, as described in any one of claims 1-5, comprises: Bottom elastic support units on both sides: These are respectively set at the bottom of the specimen to provide vertical elastic support for the specimen, and the equivalent total stiffness of the elastic support units at both ends is equal. Basic platform: Provides support for the entire test system and is located at the lower end of the bottom elastic support unit; Dynamic excitation unit: used to apply sweep frequency excitation and / or transient or random dynamic loads to the specimen; The response measurement and data acquisition unit is used to synchronously acquire dynamic response data of the specimen under dynamic excitation.

Images