Road digital system and road surface information analysis method based on road digital system

Abstract

The application provides a highway digital system and a road surface information analysis method based on the highway digital system, and the system comprises an information input module, an information storage module, a road surface information analysis module, a road safety monitoring module, an information management and display module and an information transmission module; the information input module is used for collecting key information of a new BIM model and key information of an old BIM model; the information storage module is used for digitally classifying and storing and managing the key information based on categories; the road surface information analysis module is used for calculating an entity bridge by using a mechanical response rapid analysis algorithm to obtain a road surface disease analysis result; the road safety monitoring module is used for analyzing the safety state of a component; the information management and display module is used for multi-dimensionally displaying highway information based on a model through multiple hidden layers; and the information transmission module is used for information interaction between system information and a third-party platform. The application forms a complete highway management system.

Description

Technical Field

[0001] This application relates to the field of highway digital technology, and in particular to highway digital systems and methods for analyzing pavement information based on highway digital systems. Background Technology

[0002] In traditional technologies, information related to highway design, construction, and maintenance is mostly recorded and transmitted using paper documents, which suffers from drawbacks such as difficulty in preservation and retrieval. Currently, many engineering projects both domestically and internationally are incorporating digital methods for management during the design, construction, and maintenance processes. Digitalization transforms complex and ever-changing information into measurable numbers and data, which are then used to build accurate digital models. These digital models allow for more effective monitoring, visualization, and management of highway design, construction, and maintenance processes. Among these, BIM models, as carriers of engineering information, can hold complete information about the engineering structure, enabling lossless information transmission and rapid retrieval. Their advantages have been widely recognized and adopted in the industry in recent years. For example, the patent "A Construction Management Method and System for Rectangular Shield Tunneling Curves Underpassing Highways (Publication No. CN114837673A)" constructs a BIM model based on project parameters to obtain a digital construction plan.

[0003] However, the involvement of BIM technology in highway bridge structural design in China is currently low, with most applications remaining detached. Consequently, data exchange between BIM modeling software and structural calculation software is hampered, making it difficult to correlate mechanical parameters with the model. This hinders the direct and rapid analysis and visualization of the mechanical response of the BIM model. Furthermore, for highway bridges with concrete structures rather than steel structures, the pouring methods are inherently incompatible with the component creation methods of the BIM model. This makes it difficult to trace the source of analytical calculation data when the calculation model changes due to concrete cracking.

[0004] Furthermore, the design, construction, and maintenance processes of traditional highways are separate, and information is not shared. However, for example, when maintaining a highway, to obtain more accurate and comprehensive analysis results, not only is information on road defects needed, but also information on the highway's design and construction processes. Therefore, it is necessary to collect and store data information for all stages of the engineering project's lifecycle to achieve full lifecycle data flow and traceability. For example, the patent "A Method for Intelligent Health Monitoring of Highways Throughout Their Lifecycle (Publication No. CN109726916A)" integrates a three-dimensional structural model of the highway with construction process information to obtain a full lifecycle BIM model, and then overlays the structural health analysis results onto the full lifecycle BIM model for display. Although this invention combines highway structural information and construction information to establish a full lifecycle BIM model, it only uses a simple overlay method, resulting in low analysis efficiency, insufficient data information, and the inability to comprehensively display data from each stage of the highway bridge's lifecycle. Summary of the Invention

[0005] This application provides a highway digital system and a road surface information analysis method based on the highway digital system, which can be used to solve the technical problem that the highway system information of existing BIM model components is one-sided and cannot effectively monitor road safety.

[0006] This application provides a highway digital system, the system comprising:

[0007] Information input module, information storage module, road surface information analysis module, road safety monitoring module, information management and display module, and information transmission module;

[0008] The information entry module is used to collect key information from both the new and old BIM models.

[0009] The information storage module is used to digitally classify, store, and manage key information based on categories;

[0010] The road surface information analysis module is used to calculate the actual bridge using a fast mechanical response analysis algorithm to obtain the road surface distress analysis results;

[0011] The road safety monitoring module is used to analyze the safety status of components;

[0012] The information management and display module is used to display highway information in multiple dimensions through multiple hidden layers based on the model;

[0013] The information transmission module is used to exchange system information with third-party platforms.

[0014] Optionally, the road surface information analysis module is specifically used for:

[0015] (1) Take the middle and side beams as the starting positions to obtain the influence surface and the lateral distribution coefficient;

[0016] (2) Obtain the lateral distribution coefficient of the force at any other position;

[0017] (3) Iteratively calculate the beam effect at each force location:

[0018] The beam effects at each force location include:

[0019] (a) Determine the location of the force;

[0020] (b) Use the transverse distribution coefficient of the fulcrum section according to the longitudinal position of the force;

[0021] (c) Determine the internal forces at each section;

[0022] S ij = (1+μ)·m·y i ·P k

[0023] In the formula, S ij The bending moment or shear force at the j-th section of the i-th beam corresponds to the internal force of the section; 1+μ represents the impact coefficient of the vehicle load; M represents the lateral distribution coefficient of the beam support where the force acts; y i This represents the longitudinal influence line coefficient of beam i.

[0024] (d) Determine the normal stresses at the upper and lower edges of each section:

[0025] σ ij_TOP =S ij ·W ij_TOP

[0026] σ ij_BOT =S ij ·W ij_BOT

[0027] Where: σ ij_TOP σ ij_BOT W represents the normal stress at the upper edge and the normal stress at the lower edge of section j of beam i, respectively. ij_TOP W ij_BOT Let represent the bending coefficients at the upper and lower edges of section j of beam i, respectively.

[0028] (4) The structural mechanics BIM model is modified using the following method:

[0029] The ratio of stress or displacement under actual conditions to that under theoretical conditions is calculated using the following formula:

[0030] η1=σ 实测 / σ 理论

[0031] η2=Δ 实测 / Δ 理论

[0032] The maximum value between the two is taken as the correction value.

[0033] Optional, key information in the new BIM model and key information in the old BIM model include road components and bridge components;

[0034] The key information for road components and bridge components includes information for the design stage, construction stage, highway maintenance stage, and highway operation stage, respectively.

[0035] Design phase information includes identification information, location information, dimension information, material characteristics, technical standards, engineering quantities, auxiliary information, and technical specifications;

[0036] Construction phase information includes personnel information, machinery information, material information, progress information, safety information, cost information, document information, and quality information;

[0037] Highway maintenance information includes daily patrol information, routine inspection information, periodic inspection information, special inspection information, structural safety monitoring equipment information, structural defects information, and road condition assessment information;

[0038] Information during the highway operation phase includes identity information, location information, technical information, entity information, and a table of mechanical property information required for mechanical analysis.

[0039] Optionally, the information storage module divides, organizes, encodes, and stores road and bridge components according to the structure of the engineering tree;

[0040] The coding phase of the design phase includes part codes, category codes, and instance codes;

[0041] The part code, from top to bottom, includes a 3-digit single project code, a 1-digit section code, and a 2-digit section instance code.

[0042] Among them, the 3-digit single project code ranges from 001 to 999;

[0043] A single-digit section code indicates the professional section in which the component is located. The code "0" corresponds to the entire road section, "1" to the roadbed section, "2" to the bridge section, and "3" to the tunnel section.

[0044] A 2-digit segment instance code, ranging from 01 to 99, represents different segments of the same professional segment of a component in each individual project;

[0045] A single-digit left / right panel code indicates the left or right panel position of the component;

[0046] The information collected and stored during the construction phase includes project categories and detailed construction information; project categories include permanent works and temporary works.

[0047] The components stored during the highway maintenance phase include roadbed, pavement, bridges, culverts, tunnels, road intersections, traffic engineering and roadside facilities, greening and environmental protection facilities; the information organized and stored includes maintenance inspections, road condition assessments, maintenance decisions, maintenance designs, maintenance construction, long-term monitoring and maintenance quality inspection and evaluation.

[0048] Optionally, during the construction phase, the road safety monitoring module is specifically used to receive force and displacement information collected by sensors pre-installed at key points on the road, and compare it with the planned force and displacement information to obtain the change values ​​and trends at the key points on the road.

[0049] During the maintenance phase, the road safety monitoring module is specifically used to calculate the stress on highways and bridges in real time, compare the differences between the data actually collected from the main load-bearing components of highways and bridges and the values ​​calculated in real time by the road surface information analysis module, and assess the safety status and safety change trends of highways and bridges.

[0050] Optionally, the information management and display module includes a fusion unit and a display unit; the fusion unit is used to fuse the lightweight model, the computational model, and the computational results.

[0051] The display unit is specifically used to display information based on the component model provided by the fusion unit, and to overlay the cloud map and deformation map corresponding to the real model as needed. It also displays the information corresponding to the information storage module, road surface information analysis module and road safety monitoring module through hidden layers.

[0052] The information management and display module is also used for model maintenance.

[0053] Optionally, the fusion unit is specifically used for

[0054] The model is segmented by dividing the nodes based on the calculation of the rod system;

[0055] Establish corresponding mapping relationships between the nodes of the lightweight model and the computational model, and then generate the analysis model used by the platform based on the node mapping relationships;

[0056] The analysis and calculation results are integrated with the generated analysis model. The node information and related calculation results of the calculation result file are read. Then, a corresponding mapping relationship is established between the node ID in the analysis model and the node ID in the calculation results to generate the calculation and analysis result data of each node in the analysis model.

[0057] Optionally, the information transmission module is specifically used for:

[0058] Export the highway effect values ​​and the analyzed BIM model at key nodes in the information management and display module, or save the information at key nodes as incremental information in the information storage module;

[0059] It connects to third-party platforms, retrieves information from those platforms, and inputs it into the information storage module.

[0060] This application also provides a method for analyzing pavement information based on a highway digital system, the method comprising:

[0061] (1) Take the middle and side beams as the starting positions to obtain the influence surface and the lateral distribution coefficient;

[0062] (2) Obtain the lateral distribution coefficient of the force at any other position;

[0063] (3) Iteratively calculate the beam effect at each force location:

[0064] The beam effects at each force location include:

[0065] (a) Determine the location of the force;

[0066] (b) Use the transverse distribution coefficient of the fulcrum section according to the longitudinal position of the force;

[0067] (c) Determine the internal forces at each section;

[0068] S ij = (1+μ)·m·y i ·P k

[0069] In the formula, S ij The bending moment or shear force at the j-th section of the i-th beam corresponds to the internal force of the section; 1+μ represents the impact coefficient of the vehicle load; M represents the lateral distribution coefficient of the beam support where the force acts; y i This represents the longitudinal influence line coefficient of beam i.

[0070] (d) Determine the normal stresses at the upper and lower edges of each section:

[0071] σ ij_TOP =S ij ·W ij_TOP

[0072] σ ij_BOT =S ij ·W ij_BOT

[0073] Where: σ ij_TOP σ ij_BOT W represents the normal stress at the upper edge and the normal stress at the lower edge of section j of beam i, respectively. ij_TOP Wij_BOT Let represent the bending coefficients at the upper and lower edges of section j of beam i, respectively.

[0074] (4) The structural mechanics BIM model is modified using the following method:

[0075] The ratio of stress or displacement under actual conditions to that under theoretical conditions is calculated using the following formula:

[0076] η1=σ 实测 / σ 理论

[0077] η2=Δ 实测 / Δ 理论

[0078] The maximum value between the two is taken as the correction value.

[0079] The system provided in this application enriches the BIM model information of highway bridges; it innovatively proposes a rapid analysis method for stress, displacement, and other mechanical responses based on BIM by applying the "influence surface" theory, realizing the integration of highway bridge BIM and mechanical analysis; it has the function of linkage calculation between upper and lower parts of the structure and fusion of local and overall calculation results, enabling lightweight model deformation on the web, and supporting mechanical analysis at all stages of design, construction, and maintenance monitoring; based on BIM technology, it combines finite element calculation, big data analysis, and other technologies to form a complete set of highway bridge design, construction management, and maintenance management BIM system, breaking down data silos and ensuring traceability of data throughout the entire life cycle, which is of great significance for the integration and digitalization of highway construction and maintenance. The method provided in this application utilizes the rapid response analysis method to establish a real-time correlation between loads such as vehicle load, support displacement, temperature gradient, and constant load and bridge response based on the correlation effect of the influence surface, enabling accurate and rapid spatiotemporal multi-scale simulation and analysis of the deterioration process of large-scale highway bridge structures. Attached Figure Description

[0080] Figure 1 This is a schematic diagram of the system structure provided in the embodiments of this application;

[0081] Figure 2 A schematic diagram of the model code engineering tree provided in the embodiments of this application;

[0082] Figure 3 The steps of the fast mechanical response analysis algorithm provided in the embodiments of this application;

[0083] Figure 4 This is a schematic diagram illustrating the fusion of the lightweight model and the computational model provided in an embodiment of this application.

[0084] Figure 5 The calculation results and analysis models provided in the embodiments of this application are integrated;

[0085] Figure 6 This is a schematic diagram of the deformation of the coordinate-driven model for overall and local computation provided in the embodiments of this application. Detailed Implementation

[0086] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0087] The following is a combination of... Figure 1 The possible system architectures applicable to the embodiments of this application are described.

[0088] The embodiments of this application include:

[0089] The system includes an information input module, an information storage module, a road surface information analysis module, a road safety monitoring module, an information management and display module, and an information transmission module.

[0090] The information storage module is connected to the information input module, the road surface information analysis module, and the road safety monitoring module, respectively. The information management and display module is connected to the road surface information analysis module, the road safety monitoring module, and the information transmission module, respectively. The road safety monitoring module is connected to the information management and display module, and the information transmission module is connected to the information storage module.

[0091] The information entry module is used to collect key information from both the new and old BIM models.

[0092] The information storage module is used to digitally classify, store, and manage key information based on categories;

[0093] The road surface information analysis module is used to calculate the actual bridge using a fast mechanical response analysis algorithm to obtain the road surface distress analysis results;

[0094] The road safety monitoring module is used to analyze the safety status of components;

[0095] The information management and display module is used to display highway information in multiple dimensions based on the model and through multiple hidden layers.

[0096] The information transmission module is used to exchange system information with third-party platforms.

[0097] The following sections will introduce each module in this system in turn.

[0098] The road surface information analysis module is specifically used for:

[0099] (1) Take the middle and side beams as the starting positions to obtain the influence surface and the lateral distribution coefficient;

[0100] (2) Obtain the lateral distribution coefficient of the force at any other position;

[0101] The influence surface and lateral distribution coefficient of the middle and side beams can be obtained through the Bridge Doctor software. The structure will be modeled according to the structural geometry, material parameters, prestressed steel reinforcement layout, and ordinary steel reinforcement layout. The calculation units will be divided according to the proposed calculation section. Then, the construction segment activation units will be set according to the construction steps of the composite box girder bridge. After running the software, the influence surface of the middle and side beams can be obtained.

[0102] (3) Iteratively calculate the beam effect at each force location:

[0103] The beam effects at each force location include:

[0104] (a) Determine the location of the force;

[0105] (b) Use the transverse distribution coefficient of the fulcrum section according to the longitudinal position of the force;

[0106] (c) Determine the internal forces at each section;

[0107] S ij = (1+μ)·m·y i ·P k

[0108] In the formula, S ij The bending moment or shear force at the j-th section of the i-th beam corresponds to the internal force of the section; 1+μ represents the impact coefficient of the vehicle load; M represents the lateral distribution coefficient of the beam support where the force acts; y i This represents the longitudinal influence line coefficient of beam i.

[0109] (d) Determine the normal stresses at the upper and lower edges of each section:

[0110] σ ij_TOP =S ij ·W ij_TOP

[0111] σ ij_BOT =S ij ·W ij_BOT

[0112] Where: σ ij_TOP σ ij_BOT W represents the normal stress at the upper edge and the normal stress at the lower edge of section j of beam i, respectively. ij_TOP W ij_BOT Let represent the bending coefficients at the upper and lower edges of section j of beam i, respectively.

[0113] (4) The structural mechanics BIM model is modified using the following method:

[0114] The ratio of stress or displacement under actual conditions to that under theoretical conditions is calculated using the following formula:

[0115] η1=σ 实测 / σ 理论

[0116] η2=Δ 实测 / Δ 理论

[0117] The maximum value between the two is taken as the correction value.

[0118] The stress or displacement in the BIM model is corrected based on the correction value.

[0119] The key information of the new BIM model and the key information of the old BIM model in the information entry module include road components and bridge components;

[0120] The key information for road components and bridge components includes information for the design stage, construction stage, highway maintenance stage, and highway operation stage, respectively.

[0121] Design phase information includes identification information, location information, dimension information, material characteristics, technical standards, engineering quantities, auxiliary information, and technical specifications;

[0122] Construction phase information includes personnel information, machinery information, material information, progress information, safety information, cost information, document information, and quality information;

[0123] Highway maintenance information includes daily patrol information, routine inspection information, periodic inspection information, special inspection information, structural safety monitoring equipment information, structural defects information, and road condition assessment information;

[0124] Information during the highway operation phase includes identity information, location information, technical information, entity information, and a table of mechanical property information required for mechanical analysis.

[0125] The information storage module divides, organizes, encodes, and stores road and bridge components according to the structure of the engineering tree;

[0126] The coding phase of the design phase includes part codes, category codes, and instance codes;

[0127] The part code, from top to bottom, includes a 3-digit single project code, a 1-digit section code, and a 2-digit section instance code.

[0128] Among them, the 3-digit single project code ranges from 001 to 999;

[0129] A single-digit section code indicates the professional section in which the component is located. The code "0" corresponds to the entire road section, "1" to the roadbed section, "2" to the bridge section, and "3" to the tunnel section.

[0130] A 2-digit segment instance code, ranging from 01 to 99, represents different segments of the same professional segment of a component in each individual project;

[0131] A single-digit left / right panel code indicates the left or right panel position of the component;

[0132] The information collected and stored during the construction phase includes project categories and detailed construction information; project categories include permanent works and temporary works.

[0133] The components stored during the highway maintenance phase include roadbed, pavement, bridges, culverts, tunnels, road intersections, traffic engineering and roadside facilities, greening and environmental protection facilities; the information organized and stored includes maintenance inspections, road condition assessments, maintenance decisions, maintenance designs, maintenance construction, long-term monitoring and maintenance quality inspection and evaluation.

[0134] The role of the road safety monitoring module varies slightly at different stages. During the construction phase, the road safety monitoring module is specifically used to receive force and displacement information collected by sensors pre-installed at key points of the road, and compare it with the planned force and displacement information to obtain the change values ​​and trends at the key points of the road.

[0135] During the maintenance phase, the road safety monitoring module is specifically used to calculate the stress on highways and bridges in real time, compare the differences between the data actually collected from the main load-bearing components of highways and bridges and the values ​​calculated in real time by the road surface information analysis module, and assess the safety status and safety change trends of highways and bridges.

[0136] The information management and display module includes a fusion unit and a display unit; the fusion unit is used to fuse the lightweight model, the computational model, and the computational results.

[0137] The display unit is specifically used to display information based on the component model provided by the fusion unit, and to overlay the cloud map and deformation map corresponding to the real model as needed. It also displays the information corresponding to the information storage module, road surface information analysis module and road safety monitoring module through hidden layers.

[0138] The information management and display module is also used for model maintenance.

[0139] The fusion unit is specifically used for

[0140] The model is segmented by dividing the nodes based on the calculation of the rod system;

[0141] Establish corresponding mapping relationships between the nodes of the lightweight model and the computational model, and then generate the analysis model used by the platform based on the node mapping relationships;

[0142] The analysis and calculation results are integrated with the generated analysis model. The node information and related calculation results of the calculation result file are read. Then, a corresponding mapping relationship is established between the node ID in the analysis model and the node ID in the calculation results to generate the calculation and analysis result data of each node in the analysis model.

[0143] The method for drawing cloud maps is as follows:

[0144] If the number of colors in the cloud map is n, then the interval value is... Among them, U max U is the maximum effect value. min To minimize the effect value, consider a square grid. For any triangular block within the grid, assign effect values ​​U1, U2, and U3 to its three vertices (rearranged in descending order: U1 ≥ U2 ≥ U3). Examine the case where two adjacent contour lines pass through this triangle, and the corresponding values ​​of the two adjacent contour lines are U1, U2, and U3, respectively. k =U min +k△u、U k-1 =U min +(k-1)△u, if U k ≥U3,U k-1 If ≤U1, then part or all of the triangular block lies between these two contour lines. Further detailed judgment is then performed:

[0145] If U k ≥U1, U k-1 If ≤U3, then the entire region of the triangular block lies between these two contour lines, and the entire triangle is filled with the kth color;

[0146] If U k <U1,U k-1 If U ≤ U3, then a portion of the triangular block lies between these two contour lines; find the value U. k The contour lines intersect the triangle at two points, and the enclosed region is filled with the k-th color.

[0147] If U k ≥U1,U k-1 U3 indicates that a portion of the triangular block lies between these two contour lines, and the value U is found there. k-1 The contour lines intersect the triangle at two points, and the enclosed region is filled with the k-th color.

[0148] If U k <U1,U k-1 If U3 is a region of the triangle, then a portion of the triangle lies between these two contour lines. Find the two intersection points of the contour line with the value U with the triangle, and then find the value U. k-1 The contour lines intersect the triangle at two points, and the enclosed region is filled with the k-th color.

[0149] By performing the above processing on all the triangular blocks in the unit grid, a cloud map can be drawn.

[0150] Specifically, the method for drawing deformations is as follows:

[0151] The key points in the lightweight model are mapped to the computational model. Deformation occurs, node coordinates are located, and the increment of each node is obtained through the road information analysis module. Given the original coordinate values, the coordinates of each node are calculated using the following formula:

[0152]

[0153] The meanings of the parameters in the formula are as follows:

[0154] x1: The x-axis coordinate of the initial node in the model;

[0155] y1: The y-axis coordinate of the initial node in the model;

[0156] z1: The z-axis coordinate of the initial node in the model;

[0157] x2: The x-axis coordinate value of a node in the model after it is subjected to force and undergoes displacement;

[0158] y2: The y-axis coordinate value of a node in the model after it has been subjected to force and has undergone displacement;

[0159] z2: The z-axis coordinate value of a node in the model after it is subjected to force and undergoes displacement;

[0160] u: The displacement increment of the node in the x-axis direction;

[0161] v: The displacement increment of the node in the y-axis direction;

[0162] w: The displacement increment of the node in the z-axis direction;

[0163] Scale u : Nodal displacement increment deformation coefficient in the x-direction;

[0164] Scale v : Nodal displacement increment deformation coefficient in the y-direction;

[0165] Scale w : The deformation coefficient of displacement increment in the z-direction of the node.

[0166] By mapping key points in a lightweight model, deformation occurs, node coordinates are located, and the transformation of these coordinates drives the transformation of the lightweight model, thus achieving a technique that links displacement with the model. Figure 6 As shown.

[0167] The information transmission module is specifically used to export the highway effect values ​​and the analyzed BIM model at key nodes in the information management and display module, or to save the information at key nodes as incremental information in the information storage module.

[0168] It connects to third-party platforms, retrieves information from those platforms, and inputs it into the information storage module.

[0169] Specifically, when the system needs to access data from a third party, the required data fields are first generated in the information transmission module. An interface document is then generated according to the actual access requirements. The generated document and the access request are delivered to the third-party platform. After the third-party platform reviews and retrieves the data, it sends the feedback back to the information transmission module. Invalid data is marked. Requested data can be previewed and downloaded directly to the third-party platform. The third-party platform then calls the data according to the interface address and input parameter format in the document and pushes the required data periodically.

[0170] The system provided in this application enriches the BIM model information of highway bridges; it innovatively proposes a rapid analysis method for stress, displacement, and other mechanical responses based on BIM by applying the "influence surface" theory, realizing the integration of highway bridge BIM and mechanical analysis; it has the function of linkage calculation between upper and lower parts of the structure and fusion of local and overall calculation results, enabling lightweight model deformation on the web, and supporting mechanical analysis at all stages of design, construction, and maintenance monitoring; based on BIM technology, it combines finite element calculation, big data analysis, and other technologies to form a complete set of highway bridge design, construction management, and maintenance management BIM system, breaking down data silos and ensuring traceability of data throughout the entire life cycle, which is of great significance for the integration and digitalization of highway construction and maintenance. The method provided in this application utilizes the rapid response analysis method to establish a real-time correlation between loads such as vehicle load, support displacement, temperature gradient, and constant load and bridge response based on the correlation effect of the influence surface, enabling accurate and rapid spatiotemporal multi-scale simulation and analysis of the deterioration process of large-scale highway bridge structures.

[0171] Those skilled in the art will clearly understand that the techniques in the embodiments of this application can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of this application, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application or some parts of the embodiments.

[0172] The embodiments described above do not constitute a limitation on the scope of protection of this application.

Claims

1. A highway digital system, characterized in that, The system includes: Information input module, information storage module, road surface information analysis module, road safety monitoring module, information management and display module, and information transmission module; The information entry module is used to collect key information from both the new and old BIM models. The information storage module is used to digitally classify, store, and manage key information based on categories; The road surface information analysis module is used to calculate the actual bridge using a fast mechanical response analysis algorithm to obtain the road surface distress analysis results; The road safety monitoring module is used to analyze the safety status of components; The information management and display module is used to display highway information in multiple dimensions based on the model and through multiple hidden layers. The information transmission module is used to exchange system information with third-party platforms; The road surface information analysis module is specifically used for: (1) Take the middle and side beams as the starting positions to obtain the influence surface and the lateral distribution coefficient; (2) Obtain the lateral distribution coefficient of the force at any other position; (3) Iteratively calculate the beam effect at each force location: The beam effects at each force location include: (3a) Determine the location of the force; (3b) Use the transverse distribution coefficient of the fulcrum section according to the longitudinal position of the force; (3c) Determine the internal forces at each section; S ij =(1+μ)·m·y i ·P k In the formula, S ij This represents the bending moment or shear force at the j-th section of the i-th beam, corresponding to the internal force of the section; 1+μ represents the impact coefficient of the vehicle load; m represents the lateral distribution coefficient of the beam support where the force acts; y i This represents the longitudinal influence line coefficient of beam i. (3d) Determine the normal stress at the upper and lower edges of each section. s ij_TOP =S ij ·W ij_TOP s ij_BOT =S ij ·W ij_BOT In the formula: σ ij_TOP σ ij_BOT W represents the normal stress at the upper edge and the normal stress at the lower edge of section j of beam i, respectively. ij_TOP W ij_BOT Let represent the bending coefficients at the upper and lower edges of section j of beam i, respectively. (4) The structural mechanics BIM model is modified using the following method: The ratio of stress or displacement under actual conditions to that under theoretical conditions is calculated using the following formula: η1=σ 实测 / s 理论 η2=D 实测 / D 理论 The maximum value between the two is taken as the correction value.

2. The system according to claim 1, characterized in that, Key information in the new BIM model and key information in the old BIM model include road components and bridge components; The key information for road components and bridge components includes information for the design stage, construction stage, highway maintenance stage, and highway operation stage, respectively. Design phase information includes identification information, location information, dimension information, material characteristics, technical standards, engineering quantities, auxiliary information, and technical specifications; Construction phase information includes personnel information, machinery information, material information, progress information, safety information, cost information, document information, and quality information; Highway maintenance information includes daily patrol information, routine inspection information, periodic inspection information, special inspection information, structural safety monitoring equipment information, structural defects information, and road condition assessment information. Information during the highway operation phase includes identity information, location information, technical information, entity information, and a table of mechanical property information required for mechanical analysis.

3. The system according to claim 1, characterized in that, The information storage module divides, organizes, encodes, and stores road and bridge components according to the structure of the engineering tree; The coding during the design phase includes part codes, category codes, and instance codes; The part code, from top to bottom, includes a 3-digit single project code, a 1-digit section code, and a 2-digit section instance code. Among them, the 3-digit single project code ranges from 001 to 999; A single-digit section code indicates the professional section in which the component is located. The code "0" corresponds to the entire road section, "1" to the roadbed section, "2" to the bridge section, and "3" to the tunnel section. A 2-digit segment instance code, ranging from 01 to 99, represents different segments of the same professional segment of a component in each individual project; A single-digit left / right panel code indicates the left or right panel position of the component; The information collected and stored during the construction phase includes project categories and detailed construction information; project categories include permanent works and temporary works. The components stored during the highway maintenance phase include roadbed, pavement, bridges, culverts, tunnels, road intersections, traffic engineering and roadside facilities, greening and environmental protection facilities; the information organized and stored includes maintenance inspections, road condition assessments, maintenance decisions, maintenance designs, maintenance construction, long-term monitoring and maintenance quality inspection and evaluation.

4. The system according to claim 1, characterized in that, During the construction phase, the road safety monitoring module is specifically used to receive the force and displacement information collected by sensors pre-installed at key points of the road, and compare it with the force and displacement information in the plan to obtain the change value and trend at the key points of the road. During the maintenance phase, the road safety monitoring module is specifically used to calculate the stress on highways and bridges in real time, compare the differences between the data actually collected from the main load-bearing components of highways and bridges and the values ​​calculated in real time by the road surface information analysis module, and assess the safety status and safety change trends of highways and bridges.

5. The system according to claim 1, characterized in that, The information management and display module includes a fusion unit and a display unit; the fusion unit is used to fuse the lightweight model, the computational model, and the computational results. The display unit is specifically used to display information based on the component model provided by the fusion unit, and to overlay the cloud map and deformation map corresponding to the real model as needed. It also displays the information corresponding to the information storage module, road surface information analysis module and road safety monitoring module through hidden layers. The information management and display module is also used for model maintenance.

6. The system according to claim 5, characterized in that, The fusion unit is specifically used for The model is segmented by dividing the nodes based on the calculation of the rod system; Establish corresponding mapping relationships between the nodes of the lightweight model and the computational model, and then generate the analysis model used by the platform based on the node mapping relationships; The analysis and calculation results are integrated with the generated analysis model. The node information and related calculation results of the calculation result file are read. Then, a corresponding mapping relationship is established between the node ID in the analysis model and the node ID in the calculation results to generate the calculation and analysis result data of each node in the analysis model.

7. The system according to claim 1, characterized in that, The information transmission module is specifically used for: Export the highway effect values ​​and the analyzed BIM model at key nodes in the information management and display module, or save the information at key nodes as incremental information in the information storage module; It connects to third-party platforms, retrieves information from those platforms, and inputs it into the information storage module.

8. A method for analyzing pavement information based on a highway digital system, wherein the method is applied to any one of the systems claimed in claims 1 to 7, characterized in that, The method includes: (1) Take the middle and side beams as the starting positions to obtain the influence surface and the lateral distribution coefficient; (2) Obtain the lateral distribution coefficient of the force at any other position; (3) Iteratively calculate the beam effect at each force location: The beam effects at each force location include: (a) Determine the location of the force; (b) Use the transverse distribution coefficient of the fulcrum section according to the longitudinal position of the force; (c) Determine the internal forces at each section; S ij =(1+μ)·m·y i ·P k In the formula, S ij The bending moment or shear force at the j-th section of the i-th beam corresponds to the internal force of the section; 1+μ represents the impact coefficient of the vehicle load; M represents the lateral distribution coefficient of the beam support where the force acts; y i This represents the longitudinal influence line coefficient of beam i. (d) Determine the normal stresses at the upper and lower edges of each section: s ij_TOP =S ij ·W ij_TOP s ij_BOT =S ij ·W ij_BOT In the formula: σ ij_TOP σ ij_BOT M represents the normal stress at the upper edge and the normal stress at the lower edge of section j of beam i, respectively. ij W represents the bending moment and internal force at section j of beam i. ij_TOP W ij_BOT Let represent the bending coefficients at the upper and lower edges of section j of beam i, respectively. (4) The structural mechanics BIM model is modified using the following method: The ratio of stress or displacement under actual conditions to that under theoretical conditions is calculated using the following formula: η1=σ 实测 / s 理论 η2=D 实测 / D 理论 The maximum value between the two is taken as the correction value.

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