Bridge damage location method, system and electronic equipment

Abstract

The present invention provides a bridge damage location method, system, and electronic equipment, which relate to the technical field of bridge safety detection. The method includes: determining the contact point displacement response signal of the two-axle vehicle in the test scenario based on the axle response signal, the vehicle body response signal, the rotation response signal, the driving speed of the two-axle vehicle, and the vehicle parameters of the two-axle vehicle; determining the displacement curvature set of the bridge to be tested based on the contact point displacement response signal and the Fourier transform algorithm and the inverse Fourier transform algorithm; determining the damage location index set of the bridge to be tested based on the reference displacement curvature set and the displacement curvature set; the elements in the damage location index set correspond one-to-one to multiple sections on the bridge to be tested; the section corresponding to the largest element in the damage location index set is the maximum damaged section of the bridge to be tested. By determining the contact point displacement response signal, the present invention can improve the accuracy of bridge damage location while reducing the number of installed sensors.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge safety detection, and in particular to a bridge damage locating method, system and electronic equipment. Background Art

[0002] Bridges play an indispensable role in transportation. However, during operation, they can be affected by a variety of factors, causing damage, posing a significant threat to safe transportation operations. Currently, bridge health monitoring has become a key research topic for civil engineering scholars. Identifying damage to bridge structures is a key and challenging task.

[0003] The damage identification method based on dynamic characteristics is the mainstream method in the current damage identification field. Modal frequency, modal vibration shape, flexibility matrix, modal strain energy and curvature mode are usually used as damage indicators. According to the location of the sensor that collects the signal, it can be divided into two categories: direct method and indirect method. The direct method based on the dynamic response signal of the bridge is to place the sensor directly on the bridge structure. A large number of sensors need to be arranged to reflect the damage information of the bridge structure. However, due to the constraints of actual conditions, the arrangement and maintenance of sensors in some positions are relatively difficult, and the practical applicability of damage identification needs to be improved. The indirect method based on the dynamic response signal of the vehicle is to install the sensor on the vehicle to collect signals for damage identification. It is easy to implement but requires more complex signal processing methods. In addition, the extraction of bridge vibration shapes based on the vehicle response signal to construct damage indicators for damage identification is easily affected by road roughness, resulting in low accuracy in bridge damage location. Summary of the Invention

[0004] The purpose of the present invention is to provide a bridge damage location method, system and electronic equipment, which can improve the accuracy of bridge damage location while reducing the number of installed sensors.

[0005] To achieve the above object, the present invention provides the following solutions:

[0006] A bridge damage location method is applied to a biaxial vehicle, wherein a first displacement sensor is provided on either axle of the biaxial vehicle; a second displacement sensor is provided on the chassis of the biaxial vehicle; and an angle sensor is also provided on the chassis of the biaxial vehicle.

[0007] The bridge damage locating method comprises:

[0008] Acquiring an axle response signal, a body response signal, and a rotation response signal of a biaxial vehicle in a test scenario; the test scenario being that the biaxial vehicle travels at a constant speed from one end of a bridge to be tested to the other end of the bridge to be tested; the axle response signal being obtained via a first displacement sensor; the body response signal being obtained via a second displacement sensor; and the rotation response signal being obtained via an angle sensor;

[0009] determining a contact point displacement response signal of the biaxial vehicle in a test scenario based on the axle response signal, the vehicle body response signal, the rotation response signal, a travel speed of the biaxial vehicle, and vehicle parameters of the biaxial vehicle;

[0010] Determining a displacement curvature set of the bridge to be measured based on the contact point displacement response signal and a Fourier transform algorithm and an inverse Fourier transform algorithm;

[0011] Determining a damage location index set of the bridge to be tested based on the reference displacement curvature set and the displacement curvature set; wherein the elements in the damage location index set correspond one-to-one to the multiple sections on the bridge to be tested;

[0012] The section corresponding to the largest element in the damage location index set is the maximum damaged section of the bridge to be tested.

[0013] Optional,

[0014] The vehicle parameters include: vehicle body mass, axle mass, axle corresponding tire stiffness, axle stiffness, axle damping and wheelbase.

[0015] Optionally, the contact point displacement response signal is:

[0016]

[0017] Where y ci is the contact point displacement response signal; m ti is the axle mass; is the second-order derivative of the axle displacement response with respect to time; k si is the axle stiffness; y s is the vehicle displacement response signal; y ti is the axle displacement response signal; θ is the rotation response signal; a i is the wheelbase; c si is the axle damping; is the first-order derivative of the vehicle displacement response with respect to time; is the first-order derivative of the axle displacement response with respect to time; is the first-order derivative of the rotation response with respect to time; k ti is the axle stiffness corresponding to the tire.

[0018] Optionally, determining a displacement curvature set of the bridge to be measured based on the contact point displacement response signal and a Fourier transform algorithm and an inverse Fourier transform algorithm includes:

[0019] The contact point displacement response signal is processed using the Fourier transform algorithm to obtain the contact point displacement response frequency domain signal;

[0020] Filtering the contact point displacement response frequency domain signal to obtain a contact point displacement response frequency domain filtered signal;

[0021] The contact point displacement response frequency domain filter signal is processed using the inverse Fourier transform algorithm to obtain the contact point displacement response filter signal;

[0022] With time as the horizontal axis and the contact point displacement response filter signal as the vertical axis, a contact point displacement response curve is constructed;

[0023] Determine the area enclosed by the contact point displacement response curve and the coordinate axis as the response area;

[0024] Dividing the response area into a plurality of response sub-areas; the number of the response sub-areas is equal to the number of elements in the reference displacement curvature set; the step sizes of the sub-time periods corresponding to the plurality of response sub-areas are equal; and the sub-time periods correspond one-to-one to the plurality of sections on the bridge to be tested;

[0025] Determine the area of ​​each response subregion separately;

[0026] According to the area of ​​the plurality of response sub-regions, the formula Determine the displacement curvature set; RDC j is the displacement curvature corresponding to the jth section of the bridge to be tested; Ω j is the area of ​​the jth response sub-region; Ω j-1 is the area of ​​the j-1th response sub-region; Ω j+1 is the area of ​​the j+1th response sub-region; N is the total number of response sub-regions.

[0027] Optionally, determining a damage location index set of the bridge to be measured based on the reference displacement curvature set and the displacement curvature set includes:

[0028] Determine any section on the bridge to be tested as the current section;

[0029] Determine the damage location index of the current section based on the reference displacement curvature set and the displacement curvature corresponding to the current section;

[0030] Traverse all sections of the bridge to be tested to obtain a set of damage location indicators of the bridge to be tested.

[0031] Optionally, the reference displacement curvature set is determined based on the axle response signal, body response signal and rotation response signal of the dual-axle vehicle in the test scene within a preset time period after the bridge to be tested is built.

[0032] A bridge damage location system, comprising:

[0033] a signal acquisition module, configured to acquire an axle response signal, a body response signal, and a rotation response signal of a biaxial vehicle in a test scenario; the test scenario being that the biaxial vehicle travels at a constant speed from one end of a bridge to be tested to the other end of the bridge to be tested; the axle response signal being acquired via a first displacement sensor; the body response signal being acquired via a second displacement sensor; and the rotation response signal being acquired via an angle sensor;

[0034] a contact point displacement response signal determination module, configured to determine a contact point displacement response signal of the biaxial vehicle in a test scenario based on the axle response signal, the vehicle body response signal, the rotation response signal, the travel speed of the biaxial vehicle, and vehicle parameters of the biaxial vehicle;

[0035] a displacement curvature set determination module, configured to determine the displacement curvature set of the bridge to be measured based on the contact point displacement response signal and a Fourier transform algorithm and an inverse Fourier transform algorithm;

[0036] a damage location indicator set determination module, configured to determine a damage location indicator set for the bridge to be tested based on a reference displacement curvature set and the displacement curvature set; wherein the elements in the damage location indicator set correspond one-to-one to the multiple sections on the bridge to be tested;

[0037] The maximum damaged section determination module is used to determine the section corresponding to the maximum element in the damage location indicator set as the maximum damaged section of the bridge to be tested.

[0038] An electronic device includes a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute a bridge damage location method.

[0039] Optionally, the memory is a readable storage medium.

[0040] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0041] The present invention provides a bridge damage location method, system, and electronic device. These methods obtain axle response signals, body response signals, and rotation response signals of a biaxial vehicle in a test scenario. Based on the axle response signals, body response signals, rotation response signals, the biaxial vehicle's travel speed, and vehicle parameters, the method determines the biaxial vehicle's contact point displacement response signals in the test scenario. Based on the contact point displacement response signals, a displacement curvature set of the bridge under test is determined using a Fourier transform algorithm and an inverse Fourier transform algorithm. Based on the baseline displacement curvature set and the displacement curvature set, a damage location index set for the bridge under test is determined. Elements in the damage location index set correspond one-to-one to multiple sections on the bridge under test. The section corresponding to the largest element in the damage location index set is the section with the largest damage on the bridge under test. By determining the contact point displacement response signals, the present invention can improve the accuracy of bridge damage location while reducing the number of installed sensors. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0043] Figure 1 This is a flow chart of the bridge damage location method in Example 1 of the present invention;

[0044] Figure 2 Schematic diagram of the damage location principle in Example 2 of the present invention;

[0045] Figure 3 Schematic diagram of a dual-axle vehicle-bridge coupled vibration model in Example 2 of the present invention;

[0046] Figure 4 This is a comparison diagram of contact point displacement before and after filtering in Example 2 of the present invention;

[0047] Figure 5 A comparison diagram of contact point displacements in the damaged and intact states of the bridge in Example 2 of the present invention;

[0048] Figure 6 Schematic diagram of the contact point displacement curve and the bridge in section according to Example 2 of the present invention;

[0049] Figure 7 This is a schematic diagram of the damage location results in Example 2 of the present invention. DETAILED DESCRIPTION

[0050] 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.

[0051] The purpose of the present invention is to provide a bridge damage location method, system and electronic equipment, which can improve the accuracy of bridge damage location while reducing the number of installed sensors.

[0052] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] Example 1

[0054] This embodiment provides a bridge damage location method, which is applied to a two-axle vehicle. A first displacement sensor is provided on any axle of the two-axle vehicle; a second displacement sensor is provided on the chassis of the two-axle vehicle; and an angle sensor is also provided on the chassis of the two-axle vehicle.

[0055] like Figure 1 As shown in FIG, the bridge damage location method includes:

[0056] Step 101: Obtain an axle response signal, a body response signal, and a rotation response signal of a two-axle vehicle in a test scenario.

[0057] The test scenario is that a two-axle vehicle travels at a constant speed from one end of the bridge to be tested to the other end of the bridge to be tested; the axle response signal is obtained through the first displacement sensor; the vehicle body response signal is obtained through the second displacement sensor; and the rotation response signal is obtained through the angle sensor.

[0058] Step 102: Determine the contact point displacement response signal of the dual-axle vehicle in the test scenario based on the axle response signal, the vehicle body response signal, the rotation response signal, the driving speed of the dual-axle vehicle, and the vehicle parameters of the dual-axle vehicle.

[0059] Vehicle parameters include: body mass, axle mass, axle corresponding tire stiffness, axle stiffness, axle damping and wheelbase.

[0060] Among them, the contact point displacement response signal is:

[0061]

[0062] Where y ci is the contact point displacement response signal; m ti is the axle mass; is the second-order derivative of the axle displacement response with respect to time; k si is the axle stiffness; y s is the vehicle displacement response signal; y ti is the axle displacement response signal; θ is the rotation response signal; a i is the wheelbase; c si is the axle damping; is the first-order derivative of the vehicle displacement response with respect to time; is the first-order derivative of the axle displacement response with respect to time; is the first-order derivative of the rotation response with respect to time; k ti is the axle stiffness corresponding to the tire.

[0063] Step 103: Determine the displacement curvature set of the bridge to be measured based on the contact point displacement response signal and the Fourier transform algorithm and the inverse Fourier transform algorithm.

[0064] Step 104: Determine a damage location index set of the bridge to be tested based on the reference displacement curvature set and the displacement curvature set.

[0065] The elements in the damage location indicator set correspond one-to-one to multiple sections of the bridge under test. The baseline displacement curvature set is determined based on the axle response signals, vehicle body response signals, and rotational response signals of a biaxial vehicle within a test scenario within a preset time period after the bridge under test was built.

[0066] Step 105: The section corresponding to the maximum element in the damage location index set is the maximum damaged section of the bridge to be tested.

[0067] Step 103 includes:

[0068] Step 1031: Process the contact point displacement response signal using a Fourier transform algorithm to obtain a contact point displacement response frequency domain signal.

[0069] Step 1032: Filter the contact point displacement response frequency domain signal to obtain a contact point displacement response frequency domain filtered signal.

[0070] Step 1033: Process the contact point displacement response frequency domain filter signal using an inverse Fourier transform algorithm to obtain a contact point displacement response filter signal.

[0071] Step 1034: Construct a contact point displacement response curve with time as the horizontal coordinate and the contact point displacement response filter signal as the vertical coordinate.

[0072] Step 1035: Determine the area enclosed by the contact point displacement response curve and the coordinate axis as the response area.

[0073] Step 1036: Divide the response area into a plurality of response sub-areas; the number of response sub-areas is equal to the number of elements in the reference displacement curvature set; the step sizes of the sub-time periods corresponding to the plurality of response sub-areas are equal; and the sub-time periods correspond one-to-one to the plurality of sections on the bridge to be tested;

[0074] Step 1037: Determine the area of ​​each response sub-region.

[0075] Step 1038: Based on the areas of the multiple response sub-regions, use the formula Determine the displacement curvature set; RDC j is the displacement curvature corresponding to the jth section of the bridge to be tested; Ω j is the area of ​​the jth response sub-region; Ω j-1 is the area of ​​the j-1th response sub-region; Ω j+1 is the area of ​​the j+1th response sub-region; N is the total number of response sub-regions.

[0076] Step 104 includes:

[0077] Step 1041: Determine any section on the bridge to be tested as the current section.

[0078] Step 1042: Determine the damage location index of the current segment based on the reference displacement curvature set and the displacement curvature corresponding to the current segment.

[0079] Step 1043: Traverse all sections of the bridge to be tested to obtain a set of damage location indicators of the bridge to be tested.

[0080] Example 2

[0081] This embodiment specifically describes the bridge damage location method provided in Example 1. The bridge damage location method includes:

[0082] Step 1: Determine the parameters of the two-axle vehicle, including: vehicle mass m s , vehicle front and rear axle mass m t1 and m t2 , front and rear wheelbase a1 and a2, front and rear tire stiffness k t1 and k t2 , the stiffness of the front and rear axles k s1 and k s2 , damping of front and rear axles c s1 and c s2 , driving speed v.

[0083] Step 2: Make the dual-axle vehicle travel on the bridge at a speed v, and use the displacement sensor and angle sensor to obtain the axle response y of the dual-axle vehicle during the time period from the bridge going up to the bridge going down. ti , vehicle body response y sand the rotational response θ, where the subscript i represents the i-th axle, i=1,2.

[0084] Step 3: Calculate the contact point displacement response y using formula (1) ci , let y c (t) represents the contact point displacement at the vehicle's position at time t:

[0085]

[0086] Step 4: Through Fourier transform, the obtained contact point response signal y c (t) is transformed into the frequency domain for filtering, the spectral components above 1 MHz are filtered out, and the filtering result is reversely Fourier transformed to obtain the processed contact point response signal u(t).

[0087] Step 5: Divide the processed contact point displacement response curve u(t) into N segments, and the bridge into N corresponding areas; use formula (2) to calculate the area Ω enclosed by the jth segment of u(t) and the bridge j :

[0088]

[0089] In formula (2), represent the left and right boundaries of the i-th region respectively.

[0090] Step 6: Calculate the displacement curvature RDC of the jth region of the bridge using formula (3): j :

[0091]

[0092] In formula (3), Ω j-1 Indicates the j-1 segment u j-1 (t) The area enclosed by the j-1th area of ​​the bridge; Ω j+1 Indicates the j+1th segment u j+1 (t) The area enclosed by the j+1th region of the bridge.

[0093] Step 7: Based on the difference in regional displacement curvature before and after damage, use formula (4) to establish the damage location index DLI of the jth region of the bridge: j :

[0094]

[0095] In formula (4), They represent the regional displacement curvature of the jth region of the bridge before and after damage;

[0096] Step 8: Draw a DLI-N histogram with the damage location index DLI as the vertical axis and the interval N as the horizontal axis. The area where the peak in the DLI-N histogram is located is the damage area, thereby achieving damage location.

[0097] Below, this embodiment is described in detail by taking a bridge with the following parameters as an example.

[0098] The span of a simply supported beam bridge with uniform cross-section is 20m and the bending stiffness is 2.05×10 10 N·m 2 The mass per linear meter is 9360 kg / m, and the damping coefficient per unit length is 0.025. Using numerical simulation, the bridge was divided into 20 equally spaced planar Euler beam elements. The bridge deck roughness was simulated using the functional density function (PSD) recommended by the International Organization for Standardization (ISO) standard. The deck grade was "A." A 15% stiffness reduction was applied between 8 and 9 meters to simulate a lossy bridge state. The contact point response was calculated using the Newmark-β method using Matlab.

[0099] like Figure 2 and Figure 3 As shown, this embodiment includes:

[0100] Step 1: Determine the parameters a of the two-axle vehicle, as shown in Table 1.

[0101] Table 1 Parameters of two-axle vehicles

[0102]

[0103] Step 2: Install displacement sensors A1 and A2 on the axles of biaxial vehicle a, and install displacement sensor A3 and angle sensor A4 on the chassis to form a movable test device. Make biaxial vehicle a travel on the bridge at a speed of 10 m / s, and obtain the axle response y from the time of getting on the bridge to getting off the bridge. ti , vehicle body response y s and rotational response.

[0104] Step 3: Calculate the contact point displacement response y using formula (1) ci , let y c (t) represents the displacement of the bridge contact point at the vehicle position at time t.

[0105] Step 4: Through Fourier transform, the obtained contact point response signal y c (t) is transformed into the frequency domain for filtering, filtering the spectral components above 10 Hz, and performing reverse Fourier transform on the filtering result to obtain the processed contact point response signal u(t), as shown in Figure 4 As shown in Figure 2, the contact point displacement change curves before and after damage are compared. Figure 5 shown.

[0106] Step 5: Divide the processed contact point displacement response curve u(t) into 20 segments, and the bridge position into 20 regions, such as Figure 6 As shown, the area enclosed by the jth segment of u(t) and the bridge is calculated using formula (2).

[0107] Step 6: Calculate the j-th displacement curvature RDC of the bridge using formula (3): j .

[0108] Step 7: Based on the difference in regional displacement curvature before and after damage, use formula (4) to establish the damage location index DLI of the jth region of the bridge: j .

[0109] Step 8: Identify damage based on the damage location index (DLI).

[0110] Draw a histogram with the damage location index DLI as the vertical axis and the interval as the horizontal axis. The area where the peak value in the histogram is located is the damage area. Figure 7 As shown in the figure, there is a significant peak in the damage index at 8m-9m, indicating that the bridge is damaged in this area. Therefore, the contact point response of the biaxial vehicle can effectively identify bridge damage.

[0111] The present invention only requires a small number of sensors to be arranged on the vehicle. By obtaining the vehicle's dynamic response to identify bridge damage, it can effectively solve the problems of difficult equipment installation and high testing costs. Bridge damage identification is based on the contact point response, and damage can be effectively identified even in the presence of road roughness. There is no need for advanced signal processing tools and complex signal processing methods. Only the contact point response time domain signal is required as input, and the difference in displacement response before and after damage is used to locate the damage, which is convenient for engineering and technical personnel to use.

[0112] Example 3

[0113] In order to execute the method corresponding to the above embodiment 1 and achieve the corresponding functions and technical effects, a bridge damage location system is provided below, including:

[0114] The signal acquisition module is used to obtain the axle response signal, body response signal and rotation response signal of a two-axle vehicle in a test scenario; the test scenario is that the two-axle vehicle travels at a constant speed from one end of the bridge to be tested to the other end of the bridge to be tested; the axle response signal is obtained through the first displacement sensor; the body response signal is obtained through the second displacement sensor; and the rotation response signal is obtained through the angle sensor.

[0115] The contact point displacement response signal determination module is used to determine the contact point displacement response signal of the two-axle vehicle in the test scenario based on the axle response signal, the vehicle body response signal, the rotation response signal, the driving speed of the two-axle vehicle and the vehicle parameters of the two-axle vehicle.

[0116] The displacement curvature set determination module is used to determine the displacement curvature set of the bridge to be tested based on the contact point displacement response signal, the Fourier transform algorithm and the inverse Fourier transform algorithm.

[0117] The damage location index set determination module is used to determine the damage location index set of the bridge to be tested based on the reference displacement curvature set and the displacement curvature set; the elements in the damage location index set correspond one-to-one to multiple sections on the bridge to be tested.

[0118] The maximum damage section determination module is used to determine the section corresponding to the maximum element in the damage location index set as the maximum damage section of the bridge to be tested.

[0119] Example 4

[0120] This embodiment provides an electronic device including a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute the bridge damage location method described in Example 1. The memory is a readable storage medium.

[0121] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Reference can be made to the common and similar parts between the various embodiments. For the systems disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple, and the relevant parts can be referred to the method description.

[0122] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. At the same time, those skilled in the art will find that the specific implementation methods and application scopes may vary based on the concept of the present invention. In summary, the contents of this specification should not be construed as limiting the present invention.

Claims

1. A bridge damage location method, characterized in that: The bridge damage location method is applied to a biaxial vehicle, wherein a first displacement sensor is provided on any axle of the biaxial vehicle; a second displacement sensor is provided on the chassis of the biaxial vehicle; and an angle sensor is also provided on the chassis of the biaxial vehicle. The bridge damage locating method comprises: Acquiring an axle response signal, a body response signal, and a rotation response signal of a biaxial vehicle in a test scenario; the test scenario being that the biaxial vehicle travels at a constant speed from one end of a bridge to be tested to the other end of the bridge to be tested; the axle response signal being obtained via a first displacement sensor; the body response signal being obtained via a second displacement sensor; and the rotation response signal being obtained via an angle sensor; Determine a contact point displacement response signal of the two-axle vehicle in a test scenario based on the axle response signal, the vehicle body response signal, the rotation response signal, the driving speed of the two-axle vehicle, and the vehicle parameters of the two-axle vehicle; the contact point displacement response signal is: ； Where, is the contact point displacement response signal; is the axle mass; is the second-order derivative of the axle displacement response with respect to time; is the axle stiffness; is the vehicle displacement response signal; is the axle displacement response signal; is the rotation response signal; is the wheelbase; is the axle damping; is the first-order derivative of the vehicle displacement response with respect to time; is the first-order derivative of the axle displacement response with respect to time; is the first derivative of the rotational response with respect to time; is the axle corresponding to the tire stiffness; Determining a displacement curvature set of the bridge to be measured based on the contact point displacement response signal and a Fourier transform algorithm and an inverse Fourier transform algorithm; Determining a damage location index set of the bridge to be tested based on the reference displacement curvature set and the displacement curvature set; wherein the elements in the damage location index set correspond one-to-one to the multiple sections on the bridge to be tested; The section corresponding to the maximum element in the damage location index set is the maximum damaged section of the bridge to be tested; Wherein, according to the contact point displacement response signal, based on the Fourier transform algorithm and the inverse Fourier transform algorithm, the displacement curvature set of the bridge to be measured is determined, including: The contact point displacement response signal is processed using the Fourier transform algorithm to obtain the contact point displacement response frequency domain signal; Filtering the contact point displacement response frequency domain signal to obtain a contact point displacement response frequency domain filtered signal; The contact point displacement response frequency domain filter signal is processed using the inverse Fourier transform algorithm to obtain the contact point displacement response filter signal; With time as the horizontal axis and the contact point displacement response filter signal as the vertical axis, a contact point displacement response curve is constructed; Determine the area enclosed by the contact point displacement response curve and the coordinate axis as the response area; Dividing the response area into a plurality of response sub-areas; the number of the response sub-areas is equal to the number of elements in the reference displacement curvature set; the step sizes of the sub-time periods corresponding to the plurality of response sub-areas are equal; and the sub-time periods correspond one-to-one to the plurality of sections on the bridge to be tested; Determine the area of ​​each response subregion separately; According to the area of ​​the plurality of response sub-regions, the formula Determine the displacement curvature set; is the displacement curvature corresponding to the jth section of the bridge to be tested; is the area of ​​the jth response sub-region; is the area of ​​the j-1th response sub-region; is the area of ​​the j+1th response sub-region; N is the total number of response sub-regions.

2. A bridge damage location method according to claim 1, characterized in that: The vehicle parameters include: vehicle body mass, axle mass, axle corresponding tire stiffness, axle stiffness, axle damping and wheelbase.

3. A bridge damage location method according to claim 1, characterized in that: Determining the damage location index set of the bridge to be tested based on the reference displacement curvature set and the displacement curvature set includes: Determine any section on the bridge to be tested as the current section; Determine the damage location index of the current section based on the reference displacement curvature set and the displacement curvature corresponding to the current section; Traverse all sections of the bridge to be tested to obtain a set of damage location indicators of the bridge to be tested.

4. A bridge damage location method according to claim 1, characterized in that: The reference displacement curvature set is determined based on the axle response signal, vehicle body response signal and rotation response signal of the biaxial vehicle in the test scene within a preset time period after the bridge to be tested is built.

5. A bridge damage location system, characterized in that: The bridge damage location system applies the bridge damage location method according to any one of claims 1 to 4, and the bridge damage location system includes: a signal acquisition module, configured to acquire an axle response signal, a body response signal, and a rotation response signal of a biaxial vehicle in a test scenario; the test scenario being that the biaxial vehicle travels at a constant speed from one end of a bridge to be tested to the other end of the bridge to be tested; the axle response signal being acquired via a first displacement sensor; the body response signal being acquired via a second displacement sensor; and the rotation response signal being acquired via an angle sensor; a contact point displacement response signal determination module, configured to determine a contact point displacement response signal of the biaxial vehicle in a test scenario based on the axle response signal, the vehicle body response signal, the rotation response signal, the travel speed of the biaxial vehicle, and vehicle parameters of the biaxial vehicle; a displacement curvature set determination module, configured to determine the displacement curvature set of the bridge to be measured based on the contact point displacement response signal and a Fourier transform algorithm and an inverse Fourier transform algorithm; a damage location indicator set determination module, configured to determine a damage location indicator set for the bridge to be tested based on a reference displacement curvature set and the displacement curvature set; wherein the elements in the damage location indicator set correspond one-to-one to the multiple sections on the bridge to be tested; The maximum damaged section determination module is used to determine the section corresponding to the maximum element in the damage location indicator set as the maximum damaged section of the bridge to be tested.

6. An electronic device, characterized in that: The electronic device comprises a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute a bridge damage location method according to any one of claims 1 to 4.

7. The electronic device according to claim 6, characterized in that: The memory is a readable storage medium.

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