高速铁路大型桥梁结构健康监测与状态评估研究
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摘要
对高速铁路桥梁结构,由于列车运行速度高,加之桥梁结构本身长期在环境侵蚀、材料老化和其上列车荷载的疲劳效应等因素的共同作用下,将不可避免地导致结构的损伤累积和抗力衰减,这必然影响结构的正常使用,从而导致抵抗自然灾害、甚至正常环境作用的能力下降,而且有的构件损伤可能扩展很快,极端情况下引发灾难性的突发事故。为保证高速铁路桥梁结构的安全性、适用性与耐久性,本文以满足高速铁路大型桥梁结构特点的健康监测系统及基于监测数据的高速铁路大型桥梁结构状态评估为中心展开研究工作,主要研究内容如下：
1、收集国内外相关领域的研究成果,对健康监测发展过程、高速铁路的发展状况及现有的桥梁状态评估现状进行了系统阐述。
2、对国内外高速铁路大跨度桥梁的建设情况进行了系统的总结,定义了高速铁路桥梁结构“健康指标”的概念,针对不同的桥型,其结构特点及健康指标体系存在一定差异,显示了不同桥型指标体系的差异性；其后阐述了今后高速铁路大型桥梁结构桥式发展趋势；最后在高速铁路大型桥梁健康监测中,必须对高速铁路大跨度桥梁易损特性作充分的了解,找出易损部位,故选取代表性的京沪高速铁路大跨度桥梁—南京大胜关长江大桥作为分析示例,在现有的研究方法与理论的基础上,对其进行详细的静动力分析,一方面找出桥梁结构在各种荷载组合作用下最容易发生损伤的部位,对其正常使用状态下的易损性进行分析；另一方面对高速铁路大跨度桥梁结构的健康指标,如自振频率、振幅、加速度及挠跨比等有量的认识。
3、高速铁路桥梁结构健康监测系统应以动力监测为主,重点关注桥梁上部结构的下挠变形和下部结构基础的沉降。由于高速铁路桥梁结构本身自振频率低(一般在1Hz以下),需选择灵敏度高、低频响应好及动力性能量测范围宽的传感器类型以测试低频振动,一般要求低频响应达到0.1Hz甚至0.01Hz。且高速列车通过桥梁时,易引起高频振动,故传感器也应具有较高的采样频率。对比分析后提出了适合高速铁路桥梁结构健康监测系统的传感元件,并结合高速铁路桥梁的特点对各传感器的主要技术指标提出了具体要求。
4、对传感器的布置问题进行了系统的研究。将以基于模态振型观测性(方法A)和基于损伤识别性(方法B)两种目的的传感器布置方法分开进行,并根据基于模态振型的Fisher信息阵Qφ和基于损伤灵敏度的Fisher信息阵QS两矩阵各自的特点和适用的准则,建立了同时适用的双控目标函数(信息阵迹值最大的同时,系数矩阵条件数最小)；针对基于损伤可识别性与基于模态振型观测性的传感器布置的结果的不一致性,将两种方法赋予不同的权重系数(方法A赋予0.4,方法B赋予0.6)。并将剩余待选自由度对本布置方式的作用以百分比的形式表示出,这样所求得的结果是两类信息的叠加,既考虑了未损伤结构每个自由度包含的振型信息,又考虑了每个自由度对损伤的灵敏度信息。整个过程可称为“自由度加权信息法”。以南京大胜关长江大桥为工程实例,运用本文的自由度信息加权法对该桥加速度传感器进行布置,布置结果与该桥的数值分析结果比较吻合,验证了本文方法的正确性。同时,针对高速铁路桥梁结构健康监测的特点,选用符合精度要求的传感器,对该桥进行监测点的总体布置。
5、结合我国《铁路桥涵设计基本规范》、《铁路桥梁检定规范》、《高速铁路设计规范(试行)》等,以及日本《铁道结构设计标准》、欧洲规范"EUROCODE"等,介绍国内外有关高速铁路桥梁动力指标的限值标准,并将我国普速与高速铁路桥梁结构各动力指标限值进行对比分析,对两者之间存在的差异进行了详细分析。同时也对国内外高速铁路桥梁结构动力指标进行对比,两者指标类型与对应限值量值均相近,体现了国内外规范的接轨。最后对已建成的高速铁路大跨度桥梁结构的动力参数进行总结,并对相应的横竖向刚度限值和车辆参数限值标准进行初探。
6、对公路桥梁、普速铁路桥梁、高速铁路桥梁状态评估的内容进行了对比分析。根据高速铁路大跨度桥梁结构状态评估的特点,建立相应的评估指标体系。由于高速铁路大跨度桥梁结构某些指标的正常值／通常值或安全限值是未知的,导致直接用监测参数进行评定比较困难。基于此,以各监测参数的变化量为基准进行评定。在平稳随机过程和近似正态分布的假定下,依据置信度和置信区间的概念,将高速铁路大跨度桥梁的结构状态划分不同等级,各级以健康置信区间来定量控制,并定性地描述桥梁各等级的使用状态,做到了定性与定量的统一,对桥梁结构的状态等级的划分提供了一种参考方法。用不确定层次分析法、同时引入集值统计和重心决策理论求解各评估指标权重；采用区间可拓评价理论建立高速铁路大跨度桥梁结构状态评估模型,并给出了具体评估流程。最后以重庆菜园坝长江大桥为例,进行评估监测分析。
Due to the high-speed train running, and the interaction of the long-term environment corrosion, material aging, fatigue effect of vehicle loads and other factors, damage cumulation and resistance attenuation of high-speed railway bridge structures inevitably occurred, which necessarily affects the normal use of structures, and will lead the decline of capability of resisting nature disaster and the function of normal environment, furthermore some components'damnification perhaps expand fast, and in extreme cases, catastrophic accident will suddenly happen. In order to ensure structure security, suitability and durability, the research work is taken health monitoring system which met large-scale high-speed railway bridge characteristics, and condition elevation based on large-scale high-speed railway bridge monitoring data as center. The main research results are as below:
1. The research results in related field at home and abroad have been collected; then the health monitoring process, the developing situation of high-speed railway, and the existed bridge status elevation theories are systemically expatiated.
2. The construction situation of large-scale high-speed railway bridge at home and abroad has been summarized. Then "Health Index"of high-speed railway bridge structure had been defined; For different bridge types, there are some differences between structure characteristics and health index, which shows the difference of the index system of different bridge types. Afterwards, the developing trend of large-scale high-speed railway bridge structure has been predicted. Finally, in the health monitoring process, vulnerability of the large-scale high-speed railway bridge should be fully understood, and the vulnerable parts should be identified. Nanjing Da-sheng-guan Yangtze River Bridge (the representative large-scale bridge in Beijing-Shanghai High-speed Railway) was taken as an engineering analytic example to make static and dynamic force analysis on the basis of existed research methods&theories. On the one hand the vulnerable parts can be easily found, on the other the hand health indexes of high-speed railway bridge structure, such as natural frequency, amplitude, acceleration ratio of deflection to span and so on, can be understood quantitatively.
3. Health monitoring system of high-speed railway bridge structure should be mainly focused on dynamic monitoring, especially superstructure's down deflection and substructure foundation's settlement. Due to the low natural frequency of high-speed railway bridge(usually less than1Hz), sensors with high sensitivity, low-frequency response and wide dynamic measurement range are chosen to test low-frequency vibration, whose low-frequency response can reach0.1Hz even0.01Hz. Otherwise, when high-speed trains pass through the bridge, high-frequency vibration may be caused, so the sensors should also have high sampling frequency. After making comparison, sensors suitable for health monitoring system of high-speed railway bridge structure are given, and the specific requirements of each sensor's main technical indexes are also proposed, combined with high-speed railway bridge characteristics.
4. A systematic study has been carried out on the problem about optimal sensor placement. Firstly, the two optimal sensor placement methods, which based on modal observability (denoted by "Method A") and damage identification (denoted by "Method B"), are separately applied. And each fisher information matrix can be denoted as QΦ and Qs. Then the double criterions' objective function (fisher information matrix's trace value reaches max, simultaneously coefficient matrix' condition number reaches min) was established, according to the matrixes' own characteristics and suitable criterion. Finally, due to the inconsistent results of the two methods, in this paper "Method A" was given weight coefficient of0.4, and "Method B" was given weight coefficient of0.6. So the role of each method's degrees of freedom remaining to be selected is expressed as a percentage multiplied by corresponding weight coefficient. In this way, the final optimized result is the superposition of the two types of information, not only considering each degree of freedom's modal information in undamaged structure, but also considering each degree of freedom's damage sensitivity information. The whole optimization process can be called "Weighted Information of Degree of Freedom Method". Take Nanjing Da-sheng-guan Yangtze River Bridge as an engineering example, using "Weighted Information of Degree of Freedom Method" to optimize its acceleration sensor. The optimization result was agreed with the numerical results, so the proposed method in this paper was verified correct. At last, sensors satisfied the accuracy requirements were selected to conduct the overall layout of monitoring points.
5. Combined with "Fundamental code for design on railway bridge and culvert"(TB10002.1-2005),"Railway Bridge Verification Standard"(2004),"Code for Design of High Speed Railway"(TB10621-2009) in China,"Railway Structure Design Standard" in Japan, and "EUROCODE" in Europe and so on, dynamic index limit standards at home and abroad about high-speed railway bridge were introduced firstly. Afterwards, this paper compared each dynamic index limit between normal-speed railway bridge and high-speed railway bridge, and analyzed the differences between them in detail. Certainly, dynamic index limits about high-speed railway bridge structure at home and abroad also have a comparison, and the result shows that the type and corresponding dimension of dynamic index are similar, which reflects the connection of the specifications at home and abroad. Finally, summarized the dynamic parameters of large-scale high-speed railway bridge structure which has been built, and done some preliminary study on bridge transverse&vertical stiffness and vehicle parameters'limit standards.
6. The condition assessment contents of highway bridge, normal-speed and high-speed railway bridge had a comparative analysis. Then the index system of condition assessment was established on the basis of large-scale high-speed railway bridge characteristics. Since some indexes'normal/ordinary value or safety limit are unknown, it's difficult to evaluate structure condition by using dynamic parameters directly. So dynamic parameters change was chosen as a benchmark to evaluate structure condition. Supposed on stationary random process and approximate a normal distribution, and according to this statistical regularity and the concept of confidence level and confidence interval, status levels of large-scale high-speed railway bridge can be divided into different parts. Each level was quantitatively controlled by confidence interval, and qualitatively described the usage of various levels, which unify the qualitative and quantitative methods. The weight of each evaluation index was solved by using the Uncertain AHP (analytical hierarchy process), Set-valued Statistics and Barycenter Decision Theory. Evaluation model of large-scale high-speed railway bridge was established by Internal Extension Evaluation Theory, and specific evaluation process was given followed by. Finally, take Caiyuanba Yangtze River Bridge as an engineering example to assess its operating conditions.
1、收集国内外相关领域的研究成果,对健康监测发展过程、高速铁路的发展状况及现有的桥梁状态评估现状进行了系统阐述。
2、对国内外高速铁路大跨度桥梁的建设情况进行了系统的总结,定义了高速铁路桥梁结构“健康指标”的概念,针对不同的桥型,其结构特点及健康指标体系存在一定差异,显示了不同桥型指标体系的差异性；其后阐述了今后高速铁路大型桥梁结构桥式发展趋势；最后在高速铁路大型桥梁健康监测中,必须对高速铁路大跨度桥梁易损特性作充分的了解,找出易损部位,故选取代表性的京沪高速铁路大跨度桥梁—南京大胜关长江大桥作为分析示例,在现有的研究方法与理论的基础上,对其进行详细的静动力分析,一方面找出桥梁结构在各种荷载组合作用下最容易发生损伤的部位,对其正常使用状态下的易损性进行分析；另一方面对高速铁路大跨度桥梁结构的健康指标,如自振频率、振幅、加速度及挠跨比等有量的认识。
3、高速铁路桥梁结构健康监测系统应以动力监测为主,重点关注桥梁上部结构的下挠变形和下部结构基础的沉降。由于高速铁路桥梁结构本身自振频率低(一般在1Hz以下),需选择灵敏度高、低频响应好及动力性能量测范围宽的传感器类型以测试低频振动,一般要求低频响应达到0.1Hz甚至0.01Hz。且高速列车通过桥梁时,易引起高频振动,故传感器也应具有较高的采样频率。对比分析后提出了适合高速铁路桥梁结构健康监测系统的传感元件,并结合高速铁路桥梁的特点对各传感器的主要技术指标提出了具体要求。
4、对传感器的布置问题进行了系统的研究。将以基于模态振型观测性(方法A)和基于损伤识别性(方法B)两种目的的传感器布置方法分开进行,并根据基于模态振型的Fisher信息阵Qφ和基于损伤灵敏度的Fisher信息阵QS两矩阵各自的特点和适用的准则,建立了同时适用的双控目标函数(信息阵迹值最大的同时,系数矩阵条件数最小)；针对基于损伤可识别性与基于模态振型观测性的传感器布置的结果的不一致性,将两种方法赋予不同的权重系数(方法A赋予0.4,方法B赋予0.6)。并将剩余待选自由度对本布置方式的作用以百分比的形式表示出,这样所求得的结果是两类信息的叠加,既考虑了未损伤结构每个自由度包含的振型信息,又考虑了每个自由度对损伤的灵敏度信息。整个过程可称为“自由度加权信息法”。以南京大胜关长江大桥为工程实例,运用本文的自由度信息加权法对该桥加速度传感器进行布置,布置结果与该桥的数值分析结果比较吻合,验证了本文方法的正确性。同时,针对高速铁路桥梁结构健康监测的特点,选用符合精度要求的传感器,对该桥进行监测点的总体布置。
5、结合我国《铁路桥涵设计基本规范》、《铁路桥梁检定规范》、《高速铁路设计规范(试行)》等,以及日本《铁道结构设计标准》、欧洲规范"EUROCODE"等,介绍国内外有关高速铁路桥梁动力指标的限值标准,并将我国普速与高速铁路桥梁结构各动力指标限值进行对比分析,对两者之间存在的差异进行了详细分析。同时也对国内外高速铁路桥梁结构动力指标进行对比,两者指标类型与对应限值量值均相近,体现了国内外规范的接轨。最后对已建成的高速铁路大跨度桥梁结构的动力参数进行总结,并对相应的横竖向刚度限值和车辆参数限值标准进行初探。
6、对公路桥梁、普速铁路桥梁、高速铁路桥梁状态评估的内容进行了对比分析。根据高速铁路大跨度桥梁结构状态评估的特点,建立相应的评估指标体系。由于高速铁路大跨度桥梁结构某些指标的正常值／通常值或安全限值是未知的,导致直接用监测参数进行评定比较困难。基于此,以各监测参数的变化量为基准进行评定。在平稳随机过程和近似正态分布的假定下,依据置信度和置信区间的概念,将高速铁路大跨度桥梁的结构状态划分不同等级,各级以健康置信区间来定量控制,并定性地描述桥梁各等级的使用状态,做到了定性与定量的统一,对桥梁结构的状态等级的划分提供了一种参考方法。用不确定层次分析法、同时引入集值统计和重心决策理论求解各评估指标权重；采用区间可拓评价理论建立高速铁路大跨度桥梁结构状态评估模型,并给出了具体评估流程。最后以重庆菜园坝长江大桥为例,进行评估监测分析。
Due to the high-speed train running, and the interaction of the long-term environment corrosion, material aging, fatigue effect of vehicle loads and other factors, damage cumulation and resistance attenuation of high-speed railway bridge structures inevitably occurred, which necessarily affects the normal use of structures, and will lead the decline of capability of resisting nature disaster and the function of normal environment, furthermore some components'damnification perhaps expand fast, and in extreme cases, catastrophic accident will suddenly happen. In order to ensure structure security, suitability and durability, the research work is taken health monitoring system which met large-scale high-speed railway bridge characteristics, and condition elevation based on large-scale high-speed railway bridge monitoring data as center. The main research results are as below:
1. The research results in related field at home and abroad have been collected; then the health monitoring process, the developing situation of high-speed railway, and the existed bridge status elevation theories are systemically expatiated.
2. The construction situation of large-scale high-speed railway bridge at home and abroad has been summarized. Then "Health Index"of high-speed railway bridge structure had been defined; For different bridge types, there are some differences between structure characteristics and health index, which shows the difference of the index system of different bridge types. Afterwards, the developing trend of large-scale high-speed railway bridge structure has been predicted. Finally, in the health monitoring process, vulnerability of the large-scale high-speed railway bridge should be fully understood, and the vulnerable parts should be identified. Nanjing Da-sheng-guan Yangtze River Bridge (the representative large-scale bridge in Beijing-Shanghai High-speed Railway) was taken as an engineering analytic example to make static and dynamic force analysis on the basis of existed research methods&theories. On the one hand the vulnerable parts can be easily found, on the other the hand health indexes of high-speed railway bridge structure, such as natural frequency, amplitude, acceleration ratio of deflection to span and so on, can be understood quantitatively.
3. Health monitoring system of high-speed railway bridge structure should be mainly focused on dynamic monitoring, especially superstructure's down deflection and substructure foundation's settlement. Due to the low natural frequency of high-speed railway bridge(usually less than1Hz), sensors with high sensitivity, low-frequency response and wide dynamic measurement range are chosen to test low-frequency vibration, whose low-frequency response can reach0.1Hz even0.01Hz. Otherwise, when high-speed trains pass through the bridge, high-frequency vibration may be caused, so the sensors should also have high sampling frequency. After making comparison, sensors suitable for health monitoring system of high-speed railway bridge structure are given, and the specific requirements of each sensor's main technical indexes are also proposed, combined with high-speed railway bridge characteristics.
4. A systematic study has been carried out on the problem about optimal sensor placement. Firstly, the two optimal sensor placement methods, which based on modal observability (denoted by "Method A") and damage identification (denoted by "Method B"), are separately applied. And each fisher information matrix can be denoted as QΦ and Qs. Then the double criterions' objective function (fisher information matrix's trace value reaches max, simultaneously coefficient matrix' condition number reaches min) was established, according to the matrixes' own characteristics and suitable criterion. Finally, due to the inconsistent results of the two methods, in this paper "Method A" was given weight coefficient of0.4, and "Method B" was given weight coefficient of0.6. So the role of each method's degrees of freedom remaining to be selected is expressed as a percentage multiplied by corresponding weight coefficient. In this way, the final optimized result is the superposition of the two types of information, not only considering each degree of freedom's modal information in undamaged structure, but also considering each degree of freedom's damage sensitivity information. The whole optimization process can be called "Weighted Information of Degree of Freedom Method". Take Nanjing Da-sheng-guan Yangtze River Bridge as an engineering example, using "Weighted Information of Degree of Freedom Method" to optimize its acceleration sensor. The optimization result was agreed with the numerical results, so the proposed method in this paper was verified correct. At last, sensors satisfied the accuracy requirements were selected to conduct the overall layout of monitoring points.
5. Combined with "Fundamental code for design on railway bridge and culvert"(TB10002.1-2005),"Railway Bridge Verification Standard"(2004),"Code for Design of High Speed Railway"(TB10621-2009) in China,"Railway Structure Design Standard" in Japan, and "EUROCODE" in Europe and so on, dynamic index limit standards at home and abroad about high-speed railway bridge were introduced firstly. Afterwards, this paper compared each dynamic index limit between normal-speed railway bridge and high-speed railway bridge, and analyzed the differences between them in detail. Certainly, dynamic index limits about high-speed railway bridge structure at home and abroad also have a comparison, and the result shows that the type and corresponding dimension of dynamic index are similar, which reflects the connection of the specifications at home and abroad. Finally, summarized the dynamic parameters of large-scale high-speed railway bridge structure which has been built, and done some preliminary study on bridge transverse&vertical stiffness and vehicle parameters'limit standards.
6. The condition assessment contents of highway bridge, normal-speed and high-speed railway bridge had a comparative analysis. Then the index system of condition assessment was established on the basis of large-scale high-speed railway bridge characteristics. Since some indexes'normal/ordinary value or safety limit are unknown, it's difficult to evaluate structure condition by using dynamic parameters directly. So dynamic parameters change was chosen as a benchmark to evaluate structure condition. Supposed on stationary random process and approximate a normal distribution, and according to this statistical regularity and the concept of confidence level and confidence interval, status levels of large-scale high-speed railway bridge can be divided into different parts. Each level was quantitatively controlled by confidence interval, and qualitatively described the usage of various levels, which unify the qualitative and quantitative methods. The weight of each evaluation index was solved by using the Uncertain AHP (analytical hierarchy process), Set-valued Statistics and Barycenter Decision Theory. Evaluation model of large-scale high-speed railway bridge was established by Internal Extension Evaluation Theory, and specific evaluation process was given followed by. Finally, take Caiyuanba Yangtze River Bridge as an engineering example to assess its operating conditions.
引文
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