陈适之, 冯德成, 杨干, 韩万水, 吴刚. 基于宏应变曲率的桥梁式动态称重方法研究[J]. 工程力学, 2021, 38(10): 229-237. DOI: 10.6052/j.issn.1000-4750.2020.11.0862
引用本文: 陈适之, 冯德成, 杨干, 韩万水, 吴刚. 基于宏应变曲率的桥梁式动态称重方法研究[J]. 工程力学, 2021, 38(10): 229-237. DOI: 10.6052/j.issn.1000-4750.2020.11.0862
CHEN Shi-zhi, FENG De-cheng, YANG Gan, HAN Wan-shui, WU Gang. STUDY ON BRIDGE WEIGH-IN-MOTION METHOD USING MACRO STRAIN CURVATURE[J]. Engineering Mechanics, 2021, 38(10): 229-237. DOI: 10.6052/j.issn.1000-4750.2020.11.0862
Citation: CHEN Shi-zhi, FENG De-cheng, YANG Gan, HAN Wan-shui, WU Gang. STUDY ON BRIDGE WEIGH-IN-MOTION METHOD USING MACRO STRAIN CURVATURE[J]. Engineering Mechanics, 2021, 38(10): 229-237. DOI: 10.6052/j.issn.1000-4750.2020.11.0862

基于宏应变曲率的桥梁式动态称重方法研究

STUDY ON BRIDGE WEIGH-IN-MOTION METHOD USING MACRO STRAIN CURVATURE

  • 摘要: 桥梁式动态称重技术利用桥梁响应反算车辆轴重、轴距等关键信息,相较于路面式称重技术,其安装维护避免了对正常交通的影响,应用前景广泛。然而,还存在着密集群轴难以识别、传感器耐久性不足等问题。为此,该文基于长标距光纤光栅(FBG)传感器序列测得的宏应变时程,提出车辆信息相关指标:宏应变曲率,并建立了新型桥梁式动态称重方法,可同时识别车辆车速、轴距及轴重。结合经试验验证的车桥耦合模拟获取不同参数工况下桥梁宏应变响应,对该方法在不同车型、车速、路面不平顺、传感器位置及标距长度等参数工况下的识别精度进行分析,结果表明:该方法车速、轴距的整体识别精度较高,受不同参数影响较小,误差小于1%,相较而言,轴重识别结果较不理想,尤其对于较小轴距的车轴或群轴,可通过缩短传感器标距长度进行改善,解决密集群轴难以识别的问题。该方法识别精度还不受传感器布置位置影响,可有效提升系统安装维护便利性。

     

    Abstract: The bridge weigh-in-motion (B-WIM) technique could derive the critical information of a vehicle like axial weight and wheelbase from bridge responses. Compared with pavement-based WIM technique, B-WIM's installation and maintenance process could avoid the impact on normal traffic, which made it a convenient technique for bridge upper load monitoring. However, there are still some issues such that closely distributed group axles cannot be identified, and that sensors' durability is inadequate. Concentrating on these issues and utilizing the macro-strain time history captured from long-gauge FBG sequence, a critical index: macro-strain curvature was proposed, which is directly related to a vehicle's information. Based on this index, a new B-WIM method was established to simultaneously identify a vehicle's speed, wheelbase and axial weight. Then on the grounds of an experiment verified vehicle-bridge coupling simulation, a bridge's macro-strain response was simulated under various parameter scenarios. This B-WIM method's measurement accuracy was analyzed under different vehicle types, speeds, road roughness degrees, sensors locations and gauge lengths. The results showed that: this method's overall measurement accuracy on vehicle and on wheelbase is rather good. The influence of each parameter is minor and relevant error is less than 1%. In contrast, the results of axial weight are not ideal, especially for axles with small wheelbase or group axles, but its accuracy can be dramatically refined by reducing the sensor's gauge length and the problem that closely distributed group axles are hard to be identified would also be solved. Meanwhile, this method's precision would not be impacted under different sensor locations, which would effectively increase the convenience in system installation and maintenance.

     

/

返回文章
返回