A bridge substructure damage detection experimental model based on vehicle scanning method

Abstract

The utility model provides a kind of bridge substructure damage detection experimental model based on vehicle scanning method.The experimental model includes pier support system model, beam body model, vehicle model and self-sensing monitoring system.The beam body model is horizontally erected on two or three pier support system models, forming single-span simply supported beam or double-span continuous beam system.The vehicle model simulates driving on the bridge deck of beam body model.The pier support system model includes base model, pier model and support model from bottom to top.It can carry out multi-parameter control vehicle-bridge coupling vibration experimental model and its testing method.The model can monitor the stress state of bridge substructure in real time by introducing self-sensing monitoring system and intelligent damage simulation system, and automatically adjust damage parameters according to experimental requirements, improve the accuracy and repeatability of experiment.

Description

Technical Field

[0001] This utility model relates to the field of bridge engineering testing technology, and in particular to an experimental model for detecting damage to the substructure of bridges based on vehicle scanning method. Background Technology

[0002] As a crucial component of modern transportation infrastructure, the structural safety and durability of bridges directly impact the reliable operation of transportation systems. my country ranks among the world's largest in terms of bridge engineering scale, with approximately 30% of its existing railway bridges having served for over 30 years, resulting in a heavy workload for maintenance and repair. Meanwhile, the performance degradation of newly constructed bridges in complex environments is occurring at a faster rate than expected, making the safety risks to bridge facilities increasingly prominent.

[0003] Vehicle scanning, as an advanced non-destructive testing technique, has been widely used in the field of bridge structural health assessment in recent years. This technique analyzes the structural integrity of bridges by collecting dynamic response data generated by moving vehicles, offering significant advantages such as high efficiency, cost-effectiveness, and high automation, and has become an important development direction for large-scale bridge inspection. However, existing research largely focuses on theoretical analysis and numerical simulation, lacking sufficient experimental data support and verification.

[0004] Studies have shown that under the combined effects of multiple factors such as train dynamic load, flood scouring, debris flow, freeze-thaw cycle, environmental erosion, strong wind, vehicle and ship collision and earthquake, the substructure of bridges is prone to the following typical defects: (1) foundation settlement, which leads to overall deformation of the bridge; (2) pier tilting, which affects the structural stability; (3) pier corrosion, which reduces the structural bearing capacity; (4) local structural damage, which induces safety hazards.

[0005] Currently, bridge health inspection mainly relies on traditional non-destructive testing techniques such as manual visual inspection, ultrasonic testing, and infrared thermal imaging. These methods generally suffer from low inspection efficiency, high subjectivity, and low automation. The Vehicle-Scanning Method (VSM), which has emerged in recent years, assesses structural health by collecting dynamic response data of moving vehicles on bridges. It offers advantages such as high efficiency, low cost, and automation, and has become an important development direction for bridge inspection. However, existing research largely focuses on theoretical analysis and numerical simulation, lacking sufficient experimental data to meet the needs of practical engineering applications.

[0006] To address the aforementioned issues, systematic experimental research is urgently needed, focusing on the impact of factors such as damage location, damage severity, vehicle weight, and vehicle speed on detection results. Traditional experimental methods typically require constructing experimental models with multiple parameter combinations, which is cumbersome and costly.

[0007] Therefore, developing an experimental model for detecting damage to bridge substructures based on vehicle scanning is of great significance. Utility Model Content

[0008] The purpose of this invention is to provide an experimental model for detecting damage to the substructure of bridges based on vehicle scanning, in order to solve the problems existing in the prior art.

[0009] The technical solution adopted to achieve the purpose of this utility model is as follows: an experimental model for detecting damage to the substructure of a bridge based on the vehicle scanning method, including a pier support system model, a beam model, a vehicle model, and a self-sensing monitoring system.

[0010] The beam model is horizontally erected on two or three pier support system models, forming a single-span simply supported beam or a double-span continuous beam system. The vehicle model simulates driving on the bridge deck of the beam model.

[0011] The pier support system model, from bottom to top, includes a base model, a pier model, and a support model. The pier model includes an abutment plate and several nested double-cylinder energy-dissipating structures. These nested double-cylinder energy-dissipating structures are arranged laterally at intervals on the upper surface of the base model. The abutment plate rests on top of the nested double-cylinder energy-dissipating structures. Each nested double-cylinder energy-dissipating structure includes an inner cylinder, a spring, and an outer cylinder. The inner and outer cylinders are nested. The upper end of the inner cylinder abuts against the abutment plate, and the lower end extends into the inner cavity of the outer cylinder. The lower end of the outer cylinder abuts against the upper surface of the base model. The spring is arranged in the annular gap between the inner and outer cylinders. The upper end of the spring abuts against the abutment plate, and the lower end abuts against the upper surface of the base model. The inner wall of the upper half of the spring connects to the outer wall of the inner cylinder, and the outer wall of the lower half connects to the inner wall of the outer cylinder. The support model is located between the abutment plate and the beam model.

[0012] The self-sensing monitoring system includes distributed fiber optic sensors, strain gauges, and accelerometers. The distributed fiber optic sensors are positioned at the lower edge of the mid-span of the beam model and on the surfaces of the inner and outer cylinders. The strain gauges are positioned on the upper and lower surfaces of the mid-span of the beam model. The accelerometers are positioned on the top of the abutment. All the distributed fiber optic sensors, strain gauges, and accelerometers are connected to a data processing center.

[0013] Furthermore, the base model is welded from high-strength steel plates.

[0014] Furthermore, the support model is made of both natural rubber and neoprene rubber.

[0015] Furthermore, the beam model is made of steel. The beam model includes a bridge deck. Connecting hinges are arranged on the lower surface of the bridge deck. The connecting hinges are located at both ends of the bridge deck and at the mid-span. The connecting hinges are arched columns.

[0016] Furthermore, the spring stiffness coefficient is selected from three levels: 40kN / m, 60kN / m, and 80kN / m.

[0017] The technical advantages of this invention are undeniable: a vehicle-bridge coupled vibration experimental model and its testing method capable of multi-parameter control. By introducing a self-sensing monitoring system and an intelligent damage simulation system, this model can monitor the stress state of the bridge substructure in real time and automatically adjust damage parameters according to experimental requirements, thereby improving the accuracy and repeatability of the experiment. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the experimental model;

[0019] Figure 2 This is a schematic diagram of the bridge pier model construction;

[0020] Figure 3 This is a schematic diagram of the installation of the support and connecting hinge.

[0021] In the diagram: Support model 1, bridge abutment plate 2, inner cylinder 3, spring 4, outer cylinder 5, base model 6, bridge deck 7, connecting hinge 8, counterweight 9, frame 10, tire 11. Detailed Implementation

[0022] The present invention will be further described below with reference to embodiments, but it should not be construed as the scope of the present invention being limited to the following embodiments. Various substitutions and modifications made based on ordinary technical knowledge and conventional methods in the art without departing from the above-described technical concept of the present invention should be included within the protection scope of the present invention.

[0023] Example 1:

[0024] See Figure 1 This embodiment provides an experimental model for bridge substructure damage detection based on vehicle scanning method, including a pier support system model, a beam model, a vehicle model, and a self-sensing monitoring system.

[0025] The beam model is horizontally erected on two or three pier support system models, forming a single-span simply supported beam or a double-span continuous beam system. The vehicle model simulates driving on the bridge deck of the beam model.

[0026] See Figure 2The pier support system model, from bottom to top, includes a base model 6, a pier model, and a support model 1. The base model 6 simulates the bridge foundation structure. The pier model includes an abutment plate 2 and several nested double-cylinder energy-dissipating structures. These nested double-cylinder energy-dissipating structures are arranged laterally at intervals on the upper surface of the base model 6. The abutment plate 2 rests on top of the nested double-cylinder energy-dissipating structures. Each nested double-cylinder energy-dissipating structure includes an inner cylinder 3, a spring 4, and an outer cylinder 5. The inner cylinder 3 and outer cylinder 5 are nested together. The upper end of the inner cylinder 3 abuts against the abutment plate 2, and the lower end extends into the inner cavity of the outer cylinder 5. The lower end of the outer cylinder 5 abuts against the upper surface of the base model 6. The spring 4 is arranged in the annular gap between the inner cylinder 3 and the outer cylinder 5. The upper end of the spring 4 abuts against the abutment plate 2, and the lower end abuts against the upper surface of the base model 6. The inner wall of the upper half of the spring 4 is connected to the outer wall of the inner cylinder 3, and the outer wall of the lower half is connected to the inner wall of the outer cylinder 5. The stiffness coefficient of spring 4 can be selected at different levels according to experimental needs. By adjusting the spring stiffness and position, different damage states can be simulated. The system can adjust the damage parameters according to experimental requirements, reducing manual intervention. The support model 1 is located between the abutment plate 2 and the beam model. The thickness of the support model 1 can be adjusted according to experimental requirements.

[0027] The self-sensing monitoring system includes distributed fiber optic sensors, strain gauges, and accelerometers. The distributed fiber optic sensors are positioned at the lower edge of the mid-span of the beam model and on the surfaces of the inner cylinder 3 and outer cylinder 5. The strain gauges are positioned on the upper and lower surfaces of the mid-span of the beam model. The accelerometer is positioned on the top of the abutment plate 2. All the distributed fiber optic sensors, strain gauges, and accelerometers are connected to the data processing center.

[0028] This embodiment enables the simulation of damage at multiple locations, including bridge piers and bearings, and its adjustable vehicle-bridge coupled experimental model is of significant importance. This model will provide a more reliable experimental platform and technical support for bridge health monitoring. By adjusting the number and stiffness of springs, damage of different locations and degrees to bridge piers can be simulated. By replacing rubber pads of different thicknesses or adjusting the hydraulic device of the bearing model, bearing failure can be simulated. Simultaneously adjusting the parameters of both bridge piers and bearings can simulate complex damage conditions.

[0029] Example 2:

[0030] The main content of this embodiment is the same as that of embodiment 1, wherein the base model 6 is made of high-strength steel plate and has internal reinforcing ribs.

[0031] Example 3:

[0032] The main content of this embodiment is the same as that of embodiment 1 or 2, wherein the support model 1 is made of two materials: natural rubber and neoprene rubber.

[0033] Example 4:

[0034] The main content of this embodiment is the same as any one of embodiments 1 to 3, wherein, see [link / reference]. Figure 3 The beam model is made of steel. The beam model includes a bridge deck 7. Connecting hinges 8 are arranged on the lower surface of the bridge deck 7. The connecting hinges 8 are located at both ends and the mid-span of the bridge deck 7. The connecting hinges 8 are arched columns.

[0035] Example 5:

[0036] The main content of this embodiment is the same as any one of embodiments 1 to 4, wherein the spring stiffness coefficient of the spring 4 is selected from three levels: 40kN / m, 60kN / m and 80kN / m.

[0037] Example 6:

[0038] The main content of this embodiment is the same as any one of embodiments 1 to 5, wherein the vehicle model includes a counterweight 9, a frame 10, and tires 11. The corresponding counterweight 9 is configured, and the vehicle's driving parameters are adjusted.

Claims

1. An experimental model for bridge substructure damage detection based on vehicle scanning method, characterized in that: This includes a pier support system model, a beam model, a vehicle model, and a self-sensing monitoring system; The beam model is horizontally erected on two or three pier support system models to form a single-span simply supported beam or a double-span continuous beam system; the vehicle model simulates driving on the bridge deck of the beam model. The pier support system model, from bottom to top, includes a base model (6), a pier model, and a support model (1); the pier model includes a pier plate (2) and several nested double-cylinder energy-dissipating structures; the several nested double-cylinder energy-dissipating structures are arranged laterally at intervals on the upper surface of the base model (6); the pier plate (2) rests on top of the nested double-cylinder energy-dissipating structures; the nested double-cylinder energy-dissipating structures include an inner cylinder (3), a spring (4), and an outer cylinder (5); the inner cylinder (3) and the outer cylinder (5) are nested; the upper end of the inner cylinder (3) The upper end of the spring (4) abuts against the bridge abutment plate (2), and the lower end extends into the inner cavity of the outer cylinder (5); the lower end of the outer cylinder (5) abuts against the upper surface of the base model (6); the spring (4) is arranged in the annular gap between the inner cylinder (3) and the outer cylinder (5); the upper end of the spring (4) abuts against the bridge abutment plate (2), and the lower end abuts against the upper surface of the base model (6); the inner wall of the upper half of the spring (4) is connected to the outer wall of the inner cylinder (3), and the outer wall of the lower half is connected to the inner wall of the outer cylinder (5); the support model (1) is located between the bridge abutment plate (2) and the beam model; The self-sensing monitoring system includes a distributed optical fiber sensor, a strain gauge, and an acceleration sensor; the distributed optical fiber sensor is arranged on the lower edge of the mid-span of the beam model and on the surfaces of the inner cylinder (3) and the outer cylinder (5); the strain gauge is arranged on the upper and lower surfaces of the mid-span of the beam model; the acceleration sensor is arranged on the top of the bridge abutment plate (2); the distributed optical fiber sensor, strain gauge, and acceleration sensor are all connected to the data processing center.

2. The experimental model for bridge substructure damage detection based on vehicle scanning method according to claim 1, characterized in that: The base model (6) is made of high-strength steel plate welded together.

3. The experimental model for bridge substructure damage detection based on vehicle scanning method according to claim 1, characterized in that: The support model (1) is made of two materials: natural rubber and neoprene rubber.

4. The experimental model for bridge substructure damage detection based on vehicle scanning method according to claim 1, characterized in that: The beam model is made of steel; the beam model includes a bridge deck (7); a connecting hinge (8) is arranged on the lower surface of the bridge deck (7); the connecting hinge (8) is arranged at both ends of the bridge deck (7) and at the mid-span; the connecting hinge (8) is an arched column.

5. The experimental model for bridge substructure damage detection based on vehicle scanning method according to claim 1, characterized in that: The spring stiffness coefficient of the spring (4) is selected from three levels: 40kN / m, 60kN / m and 80kN / m.

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