Vibration monitoring method and system for long-span bridge under cyclic coupling load

Abstract

The application discloses a kind of large-span bridge under the vibration monitoring method and system of cyclic coupling load effect, the method comprises: the establishment of bridge vibration hot spot is without interference vibration model, generate the first vibration curve of the vibration hot spot, in combination with the automobile load, calculate the second vibration curve of bridge under the automobile load;According to the first vibration curve, in combination with the train load, calculate the third vibration curve of bridge under the train load;Superimpose the second vibration curve and the third vibration curve, generate the fourth vibration curve of bridge under the double action of automobile load and train load;The wind load is as acting factor, the fourth vibration curve is dynamically adjusted, and finally complete the continuous monitoring of bridge vibration under cyclic coupling load effect.The application can effectively monitor the vibration characteristics of large-span bridge under the action of cyclic coupling load, to prevent safety accidents.

Description

Technical Field

[0001] This invention belongs to the field of vibration detection technology for long-span bridges, and more specifically, relates to a vibration monitoring method and system for long-span bridges under cyclic coupled loads. Background Technology

[0002] Currently, there is relatively little analysis and research on the vibration characteristics of bridges under cyclic coupling loads of vehicle, train, and bridge systems. Significant problems and shortcomings exist in monitoring and calculation, which can be summarized in the following two aspects: 1. Most current research is limited to the impact of a single vehicle or train on bridge vibration; research on the combined effects of vehicle and train loads on bridge vibration is still limited. 2. The monitoring of vibration characteristics of long-span bridges is particularly problematic. Many factors influence the vibration characteristics of long-span bridges, including not only vehicles and trains but also wind forces from various directions. Existing technologies lack comprehensive monitoring methods for the vibration characteristics of long-span bridges, resulting in a significant deficiency in safety design for such bridges. Summary of the Invention

[0003] To address the above technical problems, this invention proposes a vibration monitoring method for long-span bridges under cyclic coupled loads, comprising:

[0004] Real-time monitoring and acquisition of vehicle loads on bridges generated by vehicles traveling on them;

[0005] Real-time monitoring and acquisition of the train load on the bridge when trains are traveling on it;

[0006] Real-time monitoring and acquisition of wind loads on bridges;

[0007] An interference-free vibration model of the bridge's vibration hotspots is established, and a first vibration curve of the vibration hotspots is generated. Combined with the vehicle load, a second vibration curve of the bridge under the vehicle load is calculated.

[0008] Based on the first vibration curve and the train load, calculate the third vibration curve of the bridge under the train load;

[0009] By superimposing the second vibration curve and the third vibration curve, a fourth vibration curve of the bridge under the dual action of vehicle load and train load is generated;

[0010] The wind load is used as an action factor to dynamically adjust the fourth vibration curve, ultimately completing the continuous monitoring of bridge vibration under cyclic coupled load.

[0011] Furthermore, the disturbance-free vibration model is as follows:

[0012]

[0013] Where s is the first vibration curve. γ is the bridge's own vibration frequency, and γ is the bridge's material constant.

[0014] Furthermore, the calculation of the second vibration curve of the bridge under the vehicle load includes: calculating the vehicle load history of the bridge based on the vehicle load, and calculating the second vibration curve based on the vehicle load history and the first vibration curve.

[0015] The calculation of the second vibration curve is as follows:

[0016]

[0017] m is the second vibration curve, t is the vehicle load history, b is the vehicle stress amplitude of the vibration hotspot under the vehicle load, and i is the number of vibration hotspots.

[0018] Furthermore, the calculation of the third vibration curve of the bridge under the train load includes: calculating the train load history and rail load history of the bridge based on the train load; and calculating the third vibration curve based on the train load history and the rail load history, combined with the first vibration curve.

[0019]

[0020] n is the third vibration curve, k is the train load history, l is the train stress amplitude of the vibration hot spot under the action of the train load, p is the rail stress amplitude relative to the bridge, and i is the number of vibration hot spots.

[0021] The fourth vibration curve is:

[0022]

[0023] Where w is the fourth vibration curve, m is the second vibration curve, and n is the third vibration curve.

[0024] Furthermore, the active factor is:

[0025] d = {f1 ... f} x}

[0026] Where d is the action factor, f is the wind load on the bridge, and x is the xth wind direction;

[0027] The dynamic adjustment of the fourth vibration curve includes: establishing a wind direction influence model.

[0028]

[0029] This invention also proposes a vibration monitoring system for long-span bridges under cyclic coupled loads, comprising:

[0030] The vehicle load acquisition module is used to monitor and acquire the vehicle load on the bridge in real time when vehicles are driving on it.

[0031] The train load acquisition module is used to monitor and acquire the train load on the bridge in real time when a train is traveling on it.

[0032] The wind load acquisition module is used to monitor and acquire the wind load on the bridge in real time.

[0033] The module for obtaining the second vibration curve is used to establish an interference-free vibration model of the vibration hotspots of the bridge, generate the first vibration curve of the vibration hotspots, and calculate the second vibration curve of the bridge under the vehicle load in combination with the vehicle load.

[0034] The module for obtaining the third vibration curve is used to calculate the third vibration curve of the bridge under the train load based on the first vibration curve and the train load.

[0035] The module for obtaining the fourth vibration curve is used to superimpose the second vibration curve and the third vibration curve to generate the fourth vibration curve of the bridge under the dual action of vehicle load and train load.

[0036] The dynamic adjustment module is used to dynamically adjust the fourth vibration curve using the wind load as an action factor, and finally completes the continuous monitoring of bridge vibration under cyclic coupled load.

[0037] Furthermore, the disturbance-free vibration model is as follows:

[0038]

[0039] Where s is the first vibration curve. γ is the bridge's own vibration frequency, and γ is the bridge's material constant.

[0040] Furthermore, the calculation of the second vibration curve of the bridge under the vehicle load includes: calculating the vehicle load history of the bridge based on the vehicle load, and calculating the second vibration curve based on the vehicle load history and the first vibration curve.

[0041] The calculation of the second vibration curve is as follows:

[0042]

[0043] m is the second vibration curve, t is the vehicle load history, b is the vehicle stress amplitude of the vibration hotspot under the vehicle load, and i is the number of vibration hotspots.

[0044] Furthermore, the calculation of the third vibration curve of the bridge under the train load includes: calculating the train load history and rail load history of the bridge based on the train load; and calculating the third vibration curve based on the train load history and the rail load history, combined with the first vibration curve.

[0045]

[0046] n is the third vibration curve, k is the train load history, l is the train stress amplitude of the vibration hot spot under the action of the train load, p is the rail stress amplitude relative to the bridge, and i is the number of vibration hot spots.

[0047] The fourth vibration curve is:

[0048]

[0049] Where w is the fourth vibration curve, m is the second vibration curve, and n is the third vibration curve.

[0050] Furthermore, the active factor is:

[0051] d = {f1 ... f} x}

[0052] Where d is the action factor, f is the wind load on the bridge, and x is the xth wind direction;

[0053] The dynamic adjustment of the fourth vibration curve includes: establishing a wind direction influence model.

[0054]

[0055] In summary, the technical solutions conceived by this invention have the following beneficial effects compared with the prior art:

[0056] (1) By acquiring vehicle load and train load in real time, and combining the first vibration curve, the second and third vibration curves are obtained, and the fourth vibration curve is generated by superimposing them, so as to monitor the impact of vehicles and trains on long-span bridges in real time.

[0057] (2) By setting wind load as the action factor, the influence of wind force in different directions on long-span bridges can be monitored in real time. Combined with the fourth vibration curve, the fourth vibration curve can be dynamically adjusted in real time, which can accurately monitor the vibration characteristics of long-span bridges and ultimately avoid major safety accidents. Attached Figure Description

[0058] Figure 1 This is a flowchart of the method of Embodiment 1 of the present invention;

[0059] Figure 2 This is a structural diagram of the system in Embodiment 2 of the present invention. Detailed Implementation

[0060] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0061] The method provided by this invention can be implemented in a terminal environment that may include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, which is loaded and executed by the processor to implement the method described in the following embodiments.

[0062] A processor may include one or more processing cores. The processor uses various interfaces and lines to connect various parts of the terminal, and performs various functions and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and by calling data stored in the storage medium.

[0063] Storage media can include random access memory (RAM) or read-only memory (ROM). Storage media can be used to store instructions, programs, code, code sets, or instructions.

[0064] The display screen is used to show the user interface of each application.

[0065] In addition, those skilled in the art will understand that the structure of the terminal described above does not constitute a limitation on the terminal. The terminal may include more or fewer components, or combine certain components, or have different component arrangements. For example, the terminal may also include radio frequency circuits, input units, sensors, audio circuits, power supplies, and other components, which will not be described in detail here.

[0066] Example 1

[0067] like Figure 1 As shown, this embodiment of the invention provides a vibration monitoring method for long-span bridges under cyclic coupled loads, comprising:

[0068] Step 101: Monitor and acquire the vehicle load on the bridge when vehicles are driving on it in real time.

[0069] Step 102: Monitor and acquire the train load on the bridge when trains are traveling on it in real time;

[0070] Step 103: Monitor and acquire the wind load on the bridge in real time;

[0071] Step 104: Establish an interference-free vibration model of the bridge's vibration hotspots, generate the first vibration curve of the vibration hotspots, and calculate the second vibration curve of the bridge under the vehicle load in conjunction with the vehicle load.

[0072] Specifically, the disturbance-free vibration model is as follows:

[0073]

[0074] Where s is the first vibration curve. γ is the bridge's own vibration frequency, and γ is the bridge's material constant.

[0075] Specifically, the calculation of the second vibration curve of the bridge under the vehicle load includes: calculating the vehicle load history of the bridge based on the vehicle load, and calculating the second vibration curve based on the vehicle load history and the first vibration curve.

[0076] The calculation of the second vibration curve is as follows:

[0077]

[0078] m is the second vibration curve, t is the vehicle load history, b is the vehicle stress amplitude of the vibration hotspot under the vehicle load, and i is the number of vibration hotspots.

[0079] Step 105: Based on the first vibration curve and the train load, calculate the third vibration curve of the bridge under the train load;

[0080] Specifically, the calculation of the third vibration curve of the bridge under the train load includes: calculating the train load history and rail load history of the bridge based on the train load; and calculating the third vibration curve based on the train load history and rail load history, combined with the first vibration curve.

[0081]

[0082] n is the third vibration curve, k is the train load history, l is the train stress amplitude at the vibration hotspot under the train load, p is the rail stress amplitude relative to the bridge, and i is the number of vibration hotspots.

[0083] Step 106: Superimpose the second vibration curve and the third vibration curve to generate a fourth vibration curve of the bridge under the dual action of vehicle load and train load.

[0084] Specifically, the fourth vibration curve is as follows:

[0085]

[0086] Where w is the fourth vibration curve, m is the second vibration curve, and n is the third vibration curve.

[0087] Step 107: The wind load is used as an action factor to dynamically adjust the fourth vibration curve, and finally completes the continuous monitoring of bridge vibration under cyclic coupled load.

[0088] Specifically, the active factor is:

[0089] d = {f1 ... f} x}

[0090] Where d is the action factor, f is the wind load on the bridge, and x is the xth wind direction;

[0091] The dynamic adjustment of the fourth vibration curve includes: establishing a wind direction influence model.

[0092]

[0093] Example 2

[0094] like Figure 2 As shown, this embodiment of the invention provides a vibration monitoring system for long-span bridges under cyclic coupled loads, comprising:

[0095] The vehicle load acquisition module is used to monitor and acquire the vehicle load on the bridge in real time when vehicles are driving on it.

[0096] The train load acquisition module is used to monitor and acquire the train load on the bridge in real time when a train is traveling on it.

[0097] The wind load acquisition module is used to monitor and acquire the wind load on the bridge in real time.

[0098] The module for obtaining the second vibration curve is used to establish an interference-free vibration model of the vibration hotspots of the bridge, generate the first vibration curve of the vibration hotspots, and calculate the second vibration curve of the bridge under the vehicle load in combination with the vehicle load.

[0099] Specifically, the disturbance-free vibration model is as follows:

[0100]

[0101] Where s is the first vibration curve. γ is the bridge's own vibration frequency, and γ is the bridge's material constant.

[0102] Specifically, the calculation of the second vibration curve of the bridge under the vehicle load includes: calculating the vehicle load history of the bridge based on the vehicle load, and calculating the second vibration curve based on the vehicle load history and the first vibration curve.

[0103] The calculation of the second vibration curve is as follows:

[0104]

[0105] m is the second vibration curve, t is the vehicle load history, b is the vehicle stress amplitude of the vibration hotspot under the vehicle load, and i is the number of vibration hotspots.

[0106] The module for obtaining the third vibration curve is used to calculate the third vibration curve of the bridge under the train load based on the first vibration curve and the train load.

[0107] Specifically, the calculation of the third vibration curve of the bridge under the train load includes: calculating the train load history and rail load history of the bridge based on the train load; and calculating the third vibration curve based on the train load history and rail load history, combined with the first vibration curve.

[0108]

[0109] n is the third vibration curve, k is the train load history, l is the train stress amplitude at the vibration hotspot under the train load, p is the rail stress amplitude relative to the bridge, and i is the number of vibration hotspots.

[0110] The module for obtaining the fourth vibration curve is used to superimpose the second vibration curve and the third vibration curve to generate the fourth vibration curve of the bridge under the dual action of vehicle load and train load.

[0111] Specifically, the fourth vibration curve is as follows:

[0112]

[0113] Where w is the fourth vibration curve, m is the second vibration curve, and n is the third vibration curve.

[0114] The dynamic adjustment module is used to dynamically adjust the fourth vibration curve using the wind load as an action factor, and finally completes the continuous monitoring of bridge vibration under cyclic coupled load.

[0115] Specifically, the active factor is:

[0116] d = {f1 ... f}x Where d is the action factor, f is the wind load on the bridge, and x is the xth wind direction;

[0117] The dynamic adjustment of the fourth vibration curve includes: establishing a wind direction influence model.

[0118]

[0119] Example 3

[0120] This invention also proposes a storage medium storing multiple instructions for implementing the vibration monitoring method for long-span bridges under cyclic coupled loads.

[0121] Optionally, in this embodiment, the storage medium may be located in any computer terminal in a group of computer terminals in a computer network, or in any mobile terminal in a group of mobile terminals.

[0122] Optionally, in this embodiment, the storage medium is configured to store program code for performing the following steps: Step 101, real-time monitoring and acquisition of vehicle loads on the bridge generated by vehicles traveling on the bridge;

[0123] Step 102: Monitor and acquire the train load on the bridge when trains are traveling on it in real time;

[0124] Step 103: Monitor and acquire the wind load on the bridge in real time;

[0125] Step 104: Establish an interference-free vibration model of the bridge's vibration hotspots, generate the first vibration curve of the vibration hotspots, and calculate the second vibration curve of the bridge under the vehicle load in conjunction with the vehicle load.

[0126] Specifically, the disturbance-free vibration model is as follows:

[0127]

[0128] Where s is the first vibration curve. γ is the bridge's own vibration frequency, and γ is the bridge's material constant.

[0129] Specifically, the calculation of the second vibration curve of the bridge under the vehicle load includes: calculating the vehicle load history of the bridge based on the vehicle load, and calculating the second vibration curve based on the vehicle load history and the first vibration curve.

[0130] The calculation of the second vibration curve is as follows:

[0131]

[0132] m is the second vibration curve, t is the vehicle load history, b is the vehicle stress amplitude of the vibration hotspot under the vehicle load, and i is the number of vibration hotspots.

[0133] Step 105: Based on the first vibration curve and the train load, calculate the third vibration curve of the bridge under the train load;

[0134] Specifically, the calculation of the third vibration curve of the bridge under the train load includes: calculating the train load history and rail load history of the bridge based on the train load; and calculating the third vibration curve based on the train load history and rail load history, combined with the first vibration curve.

[0135]

[0136] n is the third vibration curve, k is the train load history, l is the train stress amplitude at the vibration hotspot under the train load, p is the rail stress amplitude relative to the bridge, and i is the number of vibration hotspots.

[0137] Step 106: Superimpose the second vibration curve and the third vibration curve to generate a fourth vibration curve of the bridge under the dual action of vehicle load and train load.

[0138] Specifically, the fourth vibration curve is as follows:

[0139]

[0140] Where w is the fourth vibration curve, m is the second vibration curve, and n is the third vibration curve.

[0141] Step 107: The wind load is used as an action factor to dynamically adjust the fourth vibration curve, and finally completes the continuous monitoring of bridge vibration under cyclic coupled load.

[0142] Specifically, the active factor is:

[0143] d = {f1 ... f} x}

[0144] Where d is the action factor, f is the wind load on the bridge, and x is the xth wind direction;

[0145] The dynamic adjustment of the fourth vibration curve includes: establishing a wind direction influence model.

[0146]

[0147] Example 4

[0148] This invention also proposes an electronic device, including a processor and a storage medium connected to the processor. The storage medium stores multiple instructions, which can be loaded and executed by the processor to enable the processor to perform the vibration monitoring method for long-span bridges under cyclic coupled loads.

[0149] Specifically, the electronic device in this embodiment can be a computer terminal, which may include one or more (only one is shown in the figure) processors and storage media.

[0150] The storage medium can be used to store software programs and modules, such as the vibration monitoring method for long-span bridges under cyclic coupled loads in this embodiment of the invention. The corresponding program instructions / modules allow the processor to execute various functional applications and data processing by running the software programs and modules stored in the storage medium, thus realizing the aforementioned vibration monitoring method for long-span bridges under cyclic coupled loads. The storage medium may include high-speed random access storage media, and may also include non-volatile storage media, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state storage media. In some instances, the storage medium may further include storage media remotely configured relative to the processor, which can be connected to the terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0151] The processor can call the information and application stored in the storage medium through the transmission system to perform the following steps: Step 101, monitor and acquire the vehicle load on the bridge when vehicles are driving on the bridge in real time;

[0152] Step 102: Monitor and acquire the train load on the bridge when trains are traveling on it in real time;

[0153] Step 103: Monitor and acquire the wind load on the bridge in real time;

[0154] Step 104: Establish an interference-free vibration model of the bridge's vibration hotspots, generate the first vibration curve of the vibration hotspots, and calculate the second vibration curve of the bridge under the vehicle load in conjunction with the vehicle load.

[0155] Specifically, the disturbance-free vibration model is as follows:

[0156]

[0157] Where s is the first vibration curve. γ is the bridge's own vibration frequency, and γ is the bridge's material constant.

[0158] Specifically, the calculation of the second vibration curve of the bridge under the vehicle load includes: calculating the vehicle load history of the bridge based on the vehicle load, and calculating the second vibration curve based on the vehicle load history and the first vibration curve.

[0159] The calculation of the second vibration curve is as follows:

[0160]

[0161] m is the second vibration curve, t is the vehicle load history, b is the vehicle stress amplitude of the vibration hotspot under the vehicle load, and i is the number of vibration hotspots.

[0162] Step 105: Based on the first vibration curve and the train load, calculate the third vibration curve of the bridge under the train load;

[0163] Specifically, the calculation of the third vibration curve of the bridge under the train load includes: calculating the train load history and rail load history of the bridge based on the train load; and calculating the third vibration curve based on the train load history and rail load history, combined with the first vibration curve.

[0164]

[0165] n is the third vibration curve, k is the train load history, l is the train stress amplitude at the vibration hotspot under the train load, p is the rail stress amplitude relative to the bridge, and i is the number of vibration hotspots.

[0166] Step 106: Superimpose the second vibration curve and the third vibration curve to generate a fourth vibration curve of the bridge under the dual action of vehicle load and train load.

[0167] Specifically, the fourth vibration curve is as follows:

[0168]

[0169] Where w is the fourth vibration curve, m is the second vibration curve, and n is the third vibration curve.

[0170] Step 107: The wind load is used as an action factor to dynamically adjust the fourth vibration curve, and finally completes the continuous monitoring of bridge vibration under cyclic coupled load.

[0171] Specifically, the active factor is:

[0172] d = {f1 ... f} x}

[0173] Where d is the action factor, f is the wind load on the bridge, and x is the xth wind direction;

[0174] The dynamic adjustment of the fourth vibration curve includes: establishing a wind direction influence model.

[0175]

[0176] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0177] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0178] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The system embodiments described above are merely illustrative; for example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between units or modules, and may be electrical or other forms.

[0179] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0180] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0181] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes: USB flash drives, read-only storage media (ROM), random access storage media (RAM), portable hard drives, magnetic disks, optical disks, and other media capable of storing program code.

[0182] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A vibration monitoring method for long-span bridges under cyclic coupled loads, characterized in that, include: Real-time monitoring and acquisition of vehicle loads on bridges generated by vehicles traveling on them; Real-time monitoring and acquisition of the train load on the bridge when trains are traveling on it; Real-time monitoring and acquisition of wind loads on bridges; An interference-free vibration model of the bridge's vibration hotspots is established, and a first vibration curve of the vibration hotspots is generated. Combined with the vehicle load, a second vibration curve of the bridge under the vehicle load is calculated. The disturbance-free vibration model is as follows: ， Where s is the first vibration curve. The frequency of the bridge's own vibration. For bridge materials; Based on the vehicle load, calculate the vehicle load history of the bridge; based on the vehicle load history and the first vibration curve, calculate the second vibration curve. The calculation of the second vibration curve is as follows: ， m is the second vibration curve, t is the vehicle load history, b is the vehicle stress amplitude of the vibration hot spot under the vehicle load, and i is the number of vibration hot spots. Based on the first vibration curve and the train load, calculate the third vibration curve of the bridge under the train load; Based on the train load, calculate the train load history and rail load history of the bridge; based on the train load history and rail load history, and in conjunction with the first vibration curve, calculate the third vibration curve. ， n is the third vibration curve, k is the train load history, l is the train stress amplitude of the vibration hot spot under the action of the train load, p is the rail stress amplitude relative to the bridge, and i is the number of vibration hot spots. Based on the second vibration curve and the third vibration curve, a fourth vibration curve of the bridge under the dual action of vehicle load and train load is generated. The fourth vibration curve is: ， Where w is the fourth vibration curve, m is the second vibration curve, and n is the third vibration curve; The wind load is used as an action factor to dynamically adjust the fourth vibration curve, ultimately completing the continuous monitoring of bridge vibration under cyclic coupled load. The active factor is: ， Where d is the action factor, f is the wind load on the bridge, and x is the xth wind direction; The dynamic adjustment of the fourth vibration curve includes: establishing a wind direction influence model. 。 2. A vibration monitoring system for long-span bridges under cyclic coupled loads, characterized in that, include: The vehicle load acquisition module is used to monitor and acquire the vehicle load on the bridge in real time when vehicles are driving on it. The train load acquisition module is used to monitor and acquire the train load on the bridge in real time when a train is traveling on it. The wind load acquisition module is used to monitor and acquire the wind load on the bridge in real time. The module for obtaining the second vibration curve is used to establish an interference-free vibration model of the vibration hotspots of the bridge, generate the first vibration curve of the vibration hotspots, and calculate the second vibration curve of the bridge under the vehicle load in combination with the vehicle load. The disturbance-free vibration model is as follows: ， Where s is the first vibration curve. The frequency of the bridge's own vibration. For bridge materials; Based on the vehicle load, calculate the vehicle load history of the bridge; based on the vehicle load history and the first vibration curve, calculate the second vibration curve. The calculation of the second vibration curve is as follows: ， m is the second vibration curve, t is the vehicle load history, b is the vehicle stress amplitude of the vibration hot spot under the vehicle load, and i is the number of vibration hot spots. The module for obtaining the third vibration curve is used to calculate the third vibration curve of the bridge under the train load based on the first vibration curve and the train load. Based on the train load, calculate the train load history and rail load history of the bridge; based on the train load history and rail load history, and in conjunction with the first vibration curve, calculate the third vibration curve. ， n is the third vibration curve, k is the train load history, l is the train stress amplitude of the vibration hot spot under the action of the train load, p is the rail stress amplitude relative to the bridge, and i is the number of vibration hot spots. The module for obtaining the fourth vibration curve is used to generate a fourth vibration curve of the bridge under the dual action of vehicle load and train load based on the second vibration curve and the third vibration curve. The fourth vibration curve is: ， Where w is the fourth vibration curve, m is the second vibration curve, and n is the third vibration curve; The dynamic adjustment module is used to dynamically adjust the fourth vibration curve using the wind load as an action factor, and finally completes the continuous monitoring of bridge vibration under cyclic coupled load. The active factor is: ， Where d is the action factor, f is the wind load on the bridge, and x is the xth wind direction; The dynamic adjustment of the fourth vibration curve includes: establishing a wind direction influence model. 。

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