# 臺灣博碩士論文加值系統

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 一般若要了解橋梁系統結構與特性是否改變，最為常見的方式是以橋梁頻率做為參考依據，而本研究嘗試以橋梁頻率做為基礎，進而衍生建立模態振形。一般傳統量測方式多屬於「直接量測法」，該法係直接從安裝在橋面上的感應器擷取出橋梁資訊。近年來，一種稱為「間接量測法」的新量測法被提出，其概念係以移動車輛通過橋梁，間接地分析車體的動力反應並擷取出橋梁資訊。綜觀以上兩種橋梁量測方法，利用間接量測法的「移動性」與「間接性」兩個主要性質，係採用移動車輛逐點在橋梁上的作業方式，並針對車輛的動力反應中間接擷取出橋梁的動力性質。本文仍然沿襲間接量測法的精神，採用移動車輛作為量測工具，在橋面上進行「非同步性」逐點量測出橋梁頻率和測點振幅，進而建立橋梁模態振形，此法稱為「非同步移動式量測法」。 本研究係以非同步移動式量測法建立橋梁模態振形，先以理論推導的方式建立橋梁模態振形，接著，再以現地試驗的方式證明此法的可行性。最後，比較傳統直接量測法與非同步移動式量測法，兩量測法所建立的模態振形之異同，再加以統整結論，以作為未來研究之參考。
 In order to determine if the dynamic properties of a bridge structure have changed or not, the most common way is to detect the frequency of the bridge frequency and use it as a reference. This study attempts to measure the frequencies of the bridge, and then to establish the associated mode shapes. Conventionally, the bridge dynamic properties are measured from the dynamic response of the bridge via the vibration sensors directly mounted on the bridge, which has been referred to as the direct approach. In recent years, a new method, called the indirect approach, has been proposed by Yang and his co-workers. The idea of this method is to obtain the bridge properties indirectly from the dynamic response recorded on a moving vehicle during its travel over the bridge of concern. The direct method has the advantage of being accurate, but lacks the property of mobility, while it is generally labor-intensive. In this study, we shall use the indirect approach for its movability and indirectness. Specifically, we shall let the test vehicle to move over the bridge, but stay from point to point of the bridge for the vehicle response to be recorded. The bridge information including the frequencies and mode shapes will be extracted from the vehicle response. Such an approach is by nature indirect and asynchronous, and therefore will be referred to as the “asynchronous movable measurement for bridge dynamic properties.” This study is based on the technique of asynchronous movable measurement to extract the frequencies and mode shapes of the bridge. First of all, we shall demonstrate the approach for establishing mode shapes of a bridge by using theoretical approach. Then, we shall proceed to illustrate the feasibility of the technique of asynchronous movable measurement through a series of field tests. Finally, by comparing the results obtained by the present approach with those by the direct approach, the similarities and differences of the two approaches will be discussed, with the advantages and disadvantages of each approach identified. Concluding remarks are drawn at the end of study to provide insight for reference for further researches.
 目錄摘要 IAbstract III目錄 V圖目錄 IX表目錄 XIX第一章、導論 11.1 前言 11.2 橋梁頻率之重要性 11.3 橋梁模態振形之建立 21.4 直接量測法 21.5 間接量測法 31.6 非同步移動式量測法 31.7 研究目的 31.8 論文架構 4第二章、文獻回顧 72.1 前言 72.2橋梁量測法之回顧 72.2.1 直接量測法 72.2.2 間接量測法 82.3 橋梁模態之相關回顧 112.4 小結 12第三章、非同步移動式量測法之理論基礎 153.1 前言 153.2 解析推導 153.3 模態振形之數學模擬 183.4 訊號處理方法 203.4.1 傅立葉轉換 213.4.1.1 取樣頻率（Sampling Rate）─ 不同取樣頻率的探討 213.4.1.2 歷時時間（Time History）─ 不同歷時時間的探討 233.5.2 相對相角圖 243.5.3 頻率轉換函數（Transfer Function） 253.6 小結 25第四章、非同步移動式量測試驗 394.1 前言 394.2 試驗儀器 394.2.1 曳引車 394.2.2 訊號擷取系統（SPC - 51） 404.2.3 振動感應器 404.2.3.1 感應器連接方式 414.2.3.2 感應器精準度驗證 414.3 目標試驗橋梁（平埔橋） 424.4 車體試驗項目 424.4.1 車體靜力試驗 434.4.1.1 微振動試驗（Ambient Vibration） 434.4.1.2 強迫振動試驗（Force Vibration） 444.4.2 訊號傳遞試驗 444.4.2.1 前後車連結試驗（Linkage Test） 444.4.2.2 路徑傳遞試驗（Path Test of Signal Transduction） 444.5 橋梁現地試驗 454.5.1 微振動試驗（Ambient Vibration Test） 454.5.2 非同步性移動式量測試驗（Asynchronous Movable Measuring Test） 454.6 小結 46第五章、實驗車之車體試驗 555.1 前言 555.2 實驗車之規格與設計理念 555.3 實驗車之重量與質心位置 565.4 車體靜力試驗 565.4.1 微振動試驗（Ambient Vibration） 565.4.1.1 垂直向 575.4.1.2 滾動向 585.4.1.3 俯仰向 585.4.2 強迫振動試驗（Forced Vibration） 595.5 訊號傳遞試驗 605.5.1 前後車連結試驗（Linkage Test） 605.5.2 路徑傳遞試驗（Path Test of Signal Transduction） 605.6 小結 61第六章、橋梁現地試驗 876.1 前言 876.2 微振動試驗之模態振形（Ambient Vibration Test for Mode Shapes） 876.3 非同步移動式量測試驗之模態振形（Asynchronous Movable Measuring Test for Mode Shapes） 886.3.1 步驟一：規劃實驗點位與參考點位 896.3.2 步驟二：安裝感應器（橋梁右側） 896.3.3 步驟三：進行十三次點位試驗（橋梁右側） 896.3.4 步驟四：速度歷時圖轉換成頻譜圖（橋梁右側） 896.3.5 步驟五：頻率峰值的選取（橋梁右側） 906.3.6 步驟六：利用參考點消除時間因素 906.3.7 步驟七：建立模態振形（橋梁右側） 906.3.8 步驟八：安裝感應器（橋梁左側） 916.3.9 步驟九：進行十三次點位試驗（橋梁左側） 916.3.10 步驟十：時間歷時圖轉換成頻譜圖（橋梁左側） 916.3.11 步驟十一：頻率峰值的選取（橋梁左側） 916.3.12 步驟十二：建立模態振形（橋梁左側） 926.4 模態振形之比較（微振動試驗vs非同步移動式量測試驗） 926.5 小結 93第七章、結論與未來展望 1317.1 結論 1317.1.1 橋梁模態振形之建立 1317.1.2 橋梁現地試驗之前置作業 1317.1.3 橋梁現地試驗之注意事項 1327.1.4 非同步移動式量測試驗之結果 1327.2 未來展望 133參考文獻 135
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 1 橋梁頻率間接量測法之實驗研究 2 橋樑頻率間接量測法之車體設計與實驗研究 3 橋梁振動特性實驗研究 4 橋梁頻率間接量測法之數值模擬與實驗訊號處理 5 車輛動態特性對於橋梁頻率攫取的影響 6 車橋互制理論於橋梁損傷識別之應用 7 橋梁頻率間接量測法之實驗改進與研究

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