T-beam rigidity degradation monitoring and early warning device

Abstract

The invention discloses a T-beam rigidity degradation monitoring and early warning device, and relates to the technical field of bridge safety monitoring. The device comprises a first fixed end, a second fixed end, a steering ring, a pull rope, an electronic dial indicator and a collecting and sending module. The first fixed end and the second fixed end are correspondingly arranged at the same height above each T-beam support, the steering ring is fixed in the middle of the lower side of a T-beam web, the pull rope is connected with a movable rod of the electronic dial indicator, bypasses the steering ring and then is fixed at the first fixed end, and a plane formed by the pull rope is parallel to the T-beam web. The electronic dial indicator is used for detecting the length variation of the pull rope, and the collecting and sending module collects deflection data of all the T-beams, judges the early warning or alarming state in real time through multiple comparative analysis modes and sends information to the user interface. The device is simple in structure, convenient to install, low in cost and high in adaptability, real-time and accurate monitoring and early warning of the dynamic deflection of the T-beam can be achieved, and bridge operation safety is effectively guaranteed.

Description

Technical Field

[0001] This invention relates to the field of bridge safety monitoring technology, and in particular to a T-beam stiffness degradation monitoring and early warning device. Background Technology

[0002] As the service life of T-beam bridges increases, they are prone to problems such as decreased stiffness and beam deformation under long-term dynamic loads (vehicle and train traffic), environmental erosion (wind and rain, temperature changes, humidity) and material aging (concrete spalling, steel corrosion). T-beam deflection, as a core indicator reflecting the stress state and health of the T-beam structure, is crucial for ensuring the safe operation of bridges.

[0003] In current bridge engineering, the need for monitoring the dynamic deflection of T-beams is becoming increasingly urgent. I. Aging bridges exacerbate safety risks Under long-term loads and external environmental conditions, T-beam bridges commonly experience problems such as crack propagation, concrete carbonation, and steel corrosion, leading to reduced structural stiffness and increased sensitivity to dynamic deflection. Traditional manual inspection methods struggle to capture the instantaneous deformation of the structure under dynamic loads such as vehicle traffic, and this monitoring lag may pose safety hazards. Therefore, there is an urgent need to introduce real-time and efficient monitoring methods.

[0004] II. Frequent overloading and exceeding limits exacerbate structural damage. Frequent overload impacts cause irreversible inelastic deformation of the T-beams, resulting in a significant increase in dynamic deflection amplitude and accelerating structural fatigue damage. Currently widely used static monitoring technologies struggle to accurately identify such transient responses, thus failing to provide effective support for structural safety assessments.

[0005] Third, existing monitoring devices are insufficient to meet actual needs. Traditional displacement gauges and laser rangefinders are complex in structure and inconvenient to install, and may even cause secondary damage to bridges. While advanced technologies such as GPS and fiber optic sensing offer high accuracy, they suffer from high costs, weak anti-interference capabilities, and difficult maintenance. Furthermore, most of these devices struggle to operate stably in harsh outdoor environments for extended periods.

[0006] Therefore, there is an urgent need for a new type of monitoring device that is simple in structure, easy to install, low in maintenance cost, and highly adaptable. Summary of the Invention

[0007] The purpose of this invention is to solve the problems existing in the prior art. To meet the above monitoring requirements, this invention provides a T-beam stiffness degradation monitoring and early warning device, comprising: n T-beams to be tested, each T-beam having a first support and a second support at its bottom; The first fixed end and the second fixed end are respectively configured on each T-beam. The first fixed end is fixed above the first support of the T-beam, and the second fixed end is fixed above the second support of the T-beam. The first fixed end and the second fixed end are located at the same horizontal height. Steering rings are configured one-to-one with each of the T-beams. The steering rings are fixed to the lower side of the web of the T-beams and are located in the center between the first fixed end and the second fixed end. Pull ropes are configured one-to-one with each of the T-beams. One end of each pull rope is connected to the movable rod of an electronic dial indicator. The other end of each pull rope passes around the corresponding steering ring and is fixed to the corresponding first fixed end. The plane formed by the pull ropes is parallel to the plane of the web of the corresponding T-beam. An electronic dial indicator is configured one-to-one with each of the T-beams. The electronic dial indicator is fixed at the corresponding second fixed end. The electronic dial indicator is used to detect the change in the length of the corresponding pull rope. The acquisition and transmission module is fixed on the T-beam. The acquisition and transmission module is connected to the signals of all the electronic dial gauges via data cables. The acquisition and transmission module is used to acquire the deflection data of each T-beam, and after making early warning and alarm judgments based on the deflection data, it sends information to the user interface.

[0008] Preferably, both the first fixed end and the second fixed end are fixed to the web of the corresponding T-beam by expansion bolts.

[0009] Preferably, the steering ring has a universal rotating structure, and the rotation plane of the steering ring is parallel to the plane formed by the corresponding pull rope.

[0010] Preferably, the pull rope is a stainless steel wire rope with a low modulus of elasticity.

[0011] Preferably, the acquisition and transmission module has a built-in storage unit, which pre-stores the previously acquired average deflection value, the average deflection difference between adjacent T-beams, and the deflection difference between adjacent T-beams under special loads, and the storage unit also has a built-in early warning coefficient and an alarm coefficient.

[0012] Preferably, the acquisition and transmission module is used to calculate the deflection difference between two adjacent T-beams, compare the deflection data of each T-beam with the previously acquired average deflection, and make a warning and alarm judgment by combining the warning coefficient and the alarm coefficient.

[0013] Preferably, the acquisition and transmission module is used to calculate the deflection difference between two adjacent T-beams, compare the deflection difference between adjacent T-beams with the average value of the deflection differences of all adjacent T-beams, and make a warning or alarm determination by combining the warning coefficient and the alarm coefficient.

[0014] Preferably, the acquisition and transmission module is used to calculate the deflection difference between two adjacent T-beams, compare the deflection difference between adjacent T-beams with the deflection difference between adjacent T-beams on the left and right sides, and make a warning and alarm judgment in combination with the warning coefficient and the alarm coefficient.

[0015] Preferably, the acquisition and transmission module is used to calculate the deflection difference between two adjacent T-beams, compare the deflection difference between adjacent T-beams with the deflection difference between adjacent T-beams under special load, and make early warning and alarm judgments in combination with the early warning coefficient and the alarm coefficient.

[0016] Preferably, the acquisition and transmission module is fixed at the web of the first T-beam.

[0017] Compared with the prior art, the present invention has the following advantages and technical effects: The T-beam stiffness degradation monitoring and early warning device provided by this invention has a simple structure, is quick and easy to install, is economical and durable, and can measure the dynamic deflection data of T-beams in real time. It compares the deflection difference between adjacent T-beams with previously collected average deflection differences between adjacent T-beams, the average deflection difference of all adjacent T-beams, the deflection difference between adjacent T-beams on the left and right sides, and the deflection difference between adjacent T-beams under special loads, and sends early warning and alarm information to the user interface for different situations, realizing safe monitoring and timely early warning of T-beam bridges during operation. Its positioning is accurate; through quantitative analysis of the deflection difference between adjacent T-beams, it can accurately pinpoint the stiffness degradation problem of a single beam. Implementation is convenient; no scaffolding is required during installation. Operation is simple; reading and early warning are completed automatically. It has strong real-time performance, dynamically capturing deflection changes under vehicle loads and triggering early warnings instantly. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a side view showing the arrangement of the monitoring device of the present invention.

[0020] Figure 2 This is a cross-sectional view of the monitoring device layout of the present invention.

[0021] Figure 3 This is a schematic diagram illustrating the calculation of the present invention when there is no deflection change.

[0022] Figure 4 This is a schematic diagram illustrating the calculation of deflection changes in this invention.

[0023] In the diagram: 1. First fixed end; 2. Second fixed end; 3. Steering ring; 4. Pull rope; 5. Electronic dial indicator; 6. Data acquisition and transmission module; 7. T-beam; 8. First support; 9. Second support. Detailed Implementation

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in this invention can be combined with each other. The described embodiments are merely some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this invention. The invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] like Figures 1 to 4 As shown, the present invention provides a T-beam stiffness degradation monitoring and early warning device, comprising: n T-beams 7 to be tested, each T-beam 7 has a first support 8 and a second support 9 at its bottom; The first fixed end 1 and the second fixed end 2 are respectively arranged on each T-beam 7. The first fixed end 1 is fixed above the first support 8 of the T-beam 7, and the second fixed end 2 is fixed above the second support 9 of the T-beam 7. The first fixed end 1 and the second fixed end 2 are located at the same horizontal height. Steering rings 3 are configured one-to-one with each T-beam 7. The steering rings 3 are fixed to the lower side of the web of the T-beam 7, and the steering rings 3 are located in the center between the first fixed end 1 and the second fixed end 2. Pull ropes 4 are configured one-to-one with each T-beam 7. One end of the pull rope 4 is connected to the movable rod of the electronic micrometer 5. The other end of the pull rope 4 passes around the corresponding steering ring 3 and is fixed to the corresponding first fixed end 1. The plane formed by the pull ropes 4 is parallel to the plane of the web of the corresponding T-beam 7. Electronic dial gauge 5 is configured one-to-one with each T-beam 7. Electronic dial gauge 5 is fixed at the corresponding second fixed end 2. Electronic dial gauge 5 is used to detect the change in length of the corresponding pull rope 4. The data acquisition and transmission module 6 is fixed on the T-beam. The data acquisition and transmission module 6 is connected to all electronic dial gauges 5 via data cables. The data acquisition and transmission module 6 is used to acquire the deflection data of each T-beam 7, and after making early warning and alarm judgments based on the deflection data, it sends information to the user interface.

[0026] This invention, through an integrated monitoring device consisting of a first fixed end 1, a second fixed end 2, a steering ring 3, a pull rope 4, an electronic dial gauge 5, and a data acquisition and transmission module 6, can convert the vertical displacement (deflection) of the web of the T-beam 7 into the horizontal length change of the pull rope 4 through geometric relationships without changing the existing stress state of the T-beam 7. This is then accurately captured by the electronic dial gauge 5, realizing real-time, non-contact measurement of the dynamic deflection of the T-beam 7. This fundamentally solves the problems of lagging, complex installation, and high cost of traditional monitoring methods, and provides a basic data source for the stiffness degradation of the T-beam 7.

[0027] The scheme was further optimized so that both the first fixed end 1 and the second fixed end 2 were fixed to the web of the corresponding T beam 7 by expansion bolts.

[0028] By using expansion bolts for fixing, the installation can be made firm and reliable, with minimal damage to the beam structure, and it is easy to quickly install on various existing bridges, thus meeting the needs of engineering convenience.

[0029] Further optimization of the design: the steering ring 3 is a universal rotating structure, and the rotation plane of the steering ring 3 is parallel to the plane formed by the corresponding pull rope 4.

[0030] By setting the steering ring 3 as a universal rotating structure, the frictional resistance and jamming phenomenon when the pull rope 4 passes around the steering ring 3 can be effectively reduced when the T beam 7 undergoes deflection deformation, ensuring that the pull rope 4 can move smoothly with the position change of the steering ring 3, thereby ensuring the accuracy and sensitivity of displacement transmission.

[0031] The design was further optimized by using a stainless steel wire rope with a low modulus of elasticity for rope 4.

[0032] By using low-modulus stainless steel wire rope as the tension rope 4, the elongation of the rope itself is minimal when under stress, which allows the deflection deformation of the T-beam 7 to be transmitted to the electronic dial gauge 5 with almost no damage. At the same time, the stainless steel material has excellent corrosion resistance and durability, which can adapt to the harsh outdoor environment where the bridge is located and ensure the stability of long-term monitoring.

[0033] To further optimize the scheme, the data acquisition and transmission module 6 has a built-in storage unit. The storage unit pre-stores the average deflection value collected in the early stage, the average deflection difference between adjacent T-beams 7, and the deflection difference between adjacent T-beams 7 under special loads. The storage unit also has built-in early warning coefficients and alarm coefficients.

[0034] By pre-storing various benchmark data and coefficients in the data acquisition and transmission module 6, a data foundation can be provided for subsequent intelligent comparative analysis of multiple modes. This enables early warning judgments to be based on a comprehensive evaluation that combines historical normal data and special operating condition data, rather than relying on a single instantaneous data, thereby improving the accuracy and reliability of early warnings.

[0035] To further optimize the scheme, the data acquisition and transmission module 6 is used to calculate the deflection difference between two adjacent T-beams 7, and compares the deflection data of each T-beam 7 with the previously acquired average deflection value, and combines the warning coefficient and alarm coefficient to make warning and alarm judgments.

[0036] By using a method that compares the beam's stiffness with its historical average deflection, it is possible to monitor the absolute change trend of the beam's stiffness over time and promptly detect any abnormalities such as continuous or significant degradation of the stiffness of a T-beam.

[0037] To further optimize the scheme, the data acquisition and transmission module 6 is used to calculate the deflection difference between two adjacent T-beams 7, and compares the deflection difference between adjacent T-beams 7 with the average value of the deflection differences of all adjacent T-beams 7. The warning and alarm coefficients are then used to determine the warning and alarm.

[0038] By using a judgment method that compares the deflection difference with the average value of all adjacent beams, it is possible to make relative comparisons across the entire bridge and identify abnormal beam segments whose deflection differences significantly deviate from the overall average level. This helps to locate local damage or uneven stiffness problems.

[0039] To further optimize the scheme, the data acquisition and transmission module 6 is used to calculate the deflection difference between two adjacent T-beams 7, and compare the deflection difference between adjacent T-beams 7 with the deflection difference between adjacent T-beams 7 on the left and right sides. The warning and alarm coefficients are then used to determine the warning and alarm.

[0040] By adopting a judgment method that directly compares the differences between the beams on the left and right, a more refined local comparison can be made. This allows for the keen detection of sudden changes in stiffness or continuity anomalies between three adjacent beams, which is particularly effective in identifying localized concentrated damage or support defects.

[0041] To further optimize the scheme, the data acquisition and transmission module 6 is used to calculate the deflection difference between two adjacent T-beams 7, and compares the deflection difference between adjacent T-beams 7 with the deflection difference between adjacent T-beams 7 under special loads. The warning and alarm coefficients are then used to determine the warning and alarm.

[0042] By setting a judgment method that compares historical data under special loads (such as heavy-duty vehicles or specific test loads), it is possible to distinguish between normal deformation differences under conventional working conditions and dangerous deformation differences under extreme working conditions, compare the changes in structural response, thereby eliminating the influence of load variations and reflecting the effect of structural stiffness degradation more purely.

[0043] The scheme was further optimized by fixing the acquisition and transmission module 6 to the web of the first T-beam 7.

[0044] By fixing the acquisition and transmission module 6 to the web of the first T-beam 7, it is possible to facilitate centralized wiring, reduce cable length, facilitate equipment maintenance and data extraction, and at the same time avoid installing the equipment on the bridge deck or other locations that are susceptible to direct impact from vehicles or human interference.

[0045] The T-beam stiffness degradation monitoring and early warning device provided by this invention has the following overall implementation process: First, based on the number n of 7 T-beams within the bridge span, prepare a corresponding number of first fixed ends 1, second fixed ends 2, steering rings 3, pull ropes 4, and electronic micrometers 5. On the web of each T-beam 7 to be monitored, at the same height directly above the two supports, install the first fixed ends 1 and second fixed ends 2 respectively using expansion bolts, ensuring that the horizontal distance L between them is accurate. Install the steering ring 3 on the lower side of the web between the two ends. Fix the electronic micrometer 5 at the position of the second fixed end 2. Connect one end of the pull rope 4 to the movable rod of the electronic micrometer 5, and tighten and fix the other end after passing around the steering ring 3 to the first fixed end 1. Adjust the pull rope 4 so that the plane of the pull rope 4 is parallel to the plane of the web, and record the initial length l0 of the pull rope 4 at this time. Connect all the electronic micrometers 5 to the acquisition and transmission module 6 fixed to the web of the first beam through data cables. After the system is powered on, the acquisition and transmission module 6 continuously acquires the change in the length Δl of the pull rope 4 measured by each electronic micrometer 5. 0i And according to the formula: , Calculate the real-time deflection f of each beam. i and the deflection difference Δ between adjacent beams i,i+1 The data difference between two adjacent T-beams is: .

[0046] Where i = 1, 2, ..., n, n is the number of 7 T-beams in one span of the T-beam bridge; h is the vertical distance from the first fixed end 1 and the second fixed end 2 to the turning ring 3.

[0047] The acquisition and transmission module 6 calls the pre-stored historical benchmark data and coefficients, and executes four judgment logics in parallel: f i Compare with historical averages; Δ i,i+1 The average deflection difference Δc between the beams and all adjacent beams 平 Compare; compare Δ i,i+1 Compare with the deflection difference between the left and right beams; Δ i,i+1 Difference in beam deflection Δ under special load i,i+1特 In comparison, once any judgment logic meets the preset warning or alarm conditions, the data acquisition and transmission module 6 immediately generates the corresponding warning or alarm information and sends it to the remote user monitoring interface via wireless or wired means to remind managers to take timely action.

[0048] Example Based on the actual engineering situation, early warnings and alarms can be issued in the following ways.

[0049] Scenario 1: Comparison of each T-beam 7 with the average value of the previously collected deflection data.

[0050] Set a corresponding k value, which corresponds to the warning coefficient k of the previously collected average deflection value. xy The alarm coefficient k corresponds to the average deflection value collected in the early stage. xb ;Δ i,i+1 Let Δ be the deflection difference between the i-th T-beam 7 and the (i+1)-th T-beam 7. i,i+1平 This represents the average value of the deflection difference between the i-th T-beam 7 and the (i+1)-th T-beam 7 collected in the early stages.

[0051] At this point, it is determined that an alert has been triggered; At this point, it is determined that an alarm has been triggered.

[0052] Scenario 2: Compare the deflection difference between adjacent T-beams 7 with the average deflection difference of all adjacent T-beams 7.

[0053] Set a corresponding k value, which is the warning coefficient k corresponding to the average deflection difference of all adjacent T-beams 7 in this case. cy The alarm coefficient k corresponds to the average deflection difference of all adjacent T-beams 7 in this case. cb ;Δ i,i+1 Let Δ be the deflection difference between the i-th T-beam 7 and the (i+1)-th T-beam 7. c平 This is the average value of the deflection difference of all adjacent T-beams 7 in this study.

[0054] , This is determined to be a trigger warning; , This was determined to be an alarm triggered.

[0055] Scenario 3: Compare the deflection difference between adjacent T-beams 7 with the deflection difference between adjacent T-beams 7 on the left and right sides.

[0056] Set a corresponding k value, which is the warning coefficient k for comparing the deflection difference between adjacent T-beams 7 and the deflection difference between adjacent T-beams 7 on both sides. ly The alarm coefficient k corresponds to the comparison between the deflection difference of adjacent T-beam 7 and the deflection difference of adjacent T-beam 7 on both sides. lb ;Δ i,i+1 Let Δ be the deflection difference between the i-th T-beam 7 and the (i+1)-th T-beam 7. i+1,i+2 Let be the deflection difference between the (i+1)th T-beam 7 and the (i+2)th T-beam 7.

[0057] or This has been determined to trigger an alert. or An alarm has been triggered.

[0058] Scenario 4: Comparison of the deflection difference between adjacent T-beams 7 and the deflection difference between adjacent T-beams 7 under special load.

[0059] Set a corresponding k value, which is the warning coefficient k for the deflection difference between two adjacent beams under special loads. ty The alarm coefficient k for the deflection difference between two adjacent beams under special loads. tb ;Δ i,i+1 Let Δ be the deflection difference between the i-th T-beam 7 and the (i+1)-th T-beam 7. i,i+1特 Let be the difference in deflection between the i-th T-beam 7 and the (i+1)-th T-beam 7 under special load.

[0060] This is determined to be a trigger warning; This was determined to be an alarm triggered.

[0061] The specific value of k can be determined according to Table 1.

[0062] Table 1. Reference values ​​for warning and alarm coefficients. This invention achieves real-time, automated, and high-precision monitoring of the dynamic deflection of T-beams, overcoming the lag of manual inspections and static testing. It can instantly capture the structural response under dynamic loads such as vehicle traffic. The device has an extremely simple structure, with main components being mechanical and conventional electronic parts. Installation is quick and convenient, requiring no large equipment or complex construction, minimizing disruption to bridge operations, and is cost-effective, facilitating large-scale application. Through multi-mode data comparison and analysis algorithms (self-historical comparison, overall average comparison, adjacent local comparison, and special load comparison), the stiffness degradation state is comprehensively evaluated from multiple dimensions, significantly improving the accuracy, reliability, and relevance of early warnings. It can effectively distinguish between normal load fluctuations and structural damage, reducing false alarm rates. The device is durable, with key components made of corrosion-resistant materials, adaptable to harsh outdoor environments, requiring low maintenance, and having a long lifespan.

[0063] The T-beam stiffness degradation monitoring and early warning device provided by this invention can provide intuitive and timely decision support information, which helps to achieve preventive maintenance, effectively extend the service life of bridges, and ensure public transportation safety.

[0064] The above are merely preferred embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A T-beam stiffness degradation monitoring and early warning device, characterized in that, include: n T-beams (7) to be tested, each T-beam (7) has a first support (8) and a second support (9) at its bottom; The first fixed end (1) and the second fixed end (2) are respectively arranged on each T-beam (7). The first fixed end (1) is fixed above the first support (8) of the T-beam (7), and the second fixed end (2) is fixed above the second support (9) of the T-beam (7). The first fixed end (1) and the second fixed end (2) are located at the same horizontal height. Steering rings (3) are configured one-to-one with each of the T beams (7). The steering rings (3) are fixed to the lower side of the web of the T beam (7), and the steering rings (3) are located in the middle position between the first fixed end (1) and the second fixed end (2). Pull ropes (4) are configured one-to-one with each of the T beams (7). One end of the pull rope (4) is connected to the movable rod of the electronic micrometer (5). The other end of the pull rope (4) passes around the corresponding steering ring (3) and is fixed at the corresponding first fixed end (1). The plane formed by the pull ropes (4) is parallel to the plane where the web of the corresponding T beam (7) is located. Electronic dial gauges (5) are configured one-to-one with each of the T-beams (7). The electronic dial gauges (5) are fixed at the corresponding second fixed end (2). The electronic dial gauges (5) are used to detect the length change of the corresponding pull rope (4). The acquisition and transmission module (6) is fixed on the T-beam. The acquisition and transmission module (6) is connected to all the electronic dial gauges (5) via a data line. The acquisition and transmission module (6) is used to acquire the deflection data of each T-beam (7) and send information to the user interface after making a warning and alarm judgment based on the deflection data.

2. The T-beam stiffness degradation monitoring and early warning device according to claim 1, characterized in that, Both the first fixed end (1) and the second fixed end (2) are fixed to the web of the corresponding T beam (7) by expansion bolts.

3. The T-beam stiffness degradation monitoring and early warning device according to claim 1, characterized in that, The steering ring (3) is a universal rotating structure, and the rotation plane of the steering ring (3) is parallel to the plane formed by the corresponding pull rope (4).

4. The T-beam stiffness degradation monitoring and early warning device according to claim 1, characterized in that, The pull rope (4) is a stainless steel wire rope with low elastic modulus.

5. The T-beam stiffness degradation monitoring and early warning device according to claim 1, characterized in that, The acquisition and transmission module (6) has a built-in storage unit. The storage unit pre-stores the average deflection value, the average deflection difference between adjacent T-beams (7), and the deflection difference between adjacent T-beams (7) under special load. The storage unit also has a built-in early warning coefficient and an alarm coefficient.

6. The T-beam stiffness degradation monitoring and early warning device according to claim 1 or 5, characterized in that, The acquisition and transmission module (6) is used to calculate the deflection difference between two adjacent T beams (7), and compare the deflection data of each T beam (7) with the previously acquired average deflection value, and make early warning and alarm judgments in combination with the early warning coefficient and alarm coefficient.

7. The T-beam stiffness degradation monitoring and early warning device according to claim 1 or 5, characterized in that, The acquisition and transmission module (6) is used to calculate the deflection difference between two adjacent T beams (7), and compare the deflection difference between adjacent T beams (7) with the average value of the deflection difference of all adjacent T beams (7), and make a warning and alarm judgment in combination with the warning coefficient and the alarm coefficient.

8. The T-beam stiffness degradation monitoring and early warning device according to claim 1 or 5, characterized in that, The acquisition and transmission module (6) is used to calculate the deflection difference between two adjacent T beams (7), and compare the deflection difference between adjacent T beams (7) with the deflection difference between adjacent T beams (7) on the left and right sides, and make a warning and alarm judgment in combination with the warning coefficient and the alarm coefficient.

9. The T-beam stiffness degradation monitoring and early warning device according to claim 1 or 5, characterized in that, The acquisition and transmission module (6) is used to calculate the deflection difference between two adjacent T beams (7), and compare the deflection difference between adjacent T beams (7) with the deflection difference between adjacent T beams (7) under special load, and make early warning and alarm judgments in combination with the early warning coefficient and alarm coefficient.

10. The T-beam stiffness degradation monitoring and early warning device according to claim 1, characterized in that, The acquisition and transmission module (6) is fixed to the web of the first T-beam (7).

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