Railway bridge underwater structure disease intelligent monitoring and early warning device

Abstract

The utility model discloses a railway bridge underwater structure disease intelligent monitoring early warning device relates to monitoring early warning device technical field, and this device includes underwater pier attached type electric climbing support, bridge pier abutment vibration acceleration sensor, bridge integral ballast vibration acceleration sensor, data acquisition system, locomotive vehicle, pier abutment and bridge integral ballast main part, pier abutment is fixedly installed on bored pile foundation. The utility model is combined with the direct scanning of multibeam array sonar and the indirect verification of vibration signal, realizes the accurate identification and quantitative evaluation of underwater structure disease, avoids the limitation of single monitoring mode, constructs the closed loop process of underwater monitoring - data analysis - safety early warning with the automatic running of electric climbing support and the real - time transmission of multi - source data, can discover disease and early warning in time, and effectively prevents the bridge accident caused by underwater structure failure.

Description

Technical Field

[0001] This utility model relates to the field of monitoring and early warning device technology, specifically an intelligent monitoring and early warning device for underwater structural defects of railway bridges. Background Technology

[0002] For railway bridges, especially those spanning rivers, their underwater structures are subjected to long-term erosion by flowing water and dynamic loads from trains, which can easily lead to pile foundation hollowing, material deterioration, and loss of bearing capacity. This can then induce pier tilting, changes in the natural vibration characteristics of the bridge structure, and even sudden collapse, posing a risk to traffic safety. Therefore, monitoring and timely protection of the erosion damage to the underwater structures of in-service railway bridges is of paramount importance in operational safety maintenance. Railway companies have established a regular underwater structure damage and topographic mapping system and use advanced technologies to monitor the development of erosion damage to the underwater structures of bridges in real time or on a regular basis, so as to detect risks early and take remedial measures.

[0003] Existing railway bridge water monitoring and early warning devices commonly use contact measurement technology, which requires underwater operation, is labor-intensive and risky, and can only obtain sparse point data, making it difficult to reflect the overall situation. In addition, underwater television and camera technology rely on underwater operation or ROV support, which is costly and has strict requirements for water visibility. It is almost ineffective in turbid water and cannot quantitatively measure the depth and shape of scour pits.

[0004] Based on this, we now provide an intelligent monitoring and early warning device for underwater structural defects of railway bridges, which can eliminate the drawbacks of existing devices. Utility Model Content

[0005] The purpose of this utility model is to provide an intelligent monitoring and early warning device for underwater structural defects of railway bridges, so as to solve the problems of commonly used contact measurement technology in the background technology, which requires underwater operation, resulting in high labor intensity and high risk.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] An intelligent monitoring and early warning device for underwater structural defects of railway bridges includes an underwater pier-attached electric climbing support, a bridge pier vibration acceleration sensor, a bridge integral track bed vibration acceleration sensor, a data acquisition system, a locomotive and rolling stock, bridge piers and abutments, and the main body of the bridge integral track bed. The bridge piers and abutments are fixedly installed on top of bored piles, and the main body of the bridge integral track bed is installed on top of the bridge piers and abutments. The underwater pier-attached electric climbing support includes a frame and an attachment and climbing device. A robotic arm is fixedly installed on the frame, and a multi-beam array sonar is installed at the movable end of the robotic arm. The locomotive and rolling stock integrate a train body vibration acceleration acquisition system and a train safety operation early warning system. The train body vibration acceleration acquisition system and the data acquisition system are connected wirelessly. The bridge pier vibration acceleration sensor and the bridge integral track bed vibration acceleration sensor are both connected wirelessly to the data acquisition system.

[0008] Based on the above technical solutions, this utility model also provides the following optional technical solutions:

[0009] In one alternative: the attachment climbing device is fixed to the inner wall of the frame, and a traveling wheel that travels longitudinally along the pier body is rotatably installed on the attachment climbing device. A tightening wheel that self-tightens circumferentially along the pier body is rotatably installed on the side of the attachment climbing device away from the frame. The wheel surfaces of both the traveling wheel and the tightening wheel are in contact with the surface of the pier body.

[0010] In one alternative: the bridge pier vibration acceleration sensor is embedded in the top concrete of the bridge pier through a pre-embedded part, with the sensing surface of the sensor facing upward and flush with the top surface of the bridge pier.

[0011] In one alternative: the vibration acceleration sensor of the integral bridge track bed is fixed to the surface of the integral bridge track bed body by adhesive.

[0012] In one alternative: the data acquisition system is installed on the side support of the bridge pier, directly below the bridge pier vibration acceleration sensor. The signal receiving end of the data acquisition system corresponds to the signal transmitting end of the multi-beam array sonar, the bridge pier vibration acceleration sensor, the bridge integral track bed vibration acceleration sensor, and the train body vibration acceleration acquisition system.

[0013] In one alternative: the train body vibration acceleration acquisition system is installed near the bottom bogie of the locomotive and rolling stock, the train safety operation early warning system is installed in the driver's cab of the locomotive and rolling stock, and the train body vibration acceleration acquisition system and the train safety operation early warning system are electrically connected by wires.

[0014] In one alternative: the traveling wheels are distributed in two sets at intervals along the height direction of the frame, with two traveling wheels in each set and symmetrically arranged on both sides of the frame; the tensioning wheel is located in the middle between the two sets of traveling wheels, and its axle is perpendicular to the axle of the traveling wheels.

[0015] In one alternative: the scanning range of the multibeam array sonar covers the underwater foundation of the bridge pier and the surrounding riverbed area within a radius of 1 meter.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0017] 1. This utility model combines direct scanning with multi-beam array sonar with indirect verification with vibration signals to achieve accurate identification and quantitative assessment of underwater structural defects, avoiding the limitations of a single monitoring method.

[0018] 2. This utility model utilizes the automatic movement of the electric climbing support and the real-time transmission of multi-source data to construct a closed-loop process of underwater monitoring, data analysis, and safety early warning. It can promptly detect defects and issue early warnings, effectively preventing bridge accidents caused by underwater structural failures.

[0019] 3. This utility model eliminates the need for manual underwater operations, reducing monitoring risks in harsh hydrological environments. Meanwhile, continuous monitoring data can track the development trend of defects, providing dynamic basis for maintenance decisions. Vibration monitoring covers the entire chain from bridge piers to track bed to trains, accurately linking underwater defects with train operation safety. The early warning is more targeted and forward-looking, significantly improving the safety and reliability of railway bridge operation. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall internal structure of this utility model.

[0021] Figure 2 This is a schematic diagram of the installation structure of the multi-beam array sonar of this utility model.

[0022] Figure 3 This is a schematic diagram of the installation structure of the vibration acceleration sensor for bridge piers according to this utility model.

[0023] Figure 4 This is a schematic diagram of the installation structure of the vibration acceleration sensor for the integral track bed of the bridge according to this utility model.

[0024] Figure 5 This is a schematic diagram of the locomotive and rolling stock structure of this utility model.

[0025] Figure 6 This is a schematic diagram of the workflow of this utility model.

[0026] Figure labeling: 1. Underwater pier attached electric climbing support; 2. Bridge pier vibration acceleration sensor; 3. Bridge integral track bed vibration acceleration sensor; 4. Data acquisition system; 5. Locomotive and rolling stock; 6. Multibeam array sonar; 7. Robotic arm; 8. Frame; 9. Attachment climbing device; 10. Running wheel; 11. Tensioning wheel; 12. Bridge pier and abutment; 13. Bridge integral track bed body; 14. Train body vibration acceleration acquisition system; 15. Train safety operation early warning system. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments.

[0028] In one embodiment, such as Figures 1-5 As shown, an intelligent monitoring and early warning device for underwater structural defects of railway bridges includes an underwater pier-attached electric climbing support 1, a bridge pier vibration acceleration sensor 2, a bridge integral track bed vibration acceleration sensor 3, a data acquisition system 4, a locomotive and rolling stock 5, a bridge pier abutment 12, and a bridge integral track bed body 13; the bridge pier abutment 12 is fixedly installed on the top of the bored pile, and the bridge integral track bed body 13 is installed on the top of the bridge pier abutment 12; the underwater pier-attached electric climbing support 1 includes a frame body 8 and an attachment climbing device 9, on which an organic... The robotic arm 7 has a multi-beam array sonar 6 installed at its movable end; the locomotive 5 integrates a train body vibration acceleration acquisition system 14 and a train safety operation early warning system 15. The train body vibration acceleration acquisition system 14 and the data acquisition system 4 are connected wirelessly. The bridge pier vibration acceleration sensor 2 and the bridge overall track bed vibration acceleration sensor 3 are both connected to the data acquisition system 4 wirelessly. The scanning range of the multi-beam array sonar 6 covers the underwater foundation of the bridge pier and the riverbed area within a radius of 10 to 30 meters.

[0029] In this embodiment, by combining direct scanning with multi-beam array sonar 6 with indirect verification using vibration signals, accurate identification and quantitative assessment of underwater structural defects are achieved, avoiding the limitations of a single monitoring method. Utilizing the automatic movement of the electric climbing support and real-time transmission of multi-source data, a closed-loop process of underwater monitoring, data analysis, and safety early warning is constructed. This allows for timely detection and warning of defects, effectively preventing bridge accidents caused by underwater structural failure. The elimination of manual underwater operations reduces monitoring risks in harsh hydrological environments, while continuous monitoring data tracks defect development trends, providing dynamic basis for maintenance decisions. Vibration monitoring covers the entire chain from piers to track bed to trains, accurately linking underwater defects with train operation safety, making early warnings more targeted and forward-looking, and significantly improving the safety and reliability of railway bridge operations.

[0030] In one embodiment, such as Figure 1 and Figure 2 As shown, the attachment climbing device 9 is fixed to the inner wall of the frame 8. A traveling wheel 10 is rotatably mounted on the attachment climbing device 9, traveling longitudinally along the pier body. A tightening wheel 11, which self-tightens circumferentially along the pier body, is rotatably mounted on the side of the attachment climbing device 9 away from the frame 8. The wheel surfaces of both the traveling wheel 10 and the tightening wheel 11 are in contact with the surface of the pier body. Two sets of traveling wheels 10 are spaced apart along the height direction of the frame 8, with two traveling wheels 10 in each set symmetrically arranged on both sides of the frame 8. The tightening wheel... 11 is located in the middle between the two sets of traveling wheels 10, and its wheel axle is perpendicular to the wheel axle of the traveling wheels 10. The frame 8 of the underwater pier attached electric climbing support 1 moves longitudinally along the pier body through the traveling wheels 10 of the attached climbing device 9. The tightening wheel 11 tightens itself circumferentially along the pier body to ensure stable attachment of the frame 8. The two sets of traveling wheels 10 are symmetrically arranged on both sides of the frame 8 at intervals along the height direction of the frame 8. The tightening wheel 11 is located in the middle of the two sets of traveling wheels 10 and its wheel axle is perpendicular to the wheel axle of the traveling wheels 10.

[0031] In one embodiment, such as Figure 3 , Figure 4 and Figure 5As shown, the bridge pier vibration acceleration sensor 2 is embedded in the top concrete of the bridge pier 12 through a pre-embedded part, with the sensing surface of the sensor facing upward and flush with the top surface of the bridge pier 12. The bridge integral track bed vibration acceleration sensor 3 is fixed to the surface of the bridge integral track bed body 13 by adhesive. The data acquisition system 4 is installed on the side bracket of the bridge pier 12, located directly below the bridge pier vibration acceleration sensor 2. The signal receiving end of the data acquisition system 4 corresponds to the signal transmitting end of the multi-beam array sonar 6, the bridge pier vibration acceleration sensor 2, the bridge integral track bed vibration acceleration sensor 3, and the train body vibration acceleration acquisition system 14. The train body vibration acceleration acquisition system 14 is installed near the bottom bogie of the locomotive and rolling stock 5. The train safety operation early warning system 15 is installed in the driver's cab of the locomotive and rolling stock 5. The body vibration acceleration acquisition system 14 and the train safety operation early warning system 15 are electrically connected by wires. The bridge pier vibration acceleration sensor 2, fixed in the concrete at the top of the bridge pier 12, monitors the vibration of the bridge pier 12. The bridge integral track bed vibration acceleration sensor 3, glued to the surface of the integral track bed body 13, monitors the track bed vibration. Both transmit the vibration signals wirelessly to the data acquisition system 4 installed on the side bracket of the bridge pier 12 (directly below the bridge pier vibration acceleration sensor 2). The train body vibration acceleration acquisition system 14 near the bottom bogie of the locomotive and rolling stock 5 collects the train vibration data and transmits it to the data acquisition system 4. The data acquisition system 4 processes and analyzes the received sonar data and various vibration signals. If underwater structural defects are found, the train safety operation early warning system 15, integrated in the cab of the locomotive and rolling stock 5, outputs an early warning signal based on the vibration threshold.

[0032] The above embodiments disclose an intelligent monitoring and early warning device for underwater structural defects of railway bridges. In this device, the frame 8 of the underwater pier attached electric climbing support 1 moves longitudinally along the pier body with the help of the traveling wheels 10 of the attachment climbing device 9. The tightening wheel 11 tightens itself circumferentially along the pier body to ensure stable attachment of the frame 8 (wherein the traveling wheels 10 are distributed in two sets at intervals along the height direction of the frame 8 and are symmetrically arranged on both sides of the frame 8, and the tightening wheel 11 is located in the middle of the two sets of traveling wheels 10 and the wheel axle is perpendicular to the wheel axle of the traveling wheels 10).

[0033] The robotic arm 7 on the frame 8 sends the multibeam array sonar 6 to the designated monitoring position. The multibeam array sonar 6 scans the underwater foundation of the bridge pier and the riverbed area within a radius of 10 to 30 meters around it, capturing in real time information on possible defects such as scouring and erosion of the underwater structure, and transmitting the point cloud data obtained by scanning to the data acquisition system 4 installed on the side support of the bridge pier 12 (located directly below the bridge pier vibration acceleration sensor 2);

[0034] Meanwhile, the bridge pier vibration acceleration sensor 2, which is embedded in the concrete at the top of the pier 12 (with the sensing surface flush with the top surface of the pier), monitors the vertical and lateral vibrations of the pier 12 that may be caused by underwater structural defects in real time. The bridge track bed vibration acceleration sensor 3, which is glued to the surface of the main body of the bridge track bed 13, monitors the track bed vibration simultaneously. Both transmit the vibration signals wirelessly to the data acquisition system 4. The train body vibration acceleration acquisition system 14, which is located near the bottom bogie of the locomotive and rolling stock 5, collects the vibration data of the train caused by the abnormal bridge structure and transmits it to the data acquisition system 4.

[0035] The data acquisition system 4 fuses and analyzes the received underwater defect point cloud data with various vibration signals to identify the location, extent, and severity of underwater structural defects, and assesses the impact of defects on the overall stability of the bridge and train operation. When it is determined that a defect may endanger train safety, the train safety operation early warning system 15 (connected to the train body vibration acceleration acquisition system 14 via wires) integrated in the driver's cab of the locomotive and rolling stock 5 immediately outputs an early warning signal in combination with a preset vibration threshold, thereby achieving accurate monitoring and safety early warning of underwater structural defects of railway bridges.

[0036] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An intelligent monitoring and early warning device for underwater structural defects of railway bridges, characterized in that: The system includes an underwater pier attached electric climbing support (1), a bridge pier vibration acceleration sensor (2), a bridge integral track bed vibration acceleration sensor (3), a data acquisition system (4), locomotives and rolling stock (5), a bridge pier abutment (12), and a bridge integral track bed body (13); the bridge pier abutment (12) is fixedly installed on the top of the bored pile, and the bridge integral track bed body (13) is installed on the top of the bridge pier abutment (12); the underwater pier attached electric climbing support (1) includes a frame (8) and an attachment climbing device (9). A robotic arm (7) is fixedly installed on the frame (8), and a multi-beam array sonar (6) is installed on the movable end of the robotic arm (7); the locomotive (5) integrates a train body vibration acceleration acquisition system (14) and a train safety operation early warning system (15). The train body vibration acceleration acquisition system (14) and the data acquisition system (4) are connected by wireless signals. The bridge pier vibration acceleration sensor (2) and the bridge overall track bed vibration acceleration sensor (3) are both connected to the data acquisition system (4) by wireless signals.

2. The intelligent monitoring and early warning device for underwater structural defects of railway bridges according to claim 1, characterized in that, The attachment climbing device (9) is fixed to the inner wall of the frame (8). The attachment climbing device (9) is rotatably mounted with a traveling wheel (10) that travels longitudinally along the pier body. The attachment climbing device (9) is also rotatably mounted with a tightening wheel (11) that self-tightens circumferentially along the pier body on the side away from the frame (8). The wheel surfaces of the traveling wheel (10) and the tightening wheel (11) are both in contact with the surface of the pier body.

3. The intelligent monitoring and early warning device for underwater structural defects of railway bridges according to claim 1, characterized in that, The bridge pier vibration acceleration sensor (2) is embedded in the top concrete of the bridge pier (12) through a pre-embedded part, with the sensing surface of the sensor facing upward and flush with the top surface of the bridge pier (12).

4. The intelligent monitoring and early warning device for underwater structural defects of railway bridges according to claim 1, characterized in that, The vibration acceleration sensor (3) of the bridge integral track bed is fixed to the surface of the bridge integral track bed body (13) by adhesive.

5. The intelligent monitoring and early warning device for underwater structural defects of railway bridges according to claim 1, characterized in that, The data acquisition system (4) is installed on the side support of the bridge pier (12), directly below the bridge pier vibration acceleration sensor (2). The signal receiving end of the data acquisition system (4) corresponds to the signal transmitting end of the multi-beam array sonar (6), the bridge pier vibration acceleration sensor (2), the bridge integral track bed vibration acceleration sensor (3), and the train body vibration acceleration acquisition system (14).

6. The intelligent monitoring and early warning device for underwater structural defects of railway bridges according to claim 1, characterized in that, The train body vibration acceleration acquisition system (14) is installed near the bottom bogie of the locomotive and rolling stock (5), and the train safety operation early warning system (15) is installed in the driver's cab of the locomotive and rolling stock (5). The train body vibration acceleration acquisition system (14) and the train safety operation early warning system (15) are electrically connected by wires.

7. The intelligent monitoring and early warning device for underwater structural defects of railway bridges according to claim 2, characterized in that, The traveling wheels (10) are distributed in two sets at intervals along the height direction of the frame (8). Each set of traveling wheels (10) consists of two wheels and is symmetrically arranged on both sides of the frame (8). The tightening wheel (11) is located in the middle between the two sets of traveling wheels (10), and its axle is perpendicular to the axle of the traveling wheels (10).

8. The intelligent monitoring and early warning device for underwater structural defects of railway bridges according to claim 1, characterized in that, The scanning range of the multibeam array sonar (6) covers the underwater foundation of the bridge pier and the riverbed area within a radius of 10 to 30 meters.

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