A method and system for three-dimensional forward design of municipal highway bridges

Abstract

The present invention relates to the field of BIM design technology, and more specifically, to a three-dimensional forward design method and system for municipal highway bridges. The method comprises three phases: bridge concept design, in which the bridge concept object is created based on the three-dimensional road route, pavement, geophysical three-dimensional model, and initial bridge data to complete the bridge concept design; bridge overall design, in which the overall three-dimensional bridge design is completed based on the resource library template and the design resources at the profile, feature, component, and assembly levels are designed and reused based on the bridge concept design results; and bridge detailed design, in which the design information carried by the bridge overall design is inherited and the component granularity mapping and splitting are achieved. The split components can then be refined according to design requirements, thereby completing the detailed three-dimensional bridge design. The present invention can effectively improve bridge design efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of BIM design, and in particular to a three-dimensional forward design method for a municipal highway bridge. Background Art

[0002] BIM (Building Information Modeling) technology, as a digital tool for engineering construction management, has been widely used in developed regions such as Europe and the United States, and is also widely used in the domestic construction industry. BIM technology has eight major characteristics: information completeness, information relevance, information consistency, visualization, coordination, simulation, optimization, and mappability. It can also remotely monitor and transmit information on the overall construction situation of the construction site through the application platform, allowing construction personnel to optimize unreasonable areas before construction and avoid rework and waste after construction.

[0003] In specific applications, for municipal bridge construction, a special architectural design process that requires high precision, many structural components, and high structural coordination requirements, conventional BIM modeling solutions are time-consuming and technically demanding. The specific design process requires no less time and manpower than traditional drawing methods to digitally model the various structural components of the bridge, which greatly affects the application efficiency of BIM technology in the relevant bridge design and construction process.

[0004] How to combine BIM technology with commonly used municipal bridge construction plans to more efficiently complete the design and modeling of municipal bridge BIM models is a problem that technical personnel in this field are committed to solving. Summary of the Invention

[0005] The present invention addresses the problems and shortcomings of existing bridge design techniques by proposing a 3D forward design method for municipal highway bridges. This method, based on standardized design rules and leveraging a rich component resource library, provides a 3D design tool that reuses design knowledge and experience, improves design standardization, and enhances the efficiency of traditional CAD-based design while ensuring design quality. The rapidly created 3D model during the 3D design process instantly and visually expresses the designer's design intent, reducing design errors and modifications, and improving the efficiency of municipal bridge design.

[0006] The present invention specifically adopts the following technical means:

[0007] A three-dimensional forward design method for a municipal highway bridge, characterized by comprising the following steps:

[0008] S1: Bridge conceptual design: Obtain 3D environmental data and initial bridge data to generate a bridge conceptual design model;

[0009] S2: Overall bridge design: Extracting profile-level, feature-level, component-level, and assembly-level data based on resource library templates, and reusing the above data to produce an overall bridge design model;

[0010] S3: Rationality Assessment: Extract structural data from the overall bridge design model data into the structural analysis software, and perform multi-disciplinary collision checks and spatial rationality analysis. If an unreasonable report is generated, modify or re-complete the overall bridge design.

[0011] S4: Bridge detailed design: Based on the overall bridge design data, the component granularity mapping is split to generate individual component data; refined parameters are input to generate a bridge detailed design model.

[0012] Furthermore, the bridge concept design, bridge overall design, and bridge detailed design are based on the bridge design sketch outline template, component template, and assembly template. The bridge design templates relied on in the above three stages implement a matching definition method and provide a convenient definition, storage, and usage method.

[0013] Furthermore, the information and data involved in the above design phase are stored in the customized custom features. The feature class maintains context association and automatic update trigger settings in the system, which can realize cross-stage data association drive and implement flexible update strategies.

[0014] Furthermore, the three-dimensional environmental data includes terrain data, route data, geological survey data, urban pipe network survey and design data, and existing building three-dimensional model data.

[0015] Furthermore, the route data includes road centerline data, road plane line data, and road boundary line data.

[0016] Furthermore, the bridge concept design phase specifically includes the following steps:

[0017] Acquire 3D environmental data and create road routes;

[0018] Input the overall bridge design parameters and automatically create new bridge objects;

[0019] Input the span distribution data to perform single and batch span distribution of bridges and generate the span distribution model of bridges.

[0020] Furthermore, the new bridge object is a three-dimensional model containing preliminary design information of the upper and lower structure elevation systems, such as the horizontal and vertical alignment information of the bridge, the starting and ending pile numbers of the bridge, and the beam height. The lower structure elevation system takes into account factors such as road superelevation changes, terrain and cover requirements.

[0021] Furthermore, the single and batch span layout of the bridge is based on the interactive confirmation of span positions and angles based on the three-dimensional centerline.

[0022] Furthermore, the single and batch span layout of bridges is characterized in that the bridge design object creates a sub-joint model based on the sub-joint span layout data and establishes a related expansion joint model.

[0023] Furthermore, the bridge sub-span model includes bridge sub-span object information, bridge sub-span identifier information, a bridge substructure model and an expansion joint model.

[0024] Furthermore, the overall design of the bridge includes the following steps:

[0025] Acquire feature-level data and generate a bridge structure section based on a bridge sub-span model; the section includes form information and size parameters;

[0026] Acquire profile-level data and generate a bridge profile based on a road centerline object and a new bridge object; the new bridge object includes superstructure placeholder information, substructure placeholder information, and accessory structure information;

[0027] The contour is positioned by instantiation, and a feature-level overall design model under a unified part node is generated.

[0028] Furthermore, the positioning method is as follows: the upper structure of the new bridge is positioned based on the contour section of the spatial curved surface formed by the normal line of the road centerline and the Z direction; an orthogonal coordinate system of the lower structure is generated below the upper structure to position the lower structure; and the auxiliary structure is positioned based on the normal surface of the structural edges of the upper and lower structures.

[0029] Furthermore, the upper structure includes but is not limited to inner and outer box rooms, beams, transverse partitions, cantilever thickenings and expansion joint slots; the lower structure includes but is not limited to cap beams, columns, platform caps, platform bodies and pedestal pile foundations; the ancillary structures include but are not limited to anti-collision guardrails, expansion joints, bridge deck pavement, supports, sidewalk slabs, drainage systems, anti-glare panels and anti-throwing nets.

[0030] Furthermore, rationality assessment includes the following steps: Using the 3D structural model as the data source, data is extracted and transferred to spatial finite element analysis software for stress analysis. Collision checks and clearance analysis can also be performed directly within the system. Modifications made in the previous stage can be automatically transferred to subsequent design objects, ensuring the automated updating of structural design results if the modifications are justified.

[0031] Furthermore, the detailed design of the bridge includes the following steps:

[0032] Split the overall bridge design model to obtain split data, and import the split data into the PLM management object;

[0033] Input component parameter information or call standard component library data to produce a detailed structural model of the bridge.

[0034] Furthermore, the above-mentioned three-dimensional forward design method for municipal highway bridges also includes:

[0035] Associate context data so that each parameter is stored and associated in the database and model;

[0036] Set context triggers. When a certain parameter changes, other parameters are driven by cross-stage data association.

[0037] Specifically, for each stored data, the current input feature is locked, the input feature of the data in the current context is disconnected, and the parameter input and geometric topology operations are saved. Each custom feature contains a custom feature interface (Interface) and a custom feature implementation (implementation) method. The interface defines the input, operation, and output interfaces of the custom feature. In addition to completing the specific input and output interface implementations, the implementation also adds extended topology creation, update, deletion, and topology change reporting methods, icons, and double-click response implementations. This allows each custom feature to automatically trigger an update operation after detecting changes in other input parameters.

[0038] Furthermore, the context data includes route data, conceptual design placeholder model data, overall design outline model data, and detailed design item model data.

[0039] In addition, the present invention also provides a three-dimensional forward design system for municipal highway bridges, which is characterized by comprising:

[0040] A bridge concept design module is used to generate a bridge concept design model by acquiring three-dimensional environmental data and initial bridge data;

[0041] A bridge overall design module that extracts profile-level, feature-level, component-level, and assembly-level data based on resource library templates and reuses this data to produce a bridge overall design model;

[0042] The rationality assessment module is used to extract structural data from the overall bridge design model data and submit it to the structural analysis software for stress analysis, as well as to conduct multi-disciplinary collision checks and spatial rationality analysis. If an unreasonable report is generated, the overall bridge design will be modified or re-completed.

[0043] The bridge detailed design module splits the component granularity mapping based on the overall bridge design data to generate individual component data; it inputs refined parameters to generate a bridge detailed design model.

[0044] Furthermore, the 3D forward design system for municipal highway bridges also includes:

[0045] A context data association unit, which is used to store and associate each data of the database and the model;

[0046] Context trigger unit, which is used to implement cross-stage data association driving with other parameters.

[0047] An electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the three-dimensional forward design method for municipal highway bridges when executing the program.

[0048] A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that when the computer program is executed by a processor, the steps of the three-dimensional forward design method of the municipal highway bridge are implemented.

[0049] Compared with the prior art, the present invention has the following beneficial effects:

[0050] This method is adopted to define a multi-stage design process; the design process is divided into three main stages from simple to detailed, namely conceptual design, overall design, and detailed design; for design business data and results, a unified resource library is used for in-and-out management, and rapid assembly positioning is achieved in combination with three-dimensional design space, so as to realize the storage and sharing of design resources; in the design process, automatic update triggers are set in the object creation interface through contextual logical reference relationships to realize overall data-driven update and improve design efficiency; in the three stages, route, bridge, span, upper and lower structure occupancy, cast-in-place box girder, precast beam, cap beam, pier, pedestal, pile foundation, internal and external cavity, notch, and beam feature objects are introduced respectively to realize customized development and management of fully lightweight custom features. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 This is a flow chart of the method for three-dimensional forward design of municipal highway bridges according to the present invention.

[0052] Figure 2 This is an illustration of the three-dimensional basic design environment in the present invention.

[0053] Figure 3 This is a diagram illustrating the three-stage design and contents of the present invention.

[0054] Figure 4 This is a diagram illustrating the context association and triggers in the present invention.

[0055] Figure 5 This is an illustration of the end ridge line design and cross-sectional layout in the present invention.

[0056] Figure 6 This is a diagram illustrating the interaction process of component library resource design in the present invention.

[0057] Figure 7 This is an illustration of the customized feature refinement and splitting of the upper and lower structures in the present invention. DETAILED DESCRIPTION

[0058] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0059] The purpose of the present invention is to provide a three-dimensional forward design method and system for municipal highway bridges. According to standardized design rules and utilizing a rich component resource library, a three-dimensional design tool is provided, which realizes the reuse of design knowledge and experience, improves the standardization level of design, ensures the design quality, and improves the efficiency of traditional CAD-based plan view design.

[0060] A method and system for 3D forward design of municipal highway bridges, the method flow is as shown in the attached Figure 1 shown.

[0061] Step 1: Prepare 3D environment data and create road routes. Figure 2 As shown in the figure, the necessary environmental and road data are prepared to provide a basis and preliminary information for bridge design. Spatial curve fitting is performed based on the horizontal curve HCurve and the vertical curve VCurve to form a 3D centerline topological object. 3D environmental data includes topographic data, geological survey data, urban pipeline network survey and design data, existing buildings, and other reserved design structures, as well as other 3D model data that may affect bridge design.

[0062] Step 2: Input the overall bridge design parameters through the interface to automatically create the bridge design object. Based on the requirements of bridge construction, preliminarily determine the main design parameters of the bridge, including the bridge horizontal and vertical alignment information, the bridge starting and ending pile numbers, and the upper and lower structure elevation system. The bridge overall occupation, span, lower structure occupation, and joint occupation model objects are introduced into the bridge concept design. Using horizontal and vertical curve topology operations and vector operations, the three-dimensional bridge object is quickly created based on the terrain triangulated mesh surface and spatial three-dimensional curves. Subsequently, the bridge span is arranged based on the horizontal curve topology operation method. The determination of bridge design parameters is affected by environmental factors. For example, the elevation of the pier top can be determined by the terrain and the cover depth.

[0063] Step three: Design single and batch spans and batch sub-joints of bridges. Input the span and step data through the interface, and perform single and batch span and sub-joint design based on the newly created bridge design object in step two. Determine the span position based on the interactive selection of the three-dimensional center line, which mainly includes controlling the pier position layout, interval batch layout, and interactive mouse dragging of piers, so that users can conveniently perform pier layout operations in three-dimensional space. The results after span and sub-joint layout include bridge sub-joint objects, bridge sub-span identifiers, bridge sub-structure initialization models, expansion joint initialization models and other contents. The design tools and visualization tools provided by the present invention can interactively drag or delete existing sub-joint span results, thereby realizing the design modification of bridge span and sub-joint layout.

[0064] Step 4: Carry out the overall design of the upper, lower and auxiliary structures of the bridge. Carry out the cross-section design of the bridge structure based on the three-dimensional model of the bridge span and joints, and select the form and parameters of the cross-section template based on the existing feature model, and arrange the cross-section instance to the corresponding spatial position, and then combine the spatial guide line to form the overall three-dimensional design result of the bridge structure, and save it under a part product. First, based on the three-dimensional centerline object of the road, as well as the bridge upper structure placeholder and lower structure placeholder objects, the contour feature template is introduced, and the spatial positioning of each contour is performed using the instantiation method; in the positioning process, different pile number positioning methods are used based on different feature types. The main beam adopts the contour section positioning method based on the spatial surface formed by the normal line of the road horizontal curve and the Z direction. The lower structure uses the orthogonal coordinate system of the pier top, the cap beam bottom, the pedestal top and the pedestal bottom as the positioning reference. The auxiliary structure mainly uses the normal surface of the upper and lower structure construction edges as the layout reference. As shown in the attached figure Figure 5 As shown in the figure, the method described above was used to optimize the design of the entrance and exit structures at the ramp ends of a municipal bridge mainline. Using the three-dimensional centerlines, pavement, and superelevation information of the two roads as input, an iterative calculation based on the initial planar ridgeline was performed until the error met the design setpoint, thereby obtaining a spatial baseline. Using the three-dimensional centerlines, pavement, and superelevation information of the roads as input, the bridge superstructure was divided into mainline segments, end-mainline segments, and end-ramp segments based on the start and end points of the spatial baseline. Structural cross-sections were instantiated for each segment to form spatial entities. This method can address issues such as excessive cross-slope deviations and excessive adjustments during construction caused by hand-drawn ridgelines in traditional two-dimensional design.

[0065] Step 5: Evaluate the rationality of the overall design and modify the design based on the analysis results. Using the three-dimensional structural design model as the data source, perform force analysis by extracting data into the spatial finite element analysis software. Collision checks and clearance analysis can be implemented directly on this platform. The design tool in the present invention satisfies the transfer and inheritance of design data, and realizes contextual data association and automatic update triggering of design. Starting from the input of road route data, all bridge design objects involved in this patent use data association to transfer data, forming an input and output topological feature operation process based on custom features, and providing an input interface for independent modification of each feature, which can realize top-down multi-stage data drive, covering the bridge design features of the three design stages of concept, overall and detailed.

[0066] Step 6: Split the overall design result model into separate PLM objects. Separate PLM management objects refer to independent parts or product nodes, which have semantic lifecycle management attributes. The main beams of the bridge, substructure columns, piers, pile foundations and other contents in the overall design can be split into detailed design nodes as independent management objects. The superstructure, substructure and auxiliary structure objects are split according to pile numbers and spans, so that each object is stored in a storage unit that can independently perform PLM lifecycle management, such as the attached Figure 7 shown.

[0067] Step seven: Carry out detailed structural design of the bridge. Carry out detailed structural design of the bridge according to the bridge structure model objects that have been split under the detailed design nodes. The detailed structural design includes the inner and outer box chambers, beams, diaphragms, cantilever thickening, expansion joint notches, etc. in the upper structure, the cap beams, columns, platform caps, platform bodies, pedestal pile foundations, etc. in the lower structure, and the detailed design of the structures such as anti-collision guardrails, expansion joints, bridge deck pavement, supports, sidewalk slabs, drainage systems, anti-glare panels, anti-throwing nets, etc. in the auxiliary structures. For the upper structure, it can be further designed independently based on the beams, inner box chambers, diaphragms, end notches and cantilever thickening features according to actual engineering needs. Some components automatically generate three-dimensional models by calling the standard component library. In particular, for some standardized components with relatively complex topological shapes, they can be directly designed by selecting and calling the component library and adjusting the parameters without the need for separate modeling, such as street lights, expansion joints, anti-glare panels and other components. As shown in the attached Figure 6 shown.

[0068] In addition, the definition, storage and use methods of data structures such as design objects and key design parameters in the present invention correspond to the 3D model of the bridge, and each relevant attribute is reasonably stored and associated in the database and model. Under the CAA development framework of DS CATIA, C++ is used to describe the model's custom features such as the overall bridge occupancy, bridge sub-joints, bridge spans, bridge main beams, substructures and auxiliary structures. Each custom feature contains a custom feature interface (Interface) and a custom feature implementation (Implementation) method. The interface defines the input, operation, and output interfaces of the custom feature. In addition to completing the implementation of specific input and output interfaces, the implementation also adds new and expanded topology creation, update, deletion, and topology change reporting methods, icons, and double-click response implementations.

[0069] These custom features exist in various stages of bridge concept design, overall design and detailed design, and take into account the inheritance, association and reference relationships between different types. This allows each custom feature to automatically trigger an update operation after detecting changes in other input parameters. Figure 4 shown.

[0070] For the substructure and auxiliary structures, LOD350 level model delivery can be achieved based on the BIM delivery guidelines.

[0071] For each storage object, the current input features are locked, the input features of the object in the current context are broken, and the parameter input and geometric topology operations are saved.

[0072] The design tool in this invention is developed using the C++ language based on CATIA. It can create 3D models by inputting parameters based on design conditions and construction requirements. The specific algorithms for some key components proposed in this invention can also be implemented through secondary development in software products such as Autodesk and Bentley.

[0073] Through the above description of the implementation methods, those skilled in the art can clearly understand that the present invention can be implemented with the help of software and necessary general-purpose hardware. Of course, it can also be implemented by software or hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as a computer's floppy disk, read-only memory (ROM), random access memory (RAM), flash memory (FLASH), hard disk or optical disk, etc., including a number of instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute the methods described in each embodiment of the present invention.

[0074] Note that the above are only preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments and may include many other equivalent embodiments without departing from the concept of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. A three-dimensional forward design method for municipal highway bridges, characterized in that: The following steps are involved: S1: Bridge conceptual design: Obtain 3D environmental data and initial bridge data to generate a bridge conceptual design model; S2: Overall bridge design: Extracting profile-level, feature-level, component-level, and assembly-level data based on resource library templates, and reusing the above data to produce an overall bridge design model; S3: Rationality Assessment: Extract structural data from the overall bridge design model data into the structural analysis software, and perform multi-disciplinary collision checks and spatial rationality analysis. If an unreasonable report is generated, modify or re-complete the overall bridge design. S4: Bridge detailed design: Based on the overall bridge design data, the component granularity mapping is split to generate individual component data; Input refined parameters to generate a detailed design model of the bridge; S1 includes the following steps: Acquire 3D environmental data and create road routes; Input the overall bridge design parameters and automatically create new bridge objects; Input the span distribution data to perform single and batch span distribution of bridges and generate the span distribution model of bridges; S2 includes the following steps: Acquire feature-level data and generate a bridge structure section based on a bridge sub-span model; the section includes form information and size parameters; Acquire profile-level data and generate a bridge profile based on a road centerline object and a new bridge object; the new bridge object includes superstructure placeholder information, substructure placeholder information, and accessory structure information; The contour is positioned by instantiation, and a feature-level overall design model under a unified part node is generated.

2. The three-dimensional forward design method for municipal highway bridges according to claim 1 is characterized in that: The bridge concept design, bridge overall design and bridge detailed design are based on bridge design sketch outline templates, component templates and assembly templates.

3. The three-dimensional forward design method for municipal highway bridges according to claim 2 is characterized in that: The three-dimensional environmental data includes terrain data, route data, geological survey data, urban pipe network survey and design data, and existing building three-dimensional model data.

4. The three-dimensional forward design method for municipal highway bridges according to claim 3 is characterized in that: The route data includes road centerline data, road plane line data, and road boundary line data.

5. The three-dimensional forward design method for municipal highway bridges according to claim 1 is characterized in that: The new bridge object is a three-dimensional model containing preliminary design information of the upper and lower structure elevation systems, such as bridge horizontal and vertical alignment information, bridge starting and ending pile numbers, and beam height.

6. The three-dimensional forward design method for municipal highway bridges according to claim 1, wherein the single span and batch span of the bridge are arranged, characterized in that: Interactive confirmation of span positions and angles based on 3D centerlines.

7. The three-dimensional forward design method for municipal highway bridges according to claim 6 is used for single and batch span layout of bridges, characterized in that: The bridge design object creates a sub-joint model based on the sub-joint span data and establishes the related expansion joint model.

8. The three-dimensional forward design method for municipal highway bridges according to claim 7 is characterized in that: The bridge sub-joint span model includes bridge sub-joint object information, bridge sub-span identifier information, a bridge substructure model and an expansion joint model.

9. The three-dimensional forward design method for municipal highway bridges according to claim 1 is characterized in that: The positioning method is: The superstructure of the new bridge is positioned based on the contour section of the spatial surface formed by the normal line of the road centerline and the Z direction; an orthogonal coordinate system of the substructure is generated below the superstructure to locate the substructure; and the auxiliary structures are positioned based on the normal surface of the structural edges of the superstructure and substructure.

10. The three-dimensional forward design method for municipal highway bridges according to claim 9 is characterized in that: The upper structure includes but is not limited to inner and outer box rooms, beams, cross partitions, cantilever thickenings and expansion joint slots; the lower structure includes but is not limited to cap beams, columns, platform caps, platform bodies and pedestal pile foundations; the ancillary structures include but are not limited to anti-collision guardrails, expansion joints, bridge deck pavement, supports, sidewalk slabs, drainage systems, anti-glare panels and anti-throwing nets.

11. The three-dimensional forward design method for municipal highway bridges according to claim 1 is characterized in that: S3 includes the following steps: Taking the three-dimensional structural model as the data source, the stress analysis is performed by extracting the data into the spatial finite element analysis software.

12. The three-dimensional forward design method for municipal highway bridges according to claim 1 is characterized in that: S4 includes the following steps: Split the overall bridge design model to obtain split data, and store the split data in the PLM management object; Input component parameter information or call standard component library data to produce a detailed structural model of the bridge.

13. The three-dimensional forward design method for municipal highway bridges according to any one of claims 1 to 12, characterized in that: Associate context data so that each parameter is stored and associated in the database and model; Set context triggers. When a certain parameter changes, other parameters are driven by cross-stage data association.

14. The three-dimensional forward design method for municipal highway bridges according to claim 13 is characterized by: The context data includes route data, conceptual design placeholder model data, overall design outline model data, and detailed design item model data.

15. A three-dimensional forward design system for municipal highway bridges, using the design method according to any one of claims 1 to 12, characterized in that: include: A bridge concept design module is used to generate a bridge concept design model by acquiring three-dimensional environmental data and initial bridge data; A bridge overall design module that extracts profile-level, feature-level, component-level, and assembly-level data based on resource library templates and reuses this data to produce a bridge overall design model; The rationality assessment module is used to extract structural data from the overall bridge design model data and submit it to the structural analysis software for stress analysis, as well as to conduct multi-disciplinary collision checks and spatial rationality analysis. If an unreasonable report is generated, the overall bridge design will be modified or re-completed. The bridge detailed design module splits the component granularity mapping based on the overall bridge design data to generate individual component data; Input refined parameters to generate a detailed design model of the bridge.

16. The three-dimensional forward design system for municipal highway bridges according to claim 15, characterized in that: include: A context data association unit, which is used to store and associate each data of the database and the model; Context trigger unit, which is used to implement cross-stage data association driving with other parameters.

17. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the steps of the three-dimensional forward design method for municipal highway bridges as claimed in claim 13 are implemented.

18. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the three-dimensional forward design method for municipal highway bridges as claimed in claim 13 are implemented.

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