Subway bridge load test method, device and equipment based on first train response

Abstract

The present invention relates to the field of bridge monitoring technology, and specifically to a subway bridge load test method, device and equipment based on the response of the first train. The method includes the following steps: obtaining the measured value of the structural response within the first set time period after the departure time of the first train starting point; eliminating invalid data in the measured value of the structural response to obtain the effective measured value of the structural response; calculating the theoretical value of the structural response of a single empty car according to the finite element model; calculating the structural response verification coefficient according to the effective measured value of the structural response and the theoretical value of the structural response. This solution can solve the problems in the existing rail transit bridge load test technology that the solution takes a long time, is expensive, and has a great impact on traffic.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge monitoring, and in particular to a subway bridge load test method, device and equipment based on first train response. Background Art

[0002] There are generally two widely recognized methods for evaluating the status of traditional bridge structures. One is a weighted comprehensive scoring method based on regular manual inspections, which directly determines the status of the bridge structure based on the test results. The other is a load test method, which applies a certain load to obtain the deflection, strain and other responses of the bridge, and calculates the calibration coefficient based on the ratio of the measured response to the theoretical calculated response, and uses the calibration coefficient to evaluate whether the bridge's bearing capacity meets the requirements.

[0003] Traditional bridge load tests usually take 2 to 3 days, close traffic, deploy various types of monitoring sensors, and then load a fleet of vehicles with known weights. The load test calibration coefficient is calculated by comparing the measured structural response with the structural response from theoretical analysis.

[0004] However, this solution is time-consuming, expensive, and has a significant impact on traffic. Summary of the invention

[0005] In view of the defects existing in the prior art, the purpose of the present invention is to provide a subway bridge load test method, device and equipment based on the first train response, which can solve the problems in the prior art that the rail transit bridge load test scheme is time-consuming, expensive and has a great impact on traffic.

[0006] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0007] The present invention provides a subway bridge load test method based on first train response, comprising the following steps:

[0008] Obtain the measured value of the structural response within the first set time period after the departure time of the first train;

[0009] Eliminate invalid data from measured values ​​of structural response to obtain effective measured values ​​of structural response;

[0010] Calculate the theoretical value of the structural response of a single empty train based on the finite element model;

[0011] The structural response verification coefficient is calculated based on the measured value of the effective structural response and the theoretical value of the structural response.

[0012] In some optional solutions, the step of eliminating invalid data in the measured values ​​of the structural response to obtain the valid measured values ​​of the structural response includes:

[0013] Obtaining a mean value of the structural response of the structure to be tested when the vehicle passes through within a second set time period;

[0014] According to the mean value of the structural response, the abnormal data in the measured value of the structural response is eliminated to obtain the measured value of the structural response without abnormality;

[0015] According to the mean value of the structural response, the data of two trains passing the structure at the same time in the measured values ​​of abnormal structural response are eliminated to obtain the measured value of the effective structural response of a single train passing.

[0016] In some optional solutions, the step of eliminating invalid data in the measured values ​​of the structural response to obtain the valid measured values ​​of the structural response further includes:

[0017] Obtain the passing time of the vehicle passing through the structure to be tested;

[0018] After eliminating invalid data in the measured values ​​of the structural response, it is also determined whether the difference between the acquisition time corresponding to the continuous measured values ​​of the structural response and the set passing time is within the set time range. If not, the corresponding measured values ​​of the structural response are eliminated.

[0019] In some optional schemes, when obtaining the set passing time of the structure to be tested when a vehicle passes, it can be obtained through mathematical calculation or through actual measurement. When obtaining the set passing time through actual measurement, the structural response value of the third set time period is statistically analyzed, and the average time interval of a single train passage is calculated through processing, analysis and resolution, and this time is used as the set passing time.

[0020] In some optional schemes, the method of eliminating abnormal data in the measured structural response values ​​according to the structural response mean to obtain the measured structural response values ​​without abnormalities includes: eliminating the measured structural response values ​​that are greater than 3 times the structural response mean and less than 0.5 times the structural response mean from the measured structural response values ​​to obtain the measured structural response values ​​without abnormalities.

[0021] In some optional schemes, the method of eliminating data of two trains passing through the structure to be tested at the same time from abnormal structural response measured values ​​based on the structural response mean value to obtain effective structural response measured values ​​includes: eliminating structural response measured values ​​greater than 1.5 times the structural response mean value from the structural response measured values ​​to obtain effective structural response measured values.

[0022] In some optional schemes, the structural response includes structural dynamic strain response and structural dynamic deflection response.

[0023] In some optional solutions, determining the structural response verification coefficient according to the measured value of the effective structural response and the theoretical value of the structural response includes:

[0024] According to ηs=Ps / As, determine the structural dynamic strain response verification coefficient ηs;

[0025] According to ηd=Pd / Ad, determine the structural dynamic deflection response verification coefficient ηd;

[0026] Among them, Ps is the peak value of the measured value of the dynamic strain response of the effective structure, As is the theoretical value of the dynamic strain response of the structure; Pd is the peak value of the measured value of the dynamic deflection response of the effective structure, Ad is the theoretical value of the dynamic deflection response of the structure.

[0027] On the other hand, the present invention provides a subway bridge load test device based on the first train response, characterized in that it includes:

[0028] A measured value acquisition module, which is used to obtain the measured value of the structural response within the first set time period after the departure time of the first train starting point;

[0029] An invalid data elimination module is used to eliminate invalid data in the measured values ​​of the structural response to obtain the valid measured values ​​of the structural response;

[0030] A theoretical value acquisition module, which is used to calculate the theoretical value of the structural response of a single-row empty vehicle according to a finite element model;

[0031] The calibration coefficient calculation module is used to calculate the structural response calibration coefficient according to the measured value of the effective structural response and the theoretical value of the structural response.

[0032] In still another aspect, the present invention provides a computer device, characterized in that it includes: the computer device includes a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein when the computer program is executed by the processor, the steps of the above-mentioned subway bridge load test method based on the response of the first train are implemented.

[0033] Compared with the prior art, the advantages of the present invention are: this solution uses the first train every morning to load the bridge, realizing a rapid load test once a day to obtain the calibration coefficient of the bridge. If the calibration coefficient is relatively stable, it means that the bridge is relatively stable and has not deteriorated. Once the bridge deteriorates, the calibration coefficient will increase significantly. This solution can complete the load test without interrupting traffic and evaluate the structural status. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0035] Figure 1It is a flow chart of a subway bridge load test method in response to the first train in an embodiment of the present invention;

[0036] Figure 2 The figure is a schematic block diagram of the structure of a computer device in an embodiment of the present invention. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0038] The embodiments of the present invention are further described in detail below with reference to the accompanying drawings.

[0039] Figure 1 FIG. 1 is a flow chart of a subway bridge load test method for the first train response in an embodiment of the present invention; Figure 1 As shown, on the one hand, the present invention provides a subway bridge load test method based on the first train response, comprising the following steps:

[0040] S1: Obtain the measured value of the structural response within the first set time period after the departure time of the first train.

[0041] In this example, the approximate departure time interval of the first train is obtained. For example, if the departure time of the first train is 6:30, the identification interval of the first train is positioned at 6:30-7:30, which reduces the amount of data analysis for the first train identification and improves data analysis efficiency. In this example, the first set time period is 1 hour. In other embodiments, other time periods may also be used.

[0042] A health monitoring system is arranged on the bridge, and monitoring parameters such as dynamic deflection and dynamic strain are designed. The sampling frequency of dynamic characteristic parameters should be 10Hz or above, which can meet the structural response sampling requirements when subway vehicles are passing; the dynamic parameter monitoring measurement points should consider the redundant design requirements to prevent the sensor from malfunctioning during operation. The subway bridge line is long, and bridges in some sections of the line are selected to arrange bridge health monitoring system measurement points to realize real-time collection of bridge structure response.

[0043] In this example, the dynamic deflection and dynamic strain of the structure are used as parameters for calculating the load test verification coefficient, and the structural response includes the structural dynamic strain response and the structural dynamic deflection response. Therefore, dynamic deflection or dynamic strain measurement points should be arranged on the monitoring bridge, or both measurement points and other measurement points should be arranged at the same time.

[0044] S2: Eliminate invalid data from the measured values ​​of structural response to obtain valid measured values ​​of structural response.

[0045] The peak method is used to obtain the response of the structure. Due to the failure of the sensor acquisition equipment or the influence of strong external current interference, the structural dynamic response obtained by this method may have abnormal values, which need to be eliminated.

[0046] In some optional embodiments, step S2 includes:

[0047] S21: Obtaining a mean value of a structural response of the structure to be tested when a vehicle passes through within a second set time period.

[0048] In this example, based on the monitoring data of a period of time, the structural response value of the subway vehicle when the structure to be tested passes is statistically obtained. The structural response values ​​of all subway vehicles when the structure to be tested passes are averaged to obtain the structural response mean value P0. In this embodiment, the monitoring data within one day can be obtained. Since the monitoring data within one day are all data with passengers on the vehicle, the structural response mean value P0 here is only used as a reference value for eliminating invalid data, and the abnormal data monitored are eliminated by the structural response mean value P0.

[0049] S22: According to the structural response mean, the abnormal data in the structural response measured value is eliminated to obtain the abnormal structural response measured value.

[0050] In this example, the measured values ​​of the structural response that are greater than 3 times the mean value of the structural response and less than 0.5 times the mean value of the structural response are eliminated to obtain the abnormal measured values ​​of the structural response.

[0051] S23: According to the structural response mean, the data of two trains passing the structure to be tested at the same time in the abnormal structural response measured values ​​are eliminated to obtain the effective structural response measured value of a single train passing.

[0052] In this embodiment, the structural response measured values ​​that are greater than 1.5 times the structural response mean are eliminated from the structural response measured values ​​to obtain the effective structural response measured values.

[0053] In some optional embodiments, step S2 further includes step S24:

[0054] S241: Obtaining a set passing time of the structure to be tested when a vehicle passes at a set speed.

[0055] In the embodiment, when obtaining the set passing time of the structure to be tested when a vehicle passes through at a set speed, it can be obtained by mathematical calculation or by actual measurement.

[0056] In addition, when the set passing time is obtained by actual measurement, the structural response value of the third set time period is statistically analyzed, and the average time interval of a single train passing is calculated through processing, analysis, and resolution, and the time is used as the set passing time. In this example, the third set time period is about 10 days, and the average time interval of a single train passing is resolved and calculated by means of manual post-processing analysis, and the time is used as the set passing time.

[0057] S242: After removing invalid data from the structural response measured values, it is further determined whether the difference between the acquisition time corresponding to the continuous structural response measured values ​​and the set passing time is within the set time range. If not, the corresponding structural response measured values ​​are removed.

[0058] After eliminating inappropriate values, the dynamic strain response peak value Ps and the dynamic deflection response peak value Pd are obtained.

[0059] S3: Calculate the theoretical value of the structural response of a single row of empty cars based on the finite element model.

[0060] In this example, a finite element model of the bridge structure is established. The finite element model calculates the structural dynamic strain response value of a single row of empty cars as As, and the dynamic deflection response value as Ad.

[0061] S4: Determine the structural response verification coefficient based on the measured value of the effective structural response and the theoretical value of the structural response.

[0062] In some optional embodiments, step S4 specifically includes:

[0063] According to ηs=Ps / As, the structural dynamic strain response verification coefficient ηs is determined; according to ηd=Pd / Ad, the structural dynamic deflection response verification coefficient ηd is determined.

[0064] Among them, Ps is the peak value of the measured value of the dynamic strain response of the effective structure, As is the theoretical value of the dynamic strain response of the structure; Pd is the peak value of the measured value of the dynamic deflection response of the effective structure, Ad is the theoretical value of the dynamic deflection response of the structure.

[0065] On the other hand, the present invention also provides a subway bridge load test device based on the first train response, including: a measured value acquisition module, an invalid data elimination module, a theoretical value acquisition module and a calibration coefficient acquisition module.

[0066] Among them, the measured value acquisition module is used to obtain the measured value of the structural response within the first set time period after the departure time of the first train; the invalid data elimination module is used to eliminate invalid data in the measured value of the structural response to obtain the effective measured value of the structural response; the theoretical value acquisition module is used to calculate the theoretical value of the structural response of a single-row empty car according to the finite element model; the verification coefficient calculation module is used to calculate the structural response verification coefficient according to the effective measured value of the structural response and the theoretical value of the structural response.

[0067] In summary, this scheme uses the first train every morning (relatively speaking, the first train has the least passengers, and the first train can be roughly understood as an empty train, and the weight of the empty train is clear) to load the bridge, and implement a rapid load test once a day to obtain the calibration coefficient of the bridge. If the calibration coefficient is relatively stable, it means that the bridge is relatively stable and has not deteriorated. Once the bridge deteriorates, the calibration coefficient will increase significantly. This scheme can complete the load test without interrupting traffic and evaluate the structural status.

[0068] On the other hand, a computer device comprises: the computer device comprises a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein when the computer program is executed by the processor, the steps of the subway bridge load test method based on the response of the first train as described above are implemented.

[0069] It should be noted that those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described devices and modules and units can refer to the corresponding processes in the aforementioned embodiments and will not be repeated here.

[0070] The apparatus provided in the above embodiment may be implemented in the form of a computer program. The computer program may be Figure 2 Runs on the computer device shown.

[0071] See also Figure 2 , Figure 2 A schematic block diagram of the structure of a computer device provided in an embodiment of the present application. The computer device may be a terminal.

[0072] like Figure 2 As shown, the computer device includes a processor, a memory, and a network interface connected via a system bus, wherein the memory may include a non-volatile storage medium and an internal memory.

[0073] The non-volatile storage medium can store an operating system and a computer program. The computer program includes program instructions, and when the program instructions are executed, the processor can execute any subway bridge load test method based on the first train response.

[0074] The processor is used to provide computing and control capabilities and support the operation of the entire computer equipment.

[0075] The internal memory provides an environment for the operation of the computer program in the non-volatile storage medium. When the computer program is executed by the processor, the processor can execute any subway bridge load test method based on the response of the first train.

[0076] The network interface is used for network communication, such as sending assigned tasks, etc. Those skilled in the art will appreciate that Figure 2 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0077] It should be understood that the processor may be a central processing unit (CPU), and the processor may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among them, the general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0078] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0079] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0080] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A subway bridge load test method based on first train response, characterized in that: The following steps are involved: Obtain the measured value of the structural response within the first set time period after the departure time of the first train; Eliminate invalid data from the measured values ​​of structural response to obtain valid measured values ​​of structural response, including: Obtaining a mean value of the structural response of the structure to be tested when the vehicle passes through within a second set time period; According to the mean value of the structural response, the abnormal data in the measured value of the structural response is eliminated to obtain the measured value of the structural response without abnormality; According to the mean value of the structural response, the data of two trains passing the structure under test at the same time in the measured value of abnormal structural response is eliminated to obtain the measured value of the effective structural response of a single train passing; Obtain the passing time of the vehicle passing through the structure to be tested; After eliminating invalid data in the measured values ​​of the structural response, it is also determined whether the difference between the acquisition time corresponding to the continuous measured values ​​of the structural response and the set passing time is within the set time range. If not, the corresponding measured values ​​of the structural response are eliminated; Calculate the theoretical value of the structural response of a single empty train based on the finite element model; The structural response verification coefficient is calculated based on the measured value of the effective structural response and the theoretical value of the structural response.

2. The subway bridge load test method based on the first train response according to claim 1 is characterized in that: When obtaining the set passing time of the structure to be tested when the vehicle passes, it can be obtained through mathematical calculation or through actual measurement. When obtaining the set passing time through actual measurement, the structural response value of the third set time period is statistically analyzed, and the average time interval of a single train passage is calculated through processing, analysis and resolution, and this time is used as the set passing time.

3. The subway bridge load test method based on the first train response according to claim 1 is characterized in that: The method of eliminating abnormal data in the structural response measured values ​​according to the structural response mean to obtain the abnormal structural response measured values ​​includes: eliminating the structural response measured values ​​that are greater than 3 times the structural response mean and less than 0.5 times the structural response mean in the structural response measured values ​​to obtain the abnormal structural response measured values.

4. The subway bridge load test method based on the first train response according to claim 1 is characterized in that: The method of eliminating data of two trains passing through the structure to be measured at the same time from abnormal structural response measured values ​​according to the structural response mean value to obtain effective structural response measured values ​​includes: eliminating structural response measured values ​​greater than 1.5 times the structural response mean value from the structural response measured values ​​to obtain effective structural response measured values.

5. The subway bridge load test method based on the first train response according to claim 1 is characterized in that: The structural response includes structural dynamic strain response and structural dynamic deflection response.

6. The subway bridge load test method based on the first train response according to claim 1 is characterized in that: The calculation of the structural response verification coefficient according to the measured value of the effective structural response and the theoretical value of the structural response includes: According to ηs=Ps / As, determine the structural dynamic strain response verification coefficient ηs; According to ηd=Pd / Ad, determine the structural dynamic deflection response verification coefficient ηd; Among them, Ps is the peak value of the measured value of the dynamic strain response of the effective structure, As is the theoretical value of the dynamic strain response of the structure; Pd is the peak value of the measured value of the dynamic deflection response of the effective structure, Ad is the theoretical value of the dynamic deflection response of the structure.

7. A subway bridge load test device based on first train response, characterized in that: include: A measured value acquisition module, which is used to obtain the measured value of the structural response within the first set time period after the departure time of the first train starting point; The invalid data elimination module is used to eliminate invalid data in the measured values ​​of the structural response to obtain the valid measured values ​​of the structural response, including: Obtaining a mean value of the structural response of the structure to be tested when the vehicle passes through within a second set time period; According to the mean value of the structural response, the abnormal data in the measured value of the structural response is eliminated to obtain the measured value of the structural response without abnormality; According to the mean value of the structural response, the data of two trains passing the structure under test at the same time in the measured value of abnormal structural response is eliminated to obtain the measured value of the effective structural response of a single train passing; Obtain the passing time of the vehicle passing through the structure to be tested; After eliminating invalid data in the measured values ​​of the structural response, it is also determined whether the difference between the acquisition time corresponding to the continuous measured values ​​of the structural response and the set passing time is within the set time range. If not, the corresponding measured values ​​of the structural response are eliminated; A theoretical value acquisition module, which is used to calculate the theoretical value of the structural response of a single-row empty vehicle according to a finite element model; The calibration coefficient calculation module is used to calculate the structural response calibration coefficient according to the measured value of the effective structural response and the theoretical value of the structural response.

8. A computer device, characterized in that: include: The computer device includes a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein when the computer program is executed by the processor, the steps of the subway bridge load test method based on the first train response as described in any one of claims 1 to 6 are implemented.

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