A multi-level safety evaluation method for large vehicle and ordinary vehicle parallel highway bridge

Abstract

The application relates to a multilevel safety evaluation method for large vehicle and ordinary vehicle parallel highway bridges, the method fully considers the bridge load composition when the large transportation vehicle passes through the highway bridge, clearly gives the combination form and checking flow of the mixed vehicle load of the large transportation vehicle and the ordinary vehicle, and according to the internal force response calculation result, gives a multilevel evaluation conclusion, compared with the traditional safety evaluation method, the application has higher approval efficiency, greatly reduces the bridge safety risk caused by the neglect of the parallel vehicle in the previous large transportation vehicle passing evaluation; the application provides a scientific basis for the formulation of relevant management measures and the passing evaluation of the large transportation vehicle, solves the safety risk problem caused by the neglect of the parallel ordinary vehicle load in the large transportation vehicle passing evaluation, guarantees the safe operation of the large transportation vehicle and the bridge along the line, and improves the large transportation vehicle passing approval efficiency.

Description

Technical Field

[0001] This application relates to the field of bridge engineering technology, specifically to a multi-level safety assessment method for highway bridges where heavy vehicles and ordinary vehicles travel side by side. Background Technology

[0002] Oversized transport vehicles are a type of vehicle used for long-distance transport of large, non-detachable cargo. They are an important means of transportation to ensure infrastructure construction and economic development. Compared with conventional highway freight vehicles, they exert a greater structural response on bridge structures, thus posing a threat to the safety, usability, and durability of bridge structures during the operational phase. Therefore, special calculations and approvals must be conducted before highway bridges can be used for transport.

[0003] There are some existing safety evaluation methods for heavy transport vehicles crossing highway bridges, but current safety evaluation methods all assume that heavy transport vehicles travel alone in the center of the highway bridge. This evaluation method not only underestimates the bridge response when heavy transport vehicles pass, but also brings serious hidden dangers to the safe operation of heavy transport vehicles and bridges along the route. Summary of the Invention

[0004] To overcome at least one deficiency in the prior art, this application provides a multi-level safety assessment method for highway bridges where heavy vehicles and ordinary vehicles travel side by side.

[0005] Firstly, a multi-level safety assessment method is provided for highway bridges where heavy vehicles and ordinary vehicles travel side-by-side, including:

[0006] Step 1: Obtain vehicle load information for heavy transport vehicles and bridge information to be verified.

[0007] Step 2: Establish a finite element model of the bridge to be verified based on the bridge information.

[0008] Step 3: Calculate the influence surface of internal forces at key sections of the bridge based on the finite element model of the bridge to be verified;

[0009] Step 4: Generate a load model for oversized transport vehicles based on vehicle load information, and combine the load model for oversized transport vehicles and the load model for ordinary vehicles into a first hybrid vehicle load model.

[0010] Step 5: Load the first mixed vehicle load model onto the influence surface of the internal forces at the key section of the bridge to obtain the effect value of the first mixed vehicle load.

[0011] Step 6: Evaluate the bridge's passability based on the first mixed vehicle load effect value. If the evaluation criteria are met, conclude that "oversized transport vehicles can mix with ordinary vehicles to pass the bridge under verification." Otherwise, proceed to step 7.

[0012] Step 7: Combine the heavy transport vehicle load model and the random traffic flow load model into a second hybrid vehicle load model;

[0013] Step 8: Load the second hybrid vehicle load model onto the influence surface of the internal forces at the key section of the bridge to obtain the effect value of the second hybrid vehicle load.

[0014] Step 9: Evaluate the bridge's passability based on the second mixed vehicle load effect value. If the evaluation criteria are met, conclude that "oversized transport vehicles can mix with ordinary vehicles on the bridge to be verified." Otherwise, conclude that "oversized transport vehicles cannot mix with ordinary vehicles on the bridge to be verified."

[0015] In one embodiment, evaluating bridge passability based on a first mixed vehicle load effect value includes:

[0016] First-stage evaluation criteria: S T ≤1.4 / 1.1S QK Among them, S T S represents the first mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles;

[0017] Second-stage evaluation criteria: γ0(S) T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance.

[0018] If the first-stage evaluation criteria are met, the conclusion is that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required."

[0019] If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision."

[0020] If the first-stage evaluation criteria and the second-stage evaluation criteria are not met, proceed to step 7.

[0021] In one embodiment, evaluating bridge passability based on a second hybrid vehicle load effect value includes:

[0022] First-stage evaluation criteria: S ′ T ≤1.4 / 1.1S QK Among them, S ′ T S represents the second mixed vehicle load effect value.QK This represents the load effect value for ordinary vehicles;

[0023] Second-stage evaluation criteria: γ0(S) ′ T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance.

[0024] If the first-stage evaluation criteria are met, the conclusion is that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required."

[0025] If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision."

[0026] If the first and second stage evaluation criteria are not met, the conclusion is given that "oversized transport vehicles cannot share the road with ordinary vehicles on bridges pending verification".

[0027] In one embodiment, the first mixed vehicle load effect value includes the effect value when the influence type of the internal force of the critical section is mid-span bending moment and the effect value when the influence type of the internal force of the critical section is support section; the second mixed vehicle load effect value includes the effect value when the influence type of the internal force of the critical section is mid-span bending moment and the effect value when the influence type of the internal force of the critical section is support section.

[0028] In one embodiment, the influence surface of internal forces at critical sections of a bridge includes the influence value of internal forces at each sampling point of the bridge under a unit force load.

[0029] Secondly, a multi-level safety assessment device is provided for highway bridges where heavy vehicles and ordinary vehicles travel side-by-side, including:

[0030] The information acquisition module is used to acquire vehicle load information of heavy transport vehicles and bridge information to be verified.

[0031] The finite element model building module is used to build a finite element model of the bridge to be verified based on the information of the bridge to be verified.

[0032] The module for calculating the influence surface of internal forces at key bridge sections is used to calculate the influence surface of internal forces at key bridge sections based on the finite element model of the bridge to be verified.

[0033] The first hybrid vehicle load model construction module is used to generate a heavy-duty transport vehicle load model based on vehicle load information, and to combine the heavy-duty transport vehicle load model and the ordinary vehicle load model into the first hybrid vehicle load model.

[0034] The module for obtaining the first mixed vehicle load effect value is used to load the first mixed vehicle load model onto the internal force influence surface of the key section of the bridge to obtain the first mixed vehicle load effect value.

[0035] The first evaluation module is used to evaluate the bridge's passability based on the first mixed vehicle load effect value. If the evaluation criteria are met, the conclusion that "oversized transport vehicles can pass together with ordinary vehicles on the bridge to be verified" is given; otherwise, the process proceeds to the second mixed vehicle load model construction module.

[0036] The second hybrid vehicle load model construction module is used to combine the heavy transport vehicle load model and the random traffic flow load model into a second hybrid vehicle load model.

[0037] The second mixed vehicle load effect value acquisition module is used to load the second mixed vehicle load model onto the internal force influence surface of the key section of the bridge to obtain the second mixed vehicle load effect value.

[0038] The second evaluation module is used to evaluate the bridge's passability based on the second mixed vehicle load effect value. If the evaluation criteria are met, the module concludes that "oversized transport vehicles can mix with ordinary vehicles to pass the bridge under verification." Otherwise, the module concludes that "oversized transport vehicles cannot mix with ordinary vehicles to pass the bridge under verification."

[0039] In one embodiment, the first evaluation module is further configured to:

[0040] First-stage evaluation criteria: S T ≤1.4 / 1.1S QK Among them, S T S represents the first mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles;

[0041] Second-stage evaluation criteria: γ0(S) T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance.

[0042] If the first-stage evaluation criteria are met, the conclusion is that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required."

[0043] If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision."

[0044] If the first-stage evaluation criteria and the second-stage evaluation criteria are not met, proceed to step 7.

[0045] In one embodiment, the second evaluation module is further configured to:

[0046] First-stage evaluation criteria: S ′ T ≤1.4 / 1.1S QK Among them, S ′ T S represents the second mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles;

[0047] Second-stage evaluation criteria: γ0(S) ′ T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance.

[0048] If the first-stage evaluation criteria are met, the conclusion is that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required."

[0049] If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision."

[0050] If the first and second stage evaluation criteria are not met, the conclusion is given that "oversized transport vehicles cannot share the road with ordinary vehicles on bridges pending verification".

[0051] Thirdly, a computer-readable storage medium is provided, which stores a computer program. When the computer program is executed by a processor, it implements the aforementioned multi-level safety assessment method for highway bridges where heavy vehicles and ordinary vehicles travel side by side.

[0052] Fourthly, a computer program product is provided, including a computer program / instruction, which, when executed by a processor, implements the aforementioned multi-level safety assessment method for highway bridges where heavy vehicles and ordinary vehicles travel side by side.

[0053] Compared with the prior art, this application has the following beneficial effects:

[0054] 1. The multi-level safety assessment method for highway bridges where heavy-duty vehicles and ordinary vehicles pass in parallel, as proposed in this application, fully considers the bridge deck load composition when heavy-duty transport vehicles pass through highway bridges. It provides a clear combination form and verification process for mixed vehicle loads of heavy-duty transport vehicles and ordinary vehicles. At the same time, based on the internal force response calculation results, it gives multi-level evaluation conclusions. Compared with traditional safety assessment methods, it has higher approval efficiency and greatly reduces the bridge safety risks caused by ignoring parallel vehicles when assessing the passage of heavy-duty transport vehicles in the past.

[0055] 2. This application provides a scientific basis for the formulation of relevant management measures and the assessment of the passage of oversized transport vehicles, solves the safety risks caused by ignoring the load of parallel ordinary vehicles when assessing the passage of oversized transport vehicles, ensures the safe operation of oversized transport vehicles and bridges along the route, and improves the efficiency of the approval process for the passage of oversized transport vehicles. Attached Figure Description

[0056] This application can be better understood by referring to the description given below in conjunction with the accompanying drawings, which, together with the detailed description below, are incorporated in and form part of this specification. In the drawings:

[0057] Figure 1 A flowchart illustrating a multi-level safety assessment method for a highway bridge where heavy vehicles and ordinary vehicles travel side-by-side, according to an embodiment of this application, is shown.

[0058] Figure 2 A schematic diagram of the influence surface of internal forces at key sections of a bridge corresponding to the mid-span bending moment is shown.

[0059] Figure 3 A structural block diagram of a multi-level safety assessment device for a highway bridge where heavy vehicles and ordinary vehicles travel side by side, according to an embodiment of this application, is shown. Detailed Implementation

[0060] Exemplary embodiments of the present application will be described below with reference to the accompanying drawings. For clarity and brevity, not all features of the actual embodiments are described in the specification. However, it should be understood that many embodiment-specific decisions can be made in the development of any such actual embodiment to achieve the developer’s specific objectives, and these decisions may vary as the embodiments differ.

[0061] It should also be noted that, in order to avoid obscuring this application with unnecessary details, only the device structure closely related to the solution according to this application is shown in the accompanying drawings, while other details that are not closely related to this application are omitted.

[0062] It should be understood that this application is not limited to the described embodiments by virtue of the following description with reference to the accompanying drawings. In this document, embodiments may be combined with each other, features may be substituted or borrowed between different embodiments, and one or more features may be omitted in one embodiment, where feasible.

[0063] This application provides a multi-level safety assessment method for highway bridges where heavy vehicles and ordinary vehicles travel side-by-side. Figure 1 A flowchart illustrating a multi-level safety assessment method for a highway bridge where heavy-duty vehicles and ordinary vehicles travel side-by-side, according to an embodiment of this application, is shown. See also... Figure 1 The methods may include:

[0064] Step 1: Obtain the vehicle load information of the heavy transport vehicles and the bridge information to be verified. The vehicle load information may include the total weight of the vehicle and cargo, axle load distribution, axle spacing distribution, and overall dimensions of the vehicle and cargo, as shown in Table 1. The bridge information to be verified may include the bridge name, clear bridge deck width, span combination, number of main girder segments, design number of lanes, actual lane width layout, and main girder dimensions, as shown in Table 2.

[0065] Table 1 Vehicle Load Information for Oversized Transport Vehicles

[0066] Axle load distribution 10+10+10+18+18+18+18+18+18+18+18+18(t) Axis spacing distribution 3.3+1.6+3.8+1.55+1.55+1.55+1.55+1.55+1.55+1.55+1.55(m) Overall dimensions of vehicle and cargo 27.5×5×4.5(m)

[0067] Table 2 Bridge Information to be Verified

[0068]

[0069]

[0070] Step 2: Establish a finite element model of the bridge to be verified based on the bridge information. Here, the MIDAS finite element analysis software can be used to establish the finite element model of the bridge to be verified.

[0071] Step 3: Calculate the influence surface of internal forces at key sections of the bridge based on the finite element model of the bridge to be verified.

[0072] Specifically, the influence surface of internal forces at critical bridge sections includes the influence value of internal forces at each bridge sampling point under a unit force load; the influence surface of internal forces at critical bridge sections can be obtained using the following methods:

[0073] First, based on the established finite element model of the bridge to be verified, sampling points are set in the transverse direction of the bridge deck, with any outermost main beam as the starting point and the other outermost main beam as the ending point. The distance between the sampling points is 0.5m. Then the number of transverse sampling points is M = ceil(B / 0.5) + 1, where ceil is the rounding up sign and B is the distance between the outermost main beams.

[0074] Then, starting from the first transverse sampling point, a force of 1N is applied longitudinally along the bridge with a step size of 0.2m. The number of longitudinal sampling points is then N = ceil(L / 0.5) + 1, where L is the total length of the bridge. This results in M ​​× N sampling points.

[0075] Finally, the internal force influence values ​​at each sampling point corresponding to the selected key locations of the bridge are calculated to form an M×N response matrix, which is the internal force influence surface of the key bridge section. Here, the key locations of the bridge can include the mid-span bending moment and the support section. Using the above method, the internal force influence surface of the key bridge section corresponding to the mid-span bending moment and the internal force influence surface of the key bridge section corresponding to the support section can be calculated. Figure 2 A schematic diagram of the influence surface of internal forces at the critical section of the bridge corresponding to the mid-span bending moment is shown.

[0076] Step 4: Generate a load model for oversized transport vehicles based on vehicle load information, and combine the load model for oversized transport vehicles and the load model for ordinary vehicles into a first hybrid vehicle load model.

[0077] Here, based on the bridge design data, a common vehicle load model corresponding to the bridge to be verified is generated. For example, if the common vehicle load level is determined to be vehicle-super 20 according to the bridge design data, then the common vehicle load model is the vehicle-super 20 load model.

[0078] Step 5: Load the first mixed vehicle load model onto the influence surface of the internal forces of the bridge's critical sections to obtain the first mixed vehicle load effect value. Here, the influence surface of the internal forces of the bridge's critical sections includes the influence surface of the internal forces of the bridge's critical sections corresponding to the mid-span bending moment and the influence surface of the internal forces of the bridge's critical sections corresponding to the support sections. When the first mixed vehicle load model is loaded onto different influence surfaces of the internal forces of the bridge's critical sections, different first mixed vehicle load effect values ​​can be obtained. The first mixed vehicle load effect value can include the effect value when the influence type of the internal forces of the critical sections is the mid-span bending moment and the effect value when the influence type of the internal forces of the critical sections is the support section.

[0079] Step 6: Evaluate the bridge's passability based on the first mixed vehicle load effect value. If the evaluation criteria are met, conclude that "oversized transport vehicles can mix with ordinary vehicles to pass the bridge under verification." Otherwise, proceed to step 7.

[0080] Step 7: Combine the heavy transport vehicle load model and the random traffic flow load model into a second hybrid vehicle load model. Here, vehicle load monitoring data of the bridge to be verified over one month can be collected to simulate random traffic flow and obtain the random traffic flow load model.

[0081] Step 8: Load the second mixed vehicle load model onto the influence surface of the internal forces of the key section of the bridge to obtain the effect value of the second mixed vehicle load. Here, the effect value of the second mixed vehicle load can also include the effect value when the influence type of the internal forces of the key section is the mid-span bending moment and the effect value when the influence type of the internal forces of the key section is the support section.

[0082] Step 9: Evaluate the bridge's passability based on the second mixed vehicle load effect value. If the evaluation criteria are met, conclude that "oversized transport vehicles can mix with ordinary vehicles on the bridge to be verified." Otherwise, conclude that "oversized transport vehicles cannot mix with ordinary vehicles on the bridge to be verified."

[0083] The multi-level safety assessment method for highway bridges where heavy-duty vehicles and ordinary vehicles pass in the above embodiments fully considers the bridge deck load composition when heavy-duty transport vehicles pass through highway bridges, provides a clear combination form and verification process for mixed vehicle loads of heavy-duty transport vehicles and ordinary vehicles, and gives multi-level evaluation conclusions based on the internal force response calculation results. Compared with traditional safety assessment methods, it has higher approval efficiency and greatly reduces the bridge safety risks caused by ignoring parallel vehicles when assessing the passage of heavy-duty transport vehicles in the past.

[0084] In one embodiment, step 6, evaluating bridge passability based on the first mixed vehicle load effect value, may include:

[0085] First-stage evaluation criteria: S T ≤1.4 / 1.1S QK Among them, S T S represents the first mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles;

[0086] Second-stage evaluation criteria: γ0(S) T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance.

[0087] If the first-stage evaluation criteria are met, the conclusion is that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required."

[0088] If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision."

[0089] If the first-stage evaluation criteria and the second-stage evaluation criteria are not met, proceed to step 7.

[0090] In the above embodiment, the first hybrid vehicle load effect value S T This can include the effect value S when the influence type of the internal force on the critical section is mid-span bending moment. T1 The effect value S when the influence type of the internal force of the critical section is the support section. T2 Table 3 shows the evaluation process and results of the first stage, and Table 4 shows the evaluation process and results of the second stage.

[0091] Table 3. Evaluation Process and Results of Phase 1

[0092]

[0093] According to Table 3, S T1 = 6143.67 kN·m, S T2 =890.54kN. The verification result for the mid-span bending moment is not passed, and the verification result for the support section is not passed. Since there is a failure in either of the two results, it is considered that the first stage evaluation criteria are not met.

[0094] Table 4. Verification process and results in the second stage

[0095]

[0096] According to Table 4, the verification conclusion for the mid-span bending moment is "passed", while the verification conclusion for the support section is "failed". Since there is a "failed" conclusion, it is considered that the second-stage evaluation criteria are not met.

[0097] Specifically, step 9, evaluating bridge passability based on the second mixed vehicle load effect value, may include:

[0098] First-stage evaluation criteria: S ′ T ≤1.4 / 1.1S QK Among them, S ′ T S represents the second mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles;

[0099] Second-stage evaluation criteria: γ0(S) ′ T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance.

[0100] If the first-stage evaluation criteria are met, the conclusion is that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required."

[0101] If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision."

[0102] If the first and second stage evaluation criteria are not met, the conclusion is given that "oversized transport vehicles cannot share the road with ordinary vehicles on bridges pending verification".

[0103] In the above embodiment, the second hybrid vehicle load effect value S ′ ′ This can include the effect value S when the influence type of the internal force on the critical section is mid-span bending moment. ′ T1 The effect value S when the influence type of the internal force of the critical section is the support section. ′ T2 Table 5 shows the evaluation process and results of the first stage, and Table 6 shows the evaluation process and results of the second stage.

[0104] Table 5. First-stage verification process and results

[0105]

[0106] Table 6. Verification process and results in the second stage.

[0107]

[0108] According to Table 5, S ′ T1 = 5538.65 kN·m, S ′ T2 =761.68kN. In summary, the first-stage verification failed, meaning it does not meet the first-stage evaluation criteria.

[0109] In summary, the oversized transport vehicles waiting to pass did not pass the first stage of verification, but passed the second stage of verification. Therefore, the conclusion is that "oversized transport vehicles waiting to pass can share the bridge with ordinary vehicles, but special road supervision is required."

[0110] Based on the same inventive concept as the multi-level safety assessment method for highway bridges where heavy-duty vehicles and ordinary vehicles travel side-by-side, this embodiment also provides a corresponding multi-level safety assessment device for highway bridges where heavy-duty vehicles and ordinary vehicles travel side-by-side. Figure 3 A structural block diagram of a multi-level safety assessment device for a highway bridge where heavy vehicles and ordinary vehicles travel side-by-side, according to an embodiment of this application, is shown, including:

[0111] The information acquisition module 31 is used to acquire vehicle load information of heavy transport vehicles and bridge information to be verified.

[0112] The finite element model building module 32 is used to build a finite element model of the bridge to be verified based on the bridge information.

[0113] The bridge key section internal force influence surface calculation module 33 is used to calculate the bridge key section internal force influence surface based on the finite element model of the bridge to be verified.

[0114] The first hybrid vehicle load model construction module 34 is used to generate a heavy-duty transport vehicle load model based on vehicle load information, and combine the heavy-duty transport vehicle load model and the ordinary vehicle load model into a first hybrid vehicle load model.

[0115] The first mixed vehicle load effect value acquisition module 35 is used to load the first mixed vehicle load model onto the internal force influence surface of the key section of the bridge to obtain the first mixed vehicle load effect value.

[0116] The first evaluation module 36 is used to evaluate the bridge's passability based on the first mixed vehicle load effect value. If the evaluation criteria are met, the conclusion that "oversized transport vehicles can pass together with ordinary vehicles on the bridge to be verified" is given; otherwise, the process proceeds to the second mixed vehicle load model construction module.

[0117] The second hybrid vehicle load model construction module 37 is used to combine the heavy transport vehicle load model and the random traffic flow load model into a second hybrid vehicle load model.

[0118] The second mixed vehicle load effect value acquisition module 38 is used to load the second mixed vehicle load model onto the internal force influence surface of the key section of the bridge to obtain the second mixed vehicle load effect value.

[0119] The second evaluation module 39 is used to evaluate the bridge's passability based on the second mixed vehicle load effect value. If the evaluation criteria are met, the module will conclude that "oversized transport vehicles can mix with ordinary vehicles to pass the bridge under verification." Otherwise, the module will conclude that "oversized transport vehicles cannot mix with ordinary vehicles to pass the bridge under verification."

[0120] The multi-level safety assessment device for parallel highway bridges with heavy-duty vehicles and ordinary vehicles in this embodiment has the same inventive concept as the multi-level safety assessment method for parallel highway bridges with heavy-duty vehicles and ordinary vehicles described above. Therefore, the specific implementation of this device can be found in the embodiment section of the multi-level safety assessment method for parallel highway bridges with heavy-duty vehicles and ordinary vehicles described above, and its technical effects correspond to the technical effects of the above method, so it will not be repeated here.

[0121] To further illustrate the technical effectiveness of the method proposed in this application, several commonly used existing methods for assessing the passage of heavy-lift vehicles across highways and bridges are listed:

[0122] (1) Existing Method 1: Two-stage traffic assessment verification method that ignores the load of parallel ordinary vehicles

[0123] Based on the existing Method 1, the mid-span bending moment response when a heavy transport vehicle passes over the bridge is calculated to be 3910.00 kN·m; the support shear force is 580.52 kN.

[0124] Based on the existing Method 1, the calculation results lead to the conclusion that the oversized transport vehicle failed the first stage of verification and will proceed to the second stage of verification.

[0125] After combining the internal force responses and comparing them with the bridge resistance, the results show that the combined internal force response is less than the bridge resistance. Therefore, the conclusion is that the heavy transport vehicle passes the second stage of verification and can pass through the bridge to be verified.

[0126] However, according to the calculation results of the method in this application, when considering the parallel ordinary vehicle load as the design vehicle load, the heavy transport vehicle cannot pass through the bridge to be verified. Existing method one ignores the parallel vehicle load, resulting in an error in the conclusion and introducing a safety risk to the bridge to be verified.

[0127] (2) Existing Method 2: Traffic assessment verification method that considers parallel ordinary vehicle loads but only considers the comparison of load effects in the first stage.

[0128] Based on the existing Method 2, the mid-span bending moment response when a heavy transport vehicle passes over the bridge is calculated to be 6143.67 kN·m; the support shear force is 890.54 kN.

[0129] Based on the existing Method 2, it can be concluded that when considering the parallel ordinary vehicle load, the heavy transport vehicle failed the first stage verification and cannot pass the bridge to be verified.

[0130] However, according to the calculation results of the method in this application, when the oversized transport vehicle is mixed with random traffic loads, the oversized transport vehicle can pass through the bridge to be verified. Existing Method 2 ignores the resistance reserve of the bridge to be verified, causing the oversized transport vehicle that should be able to pass to be judged as unable to pass through the bridge to be verified, and the conclusion also contains errors.

[0131] (2) Existing Method 3: A traffic assessment and verification method that considers the load of parallel ordinary vehicles and performs two-stage verification, but does not consider the actual traffic load of the load of parallel ordinary vehicles.

[0132] Based on the existing method 3, the mid-span bending moment response when a heavy transport vehicle passes over the bridge is calculated to be 6143.67 kN·m; the support shear force is 890.54 kN.

[0133] Based on the existing Method 3, it can be concluded that when the heavy transport vehicle and the designed vehicle load are mixed, the heavy transport vehicle cannot pass through the bridge to be verified.

[0134] However, according to the calculation results of the method in this application, when the oversized transport vehicle is mixed with random traffic loads, the oversized transport vehicle can pass through the bridge to be verified. Existing Method 3 ignores the actual traffic load of ordinary vehicles, which also leads to the oversized transport vehicle that can pass being judged as not being able to pass through the bridge to be verified, and the conclusion also contains errors.

[0135] This application provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the above-described multi-level safety assessment method for highway bridges where heavy vehicles and ordinary vehicles travel side by side.

[0136] This application provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the aforementioned multi-level safety assessment method for highway bridges where heavy vehicles and ordinary vehicles travel side by side.

[0137] The above descriptions are merely various embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A multi-level safety assessment method for highway bridges where heavy-duty vehicles and ordinary vehicles travel side-by-side, characterized in that... include: Step 1: Obtain vehicle load information for heavy transport vehicles and bridge information to be verified. Step 2: Establish a finite element model of the bridge to be verified based on the bridge information. Step 3: Calculate the influence surface of internal forces at key sections of the bridge based on the finite element model of the bridge to be verified; Step 4: Generate a heavy-duty transport vehicle load model based on the vehicle load information, and combine the heavy-duty transport vehicle load model and the ordinary vehicle load model into a first hybrid vehicle load model. Step 5: Load the first hybrid vehicle load model onto the internal force influence surface of the key section of the bridge to obtain the first hybrid vehicle load effect value; Step 6: Evaluate the bridge's passability based on the first mixed vehicle load effect value. If the evaluation criteria are met, conclude that "oversized transport vehicles can mix with ordinary vehicles to pass the bridge under verification." Otherwise, proceed to step 7. Step 7: Combine the heavy transport vehicle load model and the random traffic flow load model into a second hybrid vehicle load model; Step 8: Load the second hybrid vehicle load model onto the internal force influence surface of the key section of the bridge to obtain the second hybrid vehicle load effect value; Step 9: Evaluate the bridge's passability based on the second mixed vehicle load effect value. If the evaluation criteria are met, conclude that "oversized transport vehicles can mix with ordinary vehicles on the bridge to be verified." Otherwise, conclude that "oversized transport vehicles cannot mix with ordinary vehicles on the bridge to be verified." 2. The method as described in claim 1, characterized in that, in, The bridge's passability is evaluated based on the first mixed vehicle load effect value, including: First-stage evaluation criteria: S T ≤1.4 / 1.1S QK Among them, S T S represents the first mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles; Second-stage evaluation criteria: γ0(S) T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance. If the first-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required." If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision." If the first-stage evaluation criteria and the second-stage evaluation criteria are not met, proceed to step 7.

3. The method as described in claim 1, characterized in that, in, The bridge's passability is evaluated based on the second mixed vehicle load effect value, including: First-stage evaluation criteria: S ′ T ≤1.4 / 1.1S QK Among them, S ′ T S represents the second mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles; Second-stage evaluation criteria: γ0(S) ′ T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance. If the first-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required." If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision." If the first and second stage evaluation criteria are not met, the conclusion is given that "oversized transport vehicles cannot share the road with ordinary vehicles on bridges pending verification".

4. The method as described in claim 1, characterized in that, The first mixed vehicle load effect value includes the effect value when the influence type of the internal force of the key section is mid-span bending moment and the effect value when the influence type of the internal force of the key section is support section; the second mixed vehicle load effect value includes the effect value when the influence type of the internal force of the key section is mid-span bending moment and the effect value when the influence type of the internal force of the key section is support section.

5. The method as described in claim 1, characterized in that, The influence surface of internal forces at key bridge sections includes the influence value of internal forces at each bridge sampling point under a unit force load.

6. A multi-level safety assessment device for highway bridges where heavy vehicles and ordinary vehicles travel side-by-side, characterized in that, include: The information acquisition module is used to acquire vehicle load information of heavy transport vehicles and bridge information to be verified. The finite element model building module is used to build a finite element model of the bridge to be verified based on the bridge information. The bridge critical section internal force influence surface calculation module is used to calculate the bridge critical section internal force influence surface based on the finite element model of the bridge to be verified. The first hybrid vehicle load model construction module is used to generate a heavy-duty transport vehicle load model based on the vehicle load information, and combine the heavy-duty transport vehicle load model and the ordinary vehicle load model into a first hybrid vehicle load model. The first mixed vehicle load effect value acquisition module is used to load the first mixed vehicle load model onto the internal force influence surface of the key section of the bridge to obtain the first mixed vehicle load effect value. The first evaluation module is used to evaluate the bridge's passability based on the first mixed vehicle load effect value. If the evaluation criteria are met, the conclusion that "oversized transport vehicles can pass together with ordinary vehicles on the bridge to be verified" is given; otherwise, the process proceeds to the second mixed vehicle load model construction module. The second hybrid vehicle load model construction module is used to combine the heavy-duty transport vehicle load model and the random traffic flow load model into a second hybrid vehicle load model. The second mixed vehicle load effect value acquisition module is used to load the second mixed vehicle load model onto the internal force influence surface of the key section of the bridge to obtain the second mixed vehicle load effect value. The second evaluation module is used to evaluate the bridge's passability based on the second mixed vehicle load effect value. If the evaluation criteria are met, the module will conclude that "oversized transport vehicles can mix with ordinary vehicles to pass the bridge under verification." Otherwise, the module will conclude that "oversized transport vehicles cannot mix with ordinary vehicles to pass the bridge under verification." 7. The apparatus as claimed in claim 6, characterized in that, The first evaluation module is also used for: First-stage evaluation criteria: S T ≤1.4 / 1.1S QK ; Among them, S T S represents the first mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles; Second-stage evaluation criteria: γ0(S) T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance. If the first-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required." If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision." If the first-stage evaluation criteria and the second-stage evaluation criteria are not met, proceed to step 7.

8. The apparatus as claimed in claim 6, characterized in that, The second evaluation module is also used for: First-stage evaluation criteria: S ′ T ≤1.4 / 1.1S QK Among them, S ′ T S represents the second mixed vehicle load effect value. QK This represents the load effect value for ordinary vehicles; Second-stage evaluation criteria: γ0(S) ′ T +γ G S G )≤R; where γ0 is the structural importance coefficient, γ G S is the partial factor for the dead load effect; G R represents the dead load effect value; R represents the bridge resistance. If the first-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the bridge with ordinary vehicles and no special road supervision is required." If the first-stage evaluation criteria are not met, but the second-stage evaluation criteria are met, the conclusion is given that "oversized transport vehicles can share the road with ordinary vehicles on bridges that require special road supervision." If the first and second stage evaluation criteria are not met, the conclusion is given that "oversized transport vehicles cannot share the road with ordinary vehicles on bridges pending verification".

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the multi-level safety assessment method for highway bridges where heavy vehicles and ordinary vehicles travel in parallel, as described in any one of claims 1-5.

10. A computer program product, characterized in that, It includes a computer program / instruction, which, when executed by a processor, implements the multi-level safety assessment method for parallel highway bridges where heavy vehicles and ordinary vehicles coexist as described in any one of claims 1-5.

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