Bridge health monitoring system and monitoring platform

Abstract

The invention provides a bridge health monitoring system and platform, and the system comprises an impact analysis subsystem which comprises a local response parameter collection module and an impact data processing module. The local response parameter collection module comprises a structural part parameter collection unit, a structural part connecting part parameter collection unit and a structural part angle collection unit; the data processing module is used for analyzing the parameters acquired by the local response parameter collection module, comparing the parameters with preset parameters and outputting an analysis result; the bridge monitoring platform further comprises an analysis interface subsystem. The analysis interface subsystem comprises an impact information display module and an image data display module. By using the bridge health monitoring system and the monitoring platform, the influence on the bridge structure can be automatically analyzed after an emergency that a vehicle collides with the bridge pier. And the vehicle collision condition is identified, the vehicle collision influence analysis module is triggered to carry out bridge structure response analysis, the bridge safety influence is evaluated, and the vehicle collision influence analysis and fast report functions are realized.

Description

Technical Field

[0001] The present invention belongs to the technical field of bridge health monitoring, and more specifically relates to a bridge health monitoring system and a monitoring platform. Background Art

[0002] Bridge crash monitoring is a technology used to detect and assess the safety and integrity of bridge structures when subjected to crash events. This monitoring typically involves the use of various sensors and monitoring equipment to collect data in real time in order to promptly detect any crash events that could cause damage to the bridge.

[0003] The main difficulty of bridge collision monitoring is to install various types of sensors at key locations on the bridge to monitor the physical and structural status of the bridge. The data sent back by the sensors is collected and analyzed using a specialized system to identify possible collision events and assess their impact on the bridge structure. When the monitoring system detects an abnormal situation, it can trigger an alarm to notify maintenance personnel and relevant management departments for further inspection and response measures.

[0004] The value of bridge collision monitoring lies in: through real-time monitoring, collision events can be discovered and handled in time, preventing accidents from expanding and protecting the safety of people and vehicles. Timely maintenance and repair can reduce long-term damage and extend the service life of the bridge. Preventive maintenance reduces the need for emergency repairs, thereby reducing overall maintenance costs. The collected data can be used for bridge design improvements, performance evaluation and research.

[0005] Bridge crash monitoring is an important engineering technology that helps bridge managers effectively monitor and maintain the structural health of bridges, ensuring traffic safety and the long-term stability of bridges. Summary of the invention

[0006] Based on this, the object of the present invention is to provide a bridge health monitoring system for monitoring collision events and analyzing the degree of damage caused by collision to the bridge, the bridge health monitoring system includes a collision analysis subsystem, the collision analysis subsystem includes a local response parameter collection module and a collision data processing module;

[0007] The local response parameter collection module includes a structural component parameter collection unit, a structural component connection parameter collection unit, and a structural component angle collection unit; the structural component parameter collection unit is used to collect the dynamic response parameters of the bridge span piers and beam bottom; the structural component connection parameter collection unit is used to collect the dynamic response parameters of the bridge span expansion joint and the pier-beam junction; the structural component angle collection unit is used to collect the dynamic response parameters of the bridge span pier top inclination and beam end inclination; the dynamic response parameters include the data change peak value, change trend, change direction, and duration;

[0008] The data processing module is used to analyze the parameters obtained by the local response parameter collection module and compare them with the preset parameters, and output the analysis results.

[0009] Preferably, the local response parameter collection module also includes a suspension bridge parameter collection unit, which is used to collect dynamic response parameters of the hangers and cable forces of the hanger arch bridge and the cable-stayed bridge.

[0010] Preferably, the impact analysis subsystem further includes an overall parameter collection module; the overall parameter collection module includes: an acceleration parameter collection unit, a deformation parameter collection unit, and a displacement parameter collection unit;

[0011] The acceleration parameter collection unit is used to collect the acceleration peak value, velocity peak value, and change duration of the entire bridge; the deformation parameter collection unit is used to collect the deformation index of the bridge, which includes the change peak value, change trend, and change duration of the deflection; the displacement parameter collection unit is used to collect the change peak value, change trend, change direction, and change duration of the overall spatial displacement of the bridge;

[0012] The data processing module is also used to analyze the parameters obtained by the overall parameter collection module and compare them with the preset parameters, and output the analysis results.

[0013] Preferably, the impact analysis subsystem further includes a change feature collection module; the change feature collection module includes: a structural response comparison parameter collection unit, an adjacent bridge span comparison parameter collection unit, and a before-after impact comparison parameter collection unit;

[0014] The structural response comparison parameter collection unit is used to collect parameter change values ​​at the moment of vehicle impact and during the influence time of residual shock wave. The adjacent span comparison parameter collection unit is used to collect the overall response data of the bridge span that was impacted and the adjacent span piers and beams at the moment of vehicle impact and during the influence time of residual shock wave. The pre- and post-impact comparison parameter collection unit is used to collect acceleration and structural response monitoring data monitored at the same position before and after the vehicle impact event.

[0015] Preferably, the impact analysis subsystem also includes a bridge safety scoring module, which calculates the bridge safety score based on the parameters obtained by the local response parameter collection module and / or the overall parameter collection module and / or the change feature collection module, and based on the mapping relationship between preset parameters and scores.

[0016] Preferably, the bridge health monitoring system further comprises a vehicle impact detection subsystem, wherein the vehicle impact detection subsystem comprises a pier acceleration sensor installed on the pier and an impact detection module for identifying vehicle impact;

[0017] The impact detection module extracts the average value μi of the time history data within 1 day and the average value μi of the time history data within 5 minutes of the bridge pier acceleration sensor. i Analysis, combined with the time-course data of the acceleration sensor, identifies the situation of the vehicle hitting the bridge. If the absolute value of the average value of the 5-minute time-course data μi is significantly greater than the absolute value of the average value of the time-course data within a day It is determined that there is a collision with the bridge pier;

[0018] Specifically:

[0019]

[0020] Where:

[0021] P F Indicates vehicle impact identification index;

[0022] μi represents the average value of the 1-day time history data of the i-th acceleration sensor;

[0023] represents the average value of the 5-minute time history data of the i-th acceleration sensor;

[0024] n represents the total number of acceleration sensors.

[0025] Preferably, the structural member connection parameter collection unit comprises a pier-beam strain gauge disposed between the bridge and the pier, the pier-beam strain gauge comprising two connection ends, a first connection end being connected to the beam body, and a second connection end being connected to the pier;

[0026] The data processing module can obtain the strain value between the pier and the bridge measured by the pier-beam strain gauge, and is used to monitor the impact of the pier impact event and / or the impact of the pier impact event on the health of the bridge.

[0027] Another object of the present invention is to provide a bridge monitoring platform including a bridge health monitoring system, the bridge monitoring platform also including an analysis interface subsystem, the analysis interface subsystem including: an impact information display module and an image data display module;

[0028] The collision information display module is used to display the collision time, monitoring items, the impacted structural components, and the impact range; the image data display module is used to display the image of the impacted bridge.

[0029] Preferably, the bridge monitoring platform further includes a video collaboration subsystem, and the video collaboration subsystem includes a video shooting module and a video control module;

[0030] The video shooting module is used to shoot images of possible collision locations on the bridge; the video control module obtains the parameters obtained by the local response parameter collection module, stores the partial images obtained by the video shooting module according to the parameters obtained by the local response parameter collection module, and adds information marks to the images;

[0031] The information tag includes event type, time period, and associated video capture module information.

[0032] Preferably, the video shooting module further includes a pan-tilt unit, and the pan-tilt unit is used to drive the video shooting module to rotate in the horizontal direction and / or the vertical direction, and the video control module can control the rotation of the pan-tilt unit;

[0033] The video control module also includes an impact point storage unit, which is used to store the correspondence between the possible impact position of the bridge within the monitoring range of the pan-tilt unit and the angle value of the pan-tilt unit. After the bridge collides, the video control module controls the pan-tilt unit to rotate to an angle capable of capturing the impact position based on the information of the impact point storage unit.

[0034] According to an embodiment of the present invention, a bridge health monitoring system and monitoring platform can automatically analyze the impact of a vehicle impact on a bridge pier. The vehicle impact is identified, and a vehicle impact analysis module is triggered to perform a bridge structure response analysis, evaluate the impact on bridge safety, and implement a vehicle impact analysis and quick report function. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The present disclosure includes drawings, which should be considered to be included in and constitute a part of the specification, and together with the specification, illustrate various exemplary embodiments, features and aspects of the present disclosure, and are used to explain the principles of the present disclosure. The present invention will be more fully understood through the following detailed description in conjunction with the drawings. Among them:

[0036] Figure 1 is a schematic diagram of a bridge health monitoring system according to an embodiment of the present invention;

[0037] Figure 2 is a schematic diagram of a bridge monitoring platform according to an embodiment of the present invention;

[0038] Figure 3 is a schematic diagram of an analysis interface subsystem according to an embodiment of the present invention;

[0039] Figure 4 is a schematic diagram of a vehicle collision event according to an embodiment of the present invention;

[0040] Figure 5 is a layout diagram of the main monitoring points for vehicle collision on Jinfeng Viaduct according to an embodiment of the present invention;

[0041] Figure 6a is the transverse vibration data of the structure within 5 minutes before and after the impact according to an embodiment of the present invention;

[0042] Figure 6b is the longitudinal vibration data of the structure within 5 minutes before and after the impact according to an embodiment of the present invention;

[0043] Figure 7a is the transverse displacement data of the bridge pier at the time of the collision according to an embodiment of the present invention;

[0044] Figure 7b is the longitudinal displacement data of the bridge pier at the time of the collision according to an embodiment of the present invention;

[0045] Figure 8a is the transverse displacement data of the beam body in the nearly one week at the time of the collision according to an embodiment of the present invention;

[0046] Figure 8b is the longitudinal displacement data of the beam body in the bridge direction for nearly one week at the time of the collision according to an embodiment of the present invention;

[0047] Figure 9a is the bridge pier scoring data before impact according to an embodiment of the present invention;

[0048] Figure 9b is the bridge pier scoring data after impact according to an embodiment of the present invention;

[0049] Fig.10 is a schematic diagram of the installation position of the pier-beam strain gauge according to an embodiment of the present invention;

[0050] Fig.11 yes Fig.10 A partial enlarged view of the middle A;

[0051] Fig.12 is a cross-sectional view of the installation position of the pier beam strain gauge according to an embodiment of the present invention;

[0052] Fig.13 is a schematic diagram of a pier beam strain gauge sensor array arranged around a support according to an embodiment of the present invention;

[0053] Fig.14 is a schematic diagram of a pier-beam strain gauge sensor array provided on a double-pier bridge according to an embodiment of the present invention;

[0054] Fig.15 is a schematic diagram of a pier-beam strain gauge sensor array provided on a single-pier bridge according to an embodiment of the present invention;

[0055] Fig.16 is a module structure diagram of a bridge health monitoring system according to an embodiment of the present invention;

[0056] Fig.17 is a flow chart of a bridge health monitoring system according to an embodiment of the present invention;

[0057] Fig.18 is a schematic diagram of a dual-axis inclinometer of a bridge health monitoring system according to an embodiment of the present invention installed on a tie beam;

[0058] Fig.19 is a schematic diagram of a dual-axis inclinometer of a bridge health monitoring system according to an embodiment of the present invention installed on a main beam;

[0059] Fig. 20 is a schematic diagram of a beam end lateral displacement sensor of a bridge health monitoring system according to an embodiment of the present invention;

[0060] Fig.21 is a schematic diagram of a beam end longitudinal displacement sensor of a bridge health monitoring system according to an embodiment of the present invention;

[0061] Fig. 22 Schematic diagram of installing vibration sensors of a bridge health monitoring system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0062] The technical solution of the present invention is further described in detail below through embodiments and in conjunction with the accompanying drawings, but the present invention is not limited to the following embodiments.

[0063] Bridge crash monitoring is a technology used to detect and assess the safety and integrity of bridge structures when subjected to crash events. This monitoring typically involves the use of various sensors and monitoring equipment to collect data in real time in order to promptly detect any crash events that could cause damage to the bridge.

[0064] The main difficulty of bridge collision monitoring is to install various types of sensors at key locations on the bridge to monitor the physical and structural status of the bridge. The data sent back by the sensors is collected and analyzed using a specialized system to identify possible collision events and assess their impact on the bridge structure. When the monitoring system detects an abnormal situation, it can trigger an alarm to notify maintenance personnel and relevant management departments for further inspection and response measures.

[0065] Bridge crash monitoring is an important engineering technology that helps bridge managers effectively monitor and maintain the structural health of bridges, ensuring traffic safety and the long-term stability of bridges.

[0066] The object of the present invention is to provide a bridge health monitoring system for monitoring collision events and analyzing the degree of damage caused by collision to the bridge, the bridge health monitoring system comprises a collision analysis subsystem, the collision analysis subsystem comprises a local response parameter collection module and a collision data processing module;

[0067] The local response parameter collection module includes a structural component parameter collection unit, a structural component connection parameter collection unit, and a structural component angle collection unit; the structural component parameter collection unit is used to collect the dynamic response parameters of the bridge span piers and beam bottom; the structural component connection parameter collection unit is used to collect the dynamic response parameters of the bridge span expansion joint and the pier-beam junction; the structural component angle collection unit is used to collect the dynamic response parameters of the bridge span pier top inclination and beam end inclination; the dynamic response parameters include the data change peak value, change trend, change direction, and duration;

[0068] The data processing module is used to analyze the parameters obtained by the local response parameter collection module and compare them with the preset parameters, and output the analysis results.

[0069] In recent years, vehicle collision accidents often occur on urban bridges, especially large overpasses with complex traffic environments. Once this happens, the bridges will be seriously damaged or even collapse. Therefore, the present invention combines the application scenarios of sudden vehicle collisions with other incidents, and develops an automatic analysis function for the impact of sudden vehicle collisions on bridge structures according to industry standards and specifications and the actual situation of Chengdu bridges.

[0070] In order to realize the vehicle impact analysis and quick report function, it is necessary to first identify the vehicle impact situation, trigger the vehicle impact analysis module to perform bridge structure response analysis, evaluate the impact on bridge safety, and finally automatically generate a vehicle impact analysis report based on the evaluation results.

[0071] In this embodiment, Figure 1 , Figure 2 As shown, the impact analysis subsystem is used to obtain parameters related to bridge health through sensors installed on the bridge and the piers after the pier is hit, and analyze the damage of the bridge.

[0072] The local response parameter collection module includes a structural component parameter collection unit, a structural component connection parameter collection unit, and a structural component angle collection unit; the structural component parameter collection unit is used to collect the dynamic response parameters of the bridge span piers and beam bottoms; the structural component connection parameter collection unit is used to collect the dynamic response parameters of the bridge span expansion joints and pier-beam junctions; the structural component angle collection unit is used to collect the dynamic response parameters of the bridge span pier top inclination and beam end inclination; the dynamic response parameters include the data change peak value, change trend, change direction, and duration.

[0073] The self-parameter collection unit obtains the self-parameters of the bridge structure through sensors arranged on the bridge span and the piers. The sensors include a pier top acceleration sensor and a pier natural frequency sensor arranged on the pier, and also include a main beam strain sensor, a main beam deflection sensor, a main beam natural frequency sensor, a beam end lateral displacement sensor and a beam end longitudinal displacement sensor arranged on the main beam.

[0074] The structural component connection parameter collection unit monitors the change peak value, change trend, change direction and duration of the bridge structure connection data through displacement sensors installed at the expansion joint of the bridge span and the junction of the pier and beam.

[0075] The structural member angle collection unit obtains the change peak value, change trend, change direction and duration of the monitoring data of the inclination of the pier top and the beam end of the impacted bridge span through the pier angle sensor installed on the pier and the bridge angle sensor installed on the bridge.

[0076] After receiving the vehicle collision warning trigger signal, the system captures the changes in the local response indicators of the structure:

[0077] The dynamic response of the strain of the bridge span piers and beam bottom that were impacted, mainly including the change peak value, change trend, change duration, etc.;

[0078] The peak value, trend, direction and duration of displacement monitoring data of expansion joints and pier-beam junctions of the impacted bridge span;

[0079] The change peak value, change trend, change direction and duration of the monitoring data of the inclination of the pier top and beam end of the impacted bridge span;

[0080] The peak value, trend, direction and duration of the monitoring data of the suspenders and cables of suspender arch bridges and cable-stayed bridges.

[0081] The above-mentioned impact analysis subsystem is used to perform bridge structure response analysis and extract and analyze bridge-related influencing index data after a sudden vehicle impact on a bridge pier, including the absolute maximum and root mean square value analysis of the acceleration response of the impacted pier and adjacent structures after the pier impact, and the absolute maximum and root mean square value analysis of the deformation, displacement and strain response monitoring data of the impacted pier and adjacent structures after the pier impact.

[0082] The data processing module is used to conduct bridge safety impact assessment after a vehicle collision occurs, extract warning information of bridge-related impact indicators after a vehicle collision with a bridge pier, and perform statistical analysis by time, monitoring items, structural components, etc.; extract bridge status assessment information after a vehicle collision with a bridge pier, and perform comparative analysis by overall assessment value, assessment sub-item score, etc. Through the above multi-angle comprehensive analysis, opinions on bridge safety impact assessment and disposal suggestions are given.

[0083] In some embodiments, the monitoring data of the inclination of the pier top and the beam end of the impacted bridge span is monitored by a dual-axis inclinometer 44. The installation position and installation method of the dual-axis inclinometer 44 are as follows: Fig.18 , Fig.19As shown, the dual-axis inclinometer 44 can be installed on the side of the tie beam 41 through a right-angled mounting bracket 42, and a protective cover 43 is provided on the outer side of the dual-axis inclinometer 44. The dual-axis inclinometer 44 can also be installed at the bottom of the main beam 45, and the mounting bracket 42 is fixed to the main beam 45 or the tie beam 41 by bolts, and the dual-axis inclinometer 44 is connected to the main beam 45 or the tie beam 41 through the mounting bracket 42.

[0084] In some embodiments, the installation position and installation method of the beam end lateral displacement sensor 52 are as follows: Fig. 20 As shown, the mounting bracket 42 is fixed to the pier top 51 of the bridge pier by anchor bolts, the beam end lateral displacement sensor 52 is mounted on the mounting bracket 42, and a protective cover 43 is arranged outside the beam end lateral displacement sensor 52. A T-shaped mounting bracket 54 is arranged at the bottom of the concrete bottom plate 53 of the beam body, and the beam end lateral displacement sensor 52 is connected to the T-shaped mounting bracket 54. The beam end lateral displacement sensor 52 is used to detect the displacement value between the pier top 51 and the concrete bottom plate 53.

[0085] like Fig.21 As shown, the beam end longitudinal displacement sensor 56 is installed between two concrete webs 55 to monitor the longitudinal displacement of the beam end.

[0086] In some embodiments, Fig. 22 As shown, vibration data is collected by a vibration sensor 62, which is mounted on the top of an upper crossbeam 61. A mounting base plate 64 is provided on the upper crossbeam 61, and the mounting base plate 64 is fixed to the upper crossbeam 61 by studs. The vibration sensor 62 is mounted on the mounting base plate 64. A protective cover 43 is provided outside the vibration sensor 62. In the specific implementation process, the dynamic response of the strain monitoring data refers to the dynamic change of the strain monitoring data at the moment of impact, including the peak value, change trend, and change duration of the strain data when the impact event occurs and 30 seconds before and after.

[0087] The displacement of the expansion joint and pier-beam junction of the impacted bridge span is monitored by magnetostrictive displacement sensors. The expansion joint displacement is arranged on the side of the bridge expansion joint, clamped on both sides of the expansion joint, to monitor the change in the expansion joint width; one end of the pier-beam junction displacement sensor is arranged on the side of the pier top, and the other end is fixed to the bottom of the beam to monitor the relative displacement of the bridge pier and the beam body.

[0088] The monitoring data of the inclination of the pier top and the beam end of the impacted bridge span are monitored by a dual-axis high-precision inclinometer, and the dual-axis high-precision inclinometer is set on the possible impact side of the pier top of the bridge pier that may be impacted.

[0089] Acceleration and speed are monitored by piezoelectric acceleration sensors, and speed is calculated by acceleration; deflection of small-span bridges uses eddy current sensors, large-span bridges use machine vision, and extra-large suspension bridges use high-precision Beidou satellite positioning systems. Acceleration sensors are arranged at the top of the piers and the mid-span of the bridge beam bottom; deflection sensors are arranged at the mid-span of the bridge.

[0090] Furthermore, the local response parameter collection module also includes a suspension bridge parameter collection unit, which is used to collect dynamic response parameters of the suspenders and cable forces of the suspender arch bridge and the cable-stayed bridge.

[0091] In this embodiment, the suspension bridge parameter collection unit is set for the unique structural components of the suspension bridge, including the change peak value, change trend, change direction and duration of the cable force monitoring data of the hanger arch bridge and the hanger of the cable-stayed bridge.

[0092] Furthermore, the impact analysis subsystem further includes an overall parameter collection module; the overall parameter collection module includes: an acceleration parameter collection unit, a deformation parameter collection unit, and a displacement parameter collection unit;

[0093] The acceleration parameter collection unit is used to collect the acceleration peak value, velocity peak value, and change duration of the entire bridge; the deformation parameter collection unit is used to collect the deformation index of the bridge, which includes the change peak value, change trend, and change duration of the deflection; the displacement parameter collection unit is used to collect the change peak value, change trend, change direction, and change duration of the overall spatial displacement of the bridge;

[0094] The data processing module is also used to analyze the parameters obtained by the overall parameter collection module and compare them with the preset parameters, and output the analysis results.

[0095] In this embodiment, the overall parameter collection module analyzes the changes in the overall response index of the bridge. After receiving the vehicle collision warning trigger signal, the system captures the changes in the overall response index of the structure:

[0096] Peak acceleration, peak velocity, and duration;

[0097] Deformation indicators such as peak value, trend and duration of deflection change;

[0098] The peak value, change trend, change direction and duration of the overall spatial displacement of the bridge.

[0099] The overall spatial displacement of the bridge refers to the GNSS monitoring data.

[0100] Furthermore, the impact analysis subsystem further includes a change feature collection module; the change feature collection module includes: a structural response comparison parameter collection unit, an adjacent bridge span comparison parameter collection unit, and a before-after impact comparison parameter collection unit;

[0101] The structural response comparison parameter collection unit is used to collect parameter change values ​​at the moment of vehicle impact and during the influence time of residual shock wave. The adjacent span comparison parameter collection unit is used to collect the overall response data of the bridge span that was impacted and the adjacent span piers and beams at the moment of vehicle impact and during the influence time of residual shock wave. The pre- and post-impact comparison parameter collection unit is used to collect acceleration and structural response monitoring data monitored at the same position before and after the vehicle impact event.

[0102] The change feature collection module is used to obtain the sensors installed on the bridge span and piers of the above-mentioned self-parameter collection unit and structural component connection part parameter collection unit, including pier top acceleration sensors and pier natural frequency sensors installed on the piers, and also includes main beam strain sensors, main beam deflection sensors, main beam natural frequency sensors, beam end lateral displacement sensors and beam end longitudinal displacement sensors installed on the main beam, displacement sensors installed at the expansion joint of the bridge span and the junction of the pier and beam, pier angle sensors installed on the piers, and bridge angle sensors installed on the bridge.

[0103] The change feature collection module continuously collects the detection values ​​of these sensors and extracts the change amplitude characteristics of the structure in the vehicle collision event when the collision occurs:

[0104] Compare and analyze the acceleration-structural response data at the moment of vehicle impact and the residual shock wave, and compare the occurrence time, duration, peak amplitude, and peak duration of the two;

[0105] Analyze the absolute maximum and root mean square values ​​of the overall response data of the bridge span and adjacent bridge span piers and beams at the moment of vehicle impact and during the residual shock wave, such as acceleration, deformation, displacement, etc.; and statistically analyze the absolute maximum and root mean square values ​​of the local response data of the structure, such as displacement, strain and cable force;

[0106] The acceleration and structural response monitoring data monitored at the same position before and after the vehicle impact event are intercepted for statistical analysis, and compared with the statistical data at the moment of vehicle impact and the time of residual shock wave influence, to analyze the impact of the vehicle impact on the structure, whether it is reset, and whether irreversible damage is caused.

[0107] Furthermore, the impact analysis subsystem also includes a bridge safety scoring module, which calculates the bridge safety score based on the parameters obtained by the local response parameter collection module and / or the overall parameter collection module and / or the change feature collection module, and based on the mapping relationship between preset parameters and scores.

[0108] The bridge safety scoring module obtains the sensor data of the above-mentioned self-parameter collection unit and the structural component connection part parameter collection unit set on the bridge span and the pier, including the pier top acceleration sensor set on the pier, the pier natural frequency sensor data, and also includes the main beam strain sensor, the main beam deflection sensor, the main beam natural frequency sensor, the beam end lateral displacement sensor and the beam end longitudinal displacement sensor set on the main beam, the displacement sensor set at the expansion joint of the bridge span and the pier-beam junction, the pier angle sensor set on the pier, and the bridge angle sensor data set on the bridge.

[0109] The bridge safety scoring module calculates the bridge safety score based on these sensor data. The score is calculated based on the mapping relationship between the preset sensor data and the corresponding score value. For example, the lateral peak acceleration of the pier is 0.092m / s2, and the peak acceleration along the bridge is 0.100m / s2. The above data are within the limit and the corresponding score is 92 points. Then the corresponding score of the pier top acceleration is 92 points.

[0110] In this embodiment, a certain viaduct is taken as an example. The Jinfeng Viaduct is located in the north of Chengdu City, and the entire line is an elevated form. The Jinfu Road section on the south side of the bridge is divided into Y and Z line bridges. The Z line bridge in the direction of entering the city is connected to the existing Jiulidi Road, and the Y line bridge in the direction of leaving the city is connected to Shangmao Avenue along Shahe River; to the north, it crosses Jinfu Road, the Third Ring Road, the West Ring Line of the Railway, Dongfeng Canal, passes through Dafeng Town, and goes underground on the inner side of the Outer Ring Road.

[0111] like Figure 5 As shown in the figure, the 1-1# column of the first section of the main line and the 9# pier of ramp B are located at the intersection with the underlying road, which poses a risk of vehicle collision. To ensure the safe operation of the bridge, the bridge management department installed a monitoring system on the relevant piers. The main monitoring items of Jinfeng Viaduct include: pier top vibration, pier inclination, beam displacement, etc.

[0112] Figure 4 The vehicle impact event on the bridge pier is shown in Figure 1. The bridge structure response analysis includes the following aspects. The first is the analysis of the structural vibration acceleration data. The structural vibration data within 5 minutes before and after the impact is as follows: Figure 6a and Figure 6b As shown in the figure, according to the monitoring data, when the collision occurred, the vibration acceleration data of the main line 1-1 pier showed very obvious fluctuations: the lateral peak acceleration of the pier was 0.092m / s2, and the peak acceleration along the bridge was 0.100m / s2. The structural vibration acceleration data did not exceed the limit / x exceeded the limit at the first level, y exceeded the limit at the second level, and z exceeded the limit at the third level.

[0113] The second is the analysis of the pier tilt and displacement data. The pier displacement data for the past 1 day after the collision is analyzed. Figure 7a and Figure 7bAccording to the monitoring data, during the period of vehicle collision, the maximum inclination of the bridge pier in the transverse direction was 0.092°, and the maximum inclination in the longitudinal direction was 0.092°. The inclination data of the bridge piers were within the limit / x first-level over-limit, y second-level over-limit, and z third-level over-limit. After the collision, the inclination data of the bridge piers returned to normal / the residual displacement of xx measuring points was xxm.

[0114] Furthermore, it also includes the beam displacement data analysis, which includes the beam displacement data for the past week after the vehicle collision. Figure 8a and Figure 8b According to the monitoring data, during the collision period, the maximum lateral displacement of the main beam end was 0.092mm, and the maximum longitudinal displacement was 0.092mm. The displacement data of the main beam did not exceed the limit / x items exceeded the limit at the first level, y items exceeded the limit at the second level, and z items exceeded the limit at the third level. After the collision, the displacement data of the main beam returned to normal / the residual displacement of xx measuring point was xxmm.

[0115] The safety status of the bridge was evaluated before and after the vehicle collision, and the evaluation results are as follows:

[0116] like Figure 9a , Figure 9b As shown, before the impact: the overall score of the bridge monitoring span health evaluation was 98 points, the structural safety grade was A, and the bridge structure was basically undamaged. After the impact: the overall score of the bridge monitoring span health evaluation was 92 points, the structural safety grade was A, and the bridge structure was basically undamaged.

[0117] In summary, the health assessment scores of the monitored bridge spans did not change much before and after the vehicle impact, and the vehicle impact had little impact on the safety and normal use of the bridge structure. The health assessment scores of the monitored bridge spans decreased significantly after the impact, and the vehicle impact had a significant impact on the safety and normal use of the bridge structure. The health assessment scores of the monitored bridge spans decreased significantly after the impact, and the vehicle impact had a serious impact on the safety and normal use of the bridge structure.

[0118] In summary, the main monitored bridges did not show any structural abnormalities during the vehicle collision. The overall health evaluation score of the bridge monitoring span after the collision was 92 points, the structural safety level was A, and the bridge structure was basically undamaged. This collision had little impact on the safety and normal use of the bridge structure. The bridge can be used normally and normal inspection and maintenance can be carried out.

[0119] In some other embodiments, the main monitored bridges during the vehicle collision process showed no structural abnormalities, and the overall health evaluation score of the bridge monitoring span after the collision was 84 points, with a structural safety level of B, and the bridge structure may be moderately damaged. This collision has a significant impact on the safety and normal use of the bridge structure, and emergency inspections and special inspections should be carried out. Traffic control should be carried out as appropriate according to the damaged parts and the degree of damage, and traffic restrictions (such as speed limits, height limits, load limits, etc.) should be carried out in a timely manner in combination with the requirements for maintaining traffic.

[0120] In some other embodiments, the bridge piers monitored during the vehicle collision showed irreversible tilt and deformation, and the overall health evaluation score of the bridge span monitored after the collision was 68 points, the structural safety level was C, and the bridge structure was seriously damaged. This collision has a serious impact on the safety and normal use of the bridge structure, and traffic control must be carried out immediately, traffic must be prohibited, treatment plans must be studied and formulated, and emergency repairs must be carried out.

[0121] Further, the bridge health monitoring system further comprises a vehicle impact detection subsystem, wherein the vehicle impact detection subsystem comprises a pier acceleration sensor installed on the pier and an impact detection module for identifying vehicle impact;

[0122] The impact detection module extracts the average value μi of the time history data within 1 day and the average value of the time history data within 5 minutes of the bridge pier acceleration sensor. Analysis, combined with the time-course data of the acceleration sensor, identifies the situation of the vehicle hitting the bridge. If the absolute value of the average value of the 5-minute time-course data μi is significantly greater than the absolute value of the average value of the time-course data within a day It is determined that there is a collision with the bridge pier;

[0123] Specifically:

[0124]

[0125] Where:

[0126] P F Indicates vehicle impact identification index;

[0127] μi represents the average value of the 1-day time history data of the i-th acceleration sensor;

[0128] represents the average value of the 5-minute time history data of the i-th acceleration sensor;

[0129] n represents the total number of acceleration sensors.

[0130] In this embodiment, the vehicle collision situation is realized by the acceleration sensor installed on the bridge pier. Each bridge pier that may be hit is equipped with an acceleration sensor to realize the extraction and analysis of the acceleration sensor data installed on the relevant bridge pier, including the average value μi of the time history data within 1d and the average value analysis of the time history data of the bridge pier acceleration sensor. Taking into account the time history data of the acceleration sensor, the vehicle collision with the bridge is identified based on the abnormal peak method and other related methods. If the absolute value μi of the average value of the 5min time history data is significantly greater than the absolute value of the average value of the time history data within one day, it is determined that the bridge pier may have a collision situation, and the subsequent bridge structure response analysis, bridge safety impact assessment and other functions are randomly triggered. 1d refers to one day, and 5min refers to 5 minutes.

[0131] In this embodiment, the warning threshold 0 <P F ≤0.1, corresponding to the warning level I; warning threshold 0.1 <P F ≤0.5, corresponding to the warning level of Level II; warning threshold 0.5 <P F ≤0.7, corresponding to the warning level of Level III; warning threshold 0.7 <P F ≤1.0, the corresponding warning level is Level IV.

[0132] Further, the structural member connection parameter collection unit includes a pier-beam strain gauge 4 disposed between the bridge and the pier 1, the pier-beam strain gauge 4 includes two connection ends, a first connection end is connected to the beam body 2, and a second connection end is connected to the pier 1;

[0133] The data processing module can obtain the strain value between the pier 1 and the bridge measured by the pier-beam strain gauge 4, so as to monitor the impact event of the pier 1 and / or the influence of the impact event of the pier 1 on the health of the bridge.

[0134] This embodiment proposes a system for evaluating the health of a bridge after a vehicle hits a bridge pier 1 , including a sensor array consisting of a plurality of pier-beam strain gauges 4 , where the pier-beam strain gauges 4 are sensors for measuring strain.

[0135] like Fig.10 , Fig.11 As shown, the bridge pier 1 and the beam body 2 are connected via a support 3 .

[0136] like Fig.12 As shown, one connection end of the pier-beam strain gauge 4 is connected to the beam body 2, and the second connection end is connected to the support 3. After the pier 1 is hit by a vehicle, the connection between the pier and the beam generates strain force, and the pier-beam strain gauge 4 can obtain the strain force data change of the pier-beam connection part to evaluate the damage of the bridge.

[0137] The sensor array composed of multiple pier beam strain gauges 4 can be arranged in a variety of ways. In some embodiments, for example Fig.13As shown, a plurality of pier-beam strain gauges 4 are arranged around each support 3. In this embodiment, eight pier-beam strain gauges 4 are arranged around each support 3. The array of pier-beam strain gauges 4 surrounding the support 3 can distinguish the strain force generated by the vehicle hitting the bridge pier 1 and the strain force generated by the normal passage of vehicles on the beam body 2. Specifically, the strain force generated by the normal passage of vehicles on the beam body 2 is relatively evenly applied to the support 3, and the detection values ​​and the detection value change trends of the pier-beam strain gauges 4 around the support 3 tend to be consistent. However, the strain force generated by the vehicle hitting the bridge pier 1 causes the bridge pier 1 to tilt or tilt again, and the pier-beam strain gauges 4 around the support 3 have significant differences in the test values ​​on the impact side and the opposite side of the impact. The detection values ​​of each pier-beam strain gauge 4, the change in the detection value, and the difference between the maximum and minimum values ​​of the pier-beam strain gauges 4 in the array can be combined with the preset threshold value to infer the damage of the bridge.

[0138] Therefore, the sensor array composed of multiple pier-beam strain gauges 4 can infer whether the bridge pier 1 is hit and the damage of the bridge pier 1 after the hit based on the detection value of each strain gauge.

[0139] In some embodiments, Fig.14 As shown, for a bridge with multiple piers 1, a plurality of pier-beam strain gauges 4 are respectively arranged around the supports 3 corresponding to the position of each pier 1. The bridge of this embodiment includes two piers 1, and eight supports 3 are arranged at the pier-beam joint. The positions of the four supports 3 on the left side correspond to the pier 1 on the left side; and the four supports 3 on the right side correspond to the pier 1 on the right side. A plurality of pier-beam strain gauges 4 are respectively arranged around the four supports 3 on the left side and the four supports 3 on the right side.

[0140] Specifically, the 8 supports 3 are divided into 4 groups according to the positions of the piers 1 and the beam body 2, and each group includes 2 supports 3. The two supports 3 corresponding to the positions of the left pier 1 and the front beam body 2 are surrounded by 8 pier-beam strain gauges 4 to form a first array; the two supports 3 corresponding to the positions of the left pier 1 and the rear beam body 2 are surrounded by 8 pier-beam strain gauges 4 to form a second array; the two supports 3 corresponding to the positions of the right pier 1 and the front beam body 2 are surrounded by 8 pier-beam strain gauges 4 to form a third array; the two supports 3 corresponding to the positions of the right pier 1 and the rear beam body 2 are surrounded by 8 pier-beam strain gauges 4 to form a fourth array.

[0141] Such a setting method can establish a relationship between the sensor array composed of multiple pier-beam strain gauges 4 and the pier 1. After the corresponding pier 1 is hit, the sensor array of pier-beam strain gauges 4 corresponding to the position of pier 1 can be used to infer the damage of the pier 1, and can be combined with the sensor arrays of pier-beam strain gauges 4 corresponding to the positions of other piers 1 to evaluate the damage of the beam body 2.

[0142] For multiple bridge piers 1, the beam 2 of a certain bridge pier 1 may tilt after being hit. The difference in the detection values ​​of multiple pier-beam strain gauges 4 in the pier-beam strain gauge 4 sensor array can analyze the tilt degree and tilt direction of the beam 2, providing a reference for the health evaluation of the bridge.

[0143] In some embodiments, Fig.15 As shown, for a bridge with a single pier 1, a pier-beam strain gauge 4 sensor array is arranged around all the bearings 3. The single pier 1 bridge of this embodiment is provided with 8 bearings 3, and 24 pier-beam strain gauges 4 are arranged around the 8 bearings 3 to form a sensor array. The beam body 2 of the pier 1 may tilt after being hit, and the difference of the detection values ​​of multiple pier-beam strain gauges 4 in the pier-beam strain gauge 4 sensor array can analyze the tilt degree and tilt direction of the beam body 2, providing a reference for the health evaluation of the bridge.

[0144] Another object of the present invention is to provide a bridge monitoring platform including a bridge health monitoring system, the bridge monitoring platform also including an analysis interface subsystem, the analysis interface subsystem including: an impact information display module and an image data display module;

[0145] The collision information display module is used to display the collision time, monitoring items, the impacted structural components, and the impact range; the image data display module is used to display the image of the impacted bridge.

[0146] In this embodiment, when a vehicle collision occurs on the bridge deck or pier, the system automatically starts a special analysis according to the above technical route and workflow, and forms an application scenario page while forming a vehicle collision impact bulletin. The purpose is to allow managers and decision makers to reflect the actual situation on the scene concisely, comprehensively and truthfully, so as to give full play to the system's role in assisting decision-making. Therefore, this page is required to quickly reflect the actual situation on the scene, provide comprehensive relevant information, and achieve a one-picture overview of data and information. The vehicle collision impact analysis interface is displayed as a sub-page of "Emergency Analysis".

[0147] The vehicle impact analysis page mainly displays the following contents:

[0148] The vehicle collision warning information is displayed on the upper left side of the page, including the occurrence time, monitoring items, the impacted structural components, the impact range, etc.;

[0149] The acceleration curve and value changes, acceleration and velocity peaks are displayed in the middle of the left side of the page;

[0150] The lower left corner of the page shows the structural warning information caused by the impact event, including: warning time, structural location, warning indicators, monitoring values, warning level, etc.

[0151] In the middle of the page, typical video footage of the bridge being struck is stored;

[0152] At the bottom middle of the page, maintenance and emergency response suggestions are displayed;

[0153] The upper right corner of the page shows the structure of the bridge;

[0154] In the middle of the right side of the page is a display of typical data of structural response, including curve graphs, monitoring data, peak values, etc.

[0155] At the bottom right of the page is a summary of the impact assessment conclusions and a downloadable browsing area for the express report.

[0156] Fig.16 , Fig.17 The module structure diagram and flow chart of the bridge health monitoring system of the present invention are shown. The vehicle collision identification module of the vehicle collision detection subsystem is used to detect the situation of vehicle collision with bridge piers. The extraction and analysis of bridge-related impact index data after the sudden incident of vehicle collision with bridge piers include the absolute maximum value and root mean square value analysis of the acceleration response of the struck bridge pier and adjacent structures after the bridge pier collision, and the absolute maximum value and root mean square value analysis of the response monitoring data of the struck bridge pier and adjacent structures after the bridge pier collision. The extraction of early warning information of bridge-related impact indicators and statistical analysis by time, monitoring items, structural components and other dimensions are realized; the extraction of bridge status assessment information after the sudden incident of vehicle collision with bridge piers and comparative analysis by overall assessment value, assessment sub-item score and other dimensions are realized. Through the above multi-angle comprehensive analysis, bridge safety impact assessment opinions and disposal suggestions are given. When a vehicle collision event occurs on the bridge deck or bridge pier, the system automatically starts a special analysis according to the above technical route and workflow, and forms an application scenario page while forming a vehicle collision impact bulletin. The purpose is to enable managers and decision makers to reflect the actual situation on the site concisely, comprehensively and truthfully, so as to give full play to the system's decision-making assistance role. Therefore, this page is required to quickly reflect the real situation on site, provide comprehensive relevant information, and achieve a one-picture overview of data and information.

[0157] Furthermore, the bridge monitoring platform also includes a video collaboration subsystem, and the video collaboration subsystem includes a video shooting module and a video control module;

[0158] The video shooting module is used to shoot images of possible collision locations on the bridge; the video control module obtains the parameters obtained by the local response parameter collection module, stores the partial images obtained by the video shooting module according to the parameters obtained by the local response parameter collection module, and adds information marks to the images;

[0159] The information tag includes event type, time period, and associated video capture module information.

[0160] The video shooting module further includes a pan-tilt unit, which is used to drive the video shooting module to rotate in a horizontal direction and / or a vertical direction, and the video control module can control the rotation of the pan-tilt unit;

[0161] The video control module also includes an impact point storage unit, which is used to store the correspondence between the possible impact position of the bridge within the monitoring range of the pan-tilt unit and the angle value of the pan-tilt unit. After the bridge collides, the video control module controls the pan-tilt unit to rotate to an angle capable of capturing the impact position based on the information of the impact point storage unit.

[0162] In this embodiment, the video collaboration subsystem can set up a video linkage configuration function, and can configure the special video capture strategy of the video device under special time conditions such as strong winds, heavy rain, earthquakes, vehicle collisions, sensor data anomalies, etc., including: the number of captured photos, time intervals, and capture lengths. It can also automatically identify abnormalities in the system structure monitoring parameters, such as data exceeding the limit, alarms, and no data, and trigger video shooting.

[0163] The video data captured in conjunction with special events are assigned text information for storage and query and screening. The text information mainly includes: event type, time period, related monitoring station, camera number, etc.

[0164] like Figure 3 As shown, according to the functional requirements of the aforementioned video collaborative linkage module, the main functions of the module are designed to include: video linkage configuration, special event recognition, video linkage content display, special event statistics, etc. The detailed design is as follows:

[0165] Video linkage configuration: On the 3D BIM model of the SuperMap GIS platform, click to select a camera, apply the visual domain analysis capability of the GIS platform, check the sensors visible to the camera, and traverse the visible sensors of all cameras in this way to obtain the list of associated sensors visible to each camera, configure the list of associated sensors for each camera, and configure the list of linked cameras for each sensor. According to the sensor type, establish the capture rules, and in the capture rules of the sensor, set the number of captured photos, capture time interval, video recording duration, and camera control parameters that comply with the onvif protocol.

[0166] Special event identification system: Develop a special event identification system to identify three types of situations, including sudden data exceeding the limit, risk warning triggering, and sudden data interruption, and notify the event communication bus for video linkage. The special event identification delay is required to be no more than 3s.

[0167] The data exceeds the limit suddenly. An over-limit threshold is set for each sensor. When the real-time data of the sensor exceeds the threshold for N consecutive times, a threshold over-limit event is generated, triggering the camera associated with the corresponding sensor to control the associated camera to automatically focus on the corresponding position of the sensor according to the onvif protocol parameters, start recording the video, and after recording, store the video file of the specified length in the video stream server, and associate the over-limit record with the linkage video record.

[0168] Risk warning is triggered. When a risk warning event occurs in the system, the camera associated with the corresponding sensor is triggered to control the camera to automatically focus on the corresponding position of the sensor according to the onvif protocol parameters, start recording the video, and after recording, store the video file of the specified length in the video streaming server, and associate the risk warning with the linkage video record.

[0169] The data is suddenly interrupted. When the system detects that the sensor data interruption time exceeds N minutes, it automatically triggers the camera associated with the corresponding sensor to control the camera to automatically focus on the corresponding position of the sensor according to the onvif protocol parameters, starts recording the video, and after recording is completed, the video file of the specified length is stored in the video streaming server, and the over-limit record is associated with the linkage video record.

[0170] The system implements the function of displaying the captured content of special event video linkage. The generated linkage video records can be filtered and queried by event type, time period, associated monitoring station, camera number and other information.

[0171] Special event statistics

[0172] Special events identified by the system can be filtered and queried according to fields such as monitoring station, event type, and time period, and the statistical results of special events can be displayed in bar charts and pie charts.

[0173] The main display contents of the special event capture image module include:

[0174] There is a filter box at the top of the module. Users can query the captured images by filtering conditions. The filtering contents include selecting bridges, selecting cameras, selecting the image type to be viewed (photos or videos), selecting special event types, and filtering time.

[0175] The left side in the middle of the module shows statistics of special event types under the filtering conditions;

[0176] The right side of the middle of the module displays the event information associated with the video below;

[0177] The captured images of special events are displayed below the module, and the bottom is a list of images that can be switched left and right.

[0178] After the abnormal monitoring module discovers an abnormal event through monitoring, it will notify the collaborative linkage module. The video linkage module obtains the associated camera through the monitoring equipment, monitoring station and other information in the abnormal event information, and sends rotation or capture instructions to the video control module according to the current corresponding linkage configuration. After the camera completes the capture, the captured file will be stored and associated with the abnormal event.

[0179] The abnormal monitoring module continuously monitors various abnormalities in the system. Once an abnormal event is captured (such as sudden data exceeding the limit, risk warning triggering, sudden data interruption, etc.), it will encapsulate the abnormal notification information (including abnormal monitoring equipment, abnormal monitoring station, abnormal time, etc.) for notification; after receiving the abnormal notification, the video collaborative linkage module parses the notification information to obtain information such as the monitoring equipment, and finds the associated camera based on the information. At the same time, it queries the collaborative linkage configuration, generates linkage instructions based on the configuration, and issues instructions to control the camera to complete related actions. If a snapshot file is returned, the snapshot file is named and saved according to the monitoring station, monitoring equipment, event type, camera number, time and other information.

[0180] The various embodiments disclosed in the present invention have been described above. The above description is exemplary and not exhaustive, and the scope of the present invention is not limited to the above embodiments. Many modifications and changes are obvious to those of ordinary skill in the art without departing from the spirit and scope of the present invention. In other words, those of ordinary skill in the art can make various changes and improvements to the present invention in form and detail, and these are considered to fall within the scope of protection of the present invention. The choice of terms used herein is intended to best explain the principles of the various embodiments, practical applications, or improvements to the technology in the market, or to enable those of ordinary skill in the art to understand the various embodiments disclosed herein.

Claims

1. A bridge health monitoring system for monitoring collision events and analyzing the extent of damage to the bridge caused by the collision, characterized in that: The bridge health monitoring system includes an impact analysis subsystem, which includes a local response parameter collection module and an impact data processing module; The local response parameter collection module includes a structural component parameter collection unit, a structural component connection parameter collection unit, and a structural component angle collection unit; the structural component parameter collection unit is used to collect the dynamic response parameters of the bridge span piers and beam bottom; the structural component connection parameter collection unit is used to collect the dynamic response parameters of the bridge span expansion joint and the pier-beam junction; the structural component angle collection unit is used to collect the dynamic response parameters of the bridge span pier top inclination and beam end inclination; the dynamic response parameters include the data change peak value, change trend, change direction, and duration; The data processing module is used to analyze the parameters obtained by the local response parameter collection module and compare them with the preset parameters, and output the analysis results.

2. A bridge health monitoring system according to claim 1, characterized in that: The local response parameter collection module also includes a suspension bridge parameter collection unit, which is used to collect dynamic response parameters of the suspenders and cable forces of the suspender arch bridge and the cable-stayed bridge.

3. A bridge health monitoring system according to claim 1, characterized in that: The impact analysis subsystem also includes an overall parameter collection module; The overall parameter collection module includes: an acceleration parameter collection unit, a deformation parameter collection unit, and a displacement parameter collection unit; The acceleration parameter collection unit is used to collect the acceleration peak value, velocity peak value, and change duration of the entire bridge; the deformation parameter collection unit is used to collect the deformation index of the bridge, which includes the change peak value, change trend, and change duration of the deflection; the displacement parameter collection unit is used to collect the change peak value, change trend, change direction, and change duration of the overall spatial displacement of the bridge; The data processing module is also used to analyze the parameters obtained by the overall parameter collection module and compare them with the preset parameters, and output the analysis results.

4. A bridge health monitoring system according to claim 3, characterized in that: The impact analysis subsystem also includes a change feature collection module; The change feature collection module includes: a structural response comparison parameter collection unit, an adjacent bridge span comparison parameter collection unit, and a pre- and post-impact comparison parameter collection unit; The structural response comparison parameter collection unit is used to collect parameter change values ​​at the moment of vehicle impact and during the influence time of residual shock wave. The adjacent span comparison parameter collection unit is used to collect the overall response data of the bridge span that was impacted and the adjacent span piers and beams at the moment of vehicle impact and during the influence time of residual shock wave. The pre- and post-impact comparison parameter collection unit is used to collect acceleration and structural response monitoring data monitored at the same position before and after the vehicle impact event.

5. A bridge health monitoring system according to claim 4, characterized in that: The impact analysis subsystem also includes a bridge safety scoring module, which calculates the bridge safety score based on the parameters obtained by the local response parameter collection module and / or the overall parameter collection module and / or the change feature collection module, and based on a mapping relationship between preset parameters and scores.

6. A bridge health monitoring system according to claim 1, characterized in that: The structural member connection parameter collection unit includes a pier-beam strain gauge disposed between the bridge and the pier, the pier-beam strain gauge includes two connection ends, a first connection end is connected to the beam body, and a second connection end is connected to the pier; The data processing module can obtain the strain value between the pier and the bridge measured by the pier-beam strain gauge, and is used to monitor the impact of the pier impact event and / or the impact of the pier impact event on the health of the bridge.

7. A bridge health monitoring system according to claim 1, characterized in that: The bridge health monitoring system further includes a vehicle impact detection subsystem, wherein the vehicle impact detection subsystem includes a pier acceleration sensor installed on the pier and an impact detection module for identifying vehicle impact; The impact detection module extracts the average value μi of the time history data within 1 day and the average value of the time history data within 5 minutes of the bridge pier acceleration sensor. Analysis, combined with the time-course data of the acceleration sensor, identifies the situation of the vehicle hitting the bridge. If the absolute value of the average value of the 5-minute time-course data μi is significantly greater than the absolute value of the average value of the time-course data within a day It is determined that there is a collision with the bridge pier; Specifically: Where: P F Indicates vehicle impact identification index; μi represents the average value of the 1-day time history data of the i-th acceleration sensor; represents the average value of the 5-minute time history data of the i-th acceleration sensor; n represents the total number of acceleration sensors.

8. A bridge monitoring platform comprising the bridge health monitoring system according to any one of claims 1 to 7, characterized in that: The bridge monitoring platform also includes an analysis interface subsystem, which includes: an impact information display module and an image data display module; The collision information display module is used to display the collision time, monitoring items, the impacted structural components, and the impact range; the image data display module is used to display the image of the impacted bridge.

9. A bridge monitoring platform according to claim 8, characterized in that: The bridge monitoring platform also includes a video collaboration subsystem, which includes a video shooting module and a video control module; The video shooting module is used to shoot images of possible collision locations on the bridge; the video control module obtains the parameters obtained by the local response parameter collection module, stores the partial images obtained by the video shooting module according to the parameters obtained by the local response parameter collection module, and adds information marks to the images; The information tag includes event type, time period, and associated video capture module information.

10. A bridge monitoring platform according to claim 9, characterized in that: The video shooting module further includes a pan-tilt unit, which is used to drive the video shooting module to rotate in a horizontal direction and / or a vertical direction, and the video control module can control the rotation of the pan-tilt unit; The video control module also includes an impact point storage unit, which is used to store the correspondence between the possible impact position of the bridge within the monitoring range of the pan-tilt unit and the angle value of the pan-tilt unit. After the bridge collides, the video control module controls the pan-tilt unit to rotate to an angle capable of capturing the impact position based on the information of the impact point storage unit.

Images