Detection and early warning method for deformation and collapse of expressway bridge

Abstract

The invention relates to a method for detecting and early warning deformation and collapse of a highway bridge. The detection early warning method comprises the following steps: determining the length L of a bridge unit along the longitudinal direction of an expressway bridge; an infrared detection early warning module or a comprehensive detection early warning module is arranged in each unit length L along the central partition of the highway bridge, and the setting position of each infrared detection early warning module or comprehensive detection early warning module serves as a node and is marked in the central control system; bridge displacement signals are continuously recorded at a certain frequency and are analyzed and judged. The infrared detection early-warning module or the comprehensive detection early-warning module is installed on the bridge floor at the central partition, and the interior of the bridge floor does not need to be constructed, so that the bridge floor or a guardrail does not need to be damaged. In addition, real-time monitoring of each minimum unit of the whole section of the highway bridge can be realized at low cost.

Description

Technical Field

[0001] The invention relates to a method for detecting and warning deformation and collapse of a highway bridge, and belongs to the field of traffic safety. Background Art

[0002] Highway bridges are an important part of transportation infrastructure, carrying a large number of vehicles. However, due to the long-term influence of various loads, natural environment and material aging, bridge structures are prone to deformation and even collapse, which seriously threatens traffic safety. In recent years, bridge accidents have occurred frequently, prompting people to pay more attention to the development of bridge health monitoring technology.

[0003] Traditional bridge deformation and collapse detection methods mainly include manual inspections and structural tests. However, traditional methods usually rely on manual experience, have limited detection range, low efficiency, and are difficult to meet the needs of modern transportation networks. With the development of science and technology, bridge health monitoring systems based on sensors and data processing technology have gradually become mainstream. These systems monitor the structural status of bridges in real time through sensors arranged at key locations of bridges, such as strain gauges, accelerometers, inclinometers, and displacement sensors, and transmit data to the monitoring center through wireless communication technology. The progress of sensor and data processing technology has improved the accuracy and efficiency of bridge deformation and collapse detection and reduced safety risks. However, some sensors need to be installed inside the bridge, which will damage the bridge deck or guardrail structure. And as the complexity of the monitoring system increases, the detection cost, data processing, and equipment maintenance difficulties are also rising. Therefore, how to achieve accurate and efficient detection of bridge deformation and collapse at low cost without damaging the bridge deck and guardrail structure has become a new technical problem. Summary of the invention

[0004] In order to solve the above technical problems, the purpose of the present invention is to provide a method for detecting and warning deformation and collapse of highway bridges.

[0005] The objective of the present invention is achieved through the following technical solutions:

[0006] A method for detecting and warning deformation and collapse of a highway bridge comprises the following steps:

[0007] Determine the bridge unit length L along the longitudinal direction of the highway bridge;

[0008] An infrared detection and early warning module is respectively arranged in each unit length L along the central divider of the highway bridge, and the infrared detection and early warning module includes an infrared transmitting module, an infrared receiving module and a wireless data transmission module; wherein the infrared transmitting module and the infrared receiving module are respectively installed on opposite sides of the central divider, and are used to obtain the bridge displacement signal and connect to the central control system through the wireless data transmission module; the setting position of each infrared detection and early warning module is marked as a node in the central control system;

[0009] Continuously record the bridge displacement signal at a certain frequency and analyze and judge:

[0010] If the infrared intensity received by a certain infrared receiving module is less than 60% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node is slightly deformed;

[0011] If the infrared intensity received by a certain infrared receiving module is less than 40% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node is seriously deformed;

[0012] If the infrared intensity received by a certain infrared receiving module is 0 or the infrared intensity received by multiple adjacent infrared receiving modules is 0, it is determined that the node has a serious risk of collapse.

[0013] In an optional implementation, the infrared transmitting module and the infrared receiving module in the infrared detection and early warning module are arranged in pairs, and the transmitting power of the infrared transmitting module is adjusted according to the width of the central partition to ensure that the infrared receiving module can receive the infrared signal of the infrared transmitting module when the bridge is not deformed.

[0014] An optional implementation manner, after completing the bridge deformation and collapse detection, also includes distributing display screens and warning systems in front of and at the entrance of the bridge to issue warnings about the current bridge status.

[0015] An optional implementation manner, after completing the bridge deformation and collapse detection, also includes sending the detection results to a bridge management center.

[0016] A method for detecting and warning deformation and collapse of a highway bridge comprises the following steps:

[0017] Determine the bridge unit length L along the longitudinal direction of the highway bridge;

[0018] A comprehensive detection and early warning module is respectively arranged in each unit length L at the central partition of the highway bridge, and the comprehensive detection and early warning module includes an infrared transmitting module, an infrared receiving module, an IMU module and a wireless data transmission module; wherein the infrared transmitting module and the infrared receiving module are respectively installed on opposite sides of the central partition, and are used to obtain the bridge displacement signal and connect to the central control system through the wireless data transmission module; the IMU module is installed at the central partition, and is used to obtain the bridge acceleration signal and connect to the central control system through the wireless data transmission module; the setting position of each comprehensive detection and early warning module is marked as a node in the central control system;

[0019] The bridge displacement signal and acceleration signal are continuously recorded at a certain frequency, and the regression relationship between the acceleration signal and the bridge displacement signal on each side of the bridge is analyzed and calculated;

[0020] The corresponding displacement data is calculated based on the currently measured acceleration signal and the regression relationship. The actual measured displacement signal is compared and analyzed with the calculated displacement data. At the same time, the infrared intensity received by the infrared receiving module is analyzed and judged:

[0021] If the difference between the actual measured displacement signal and the calculated displacement data is more than 30%, and the infrared intensity received by a certain infrared receiving module is less than 60% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node has slight deformation;

[0022] If the difference between the actual measured displacement signal and the calculated displacement data is more than 60%, and the infrared intensity received by a certain infrared receiving module is less than 40% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node is seriously deformed;

[0023] If the infrared intensity received by a certain infrared receiving module is 0 or the infrared intensity received by multiple adjacent infrared receiving modules is 0, and the variance of the currently measured acceleration data is less than the set threshold N, it is judged that the node has a serious risk of collapse.

[0024] An optional implementation manner, after analyzing and obtaining the regression relationship between the acceleration signal and the displacement signal of the bridge on each side, further includes updating and calculating the regression relationship after a fixed period.

[0025] In an optional implementation, when comparing and analyzing the actual measured displacement signal with the calculated displacement data, the prerequisite includes: the currently measured acceleration signal is the same as the acceleration distribution of the bridge under normal conditions. 8. According to the detection and early warning method for deformation and collapse of highway bridges as described in claim 5, the set threshold value N is determined in the following manner: after the installation of the comprehensive detection and early warning module is completed, the acceleration signal of the bridge when heavy vehicles pass by is collected and counted, and the average value of the acceleration signal counted is calculated as the set threshold value N.

[0026] An optional implementation manner, after completing the installation of the comprehensive detection and early warning module, also includes collecting the bridge displacement signal and acceleration signal when heavy vehicles pass by, and analyzing the regression relationship between the bridge acceleration signal and the bridge displacement signal when heavy vehicles pass by, and when judging the deformation of the bridge, excluding the situation where the bridge displacement signal changes due to the passage of heavy vehicles.

[0027] The beneficial effects of the present invention are:

[0028] In the detection and early warning method for deformation and collapse of highway bridges provided by the present invention, the infrared detection and early warning module or the comprehensive detection and early warning module used is installed on the bridge deck at the central partition, and there is no need to construct the interior of the bridge deck, so there is no need to damage the bridge deck or guardrail. In addition, the present invention can realize real-time monitoring of each minimum unit of the entire section of the highway bridge at a low cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic diagram of installing an infrared detection and warning module or a comprehensive detection and warning module on a highway bridge. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention.

[0031] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0032] In addition, in the description of the present invention, the terms used are only for illustrative purposes and are not intended to limit the scope of the present invention. The terms "include" and / or "comprise" are used to specify the existence of the elements, steps, operations and / or components, but do not exclude the existence or addition of one or more other elements, steps, operations and / or components. The terms "first", "second" and the like may be used to describe various elements, do not represent the order, and do not limit these elements. In addition, in the description of the present invention, unless otherwise specified, the meaning of "multiple" is two and more than two. These terms are only used to distinguish one element from another element. In conjunction with the following drawings, these and / or other aspects become apparent, and it is easier for a person of ordinary skill in the art to understand the description of the embodiments of the present invention. The accompanying drawings are used to describe the embodiments of the present invention for illustrative purposes only. Those skilled in the art will easily recognize from the following description that, without departing from the principles of the present invention, alternative embodiments of the structures and methods shown in the present invention can be adopted.

[0033] Example 1

[0034] A method for detecting and warning deformation and collapse of a highway bridge comprises the following steps:

[0035] S1, along the longitudinal direction of the highway bridge, determine the bridge unit length L according to the bridge construction design materials and drawings. The bridge unit length L can be the length of the bridge deck monomer structure in the longitudinal direction (such as the length of a bridge deck), and can also be adjusted according to actual needs.

[0036] S2, an infrared detection and warning module is respectively set in each unit length L along the central dividing part of the highway bridge. Specifically, the infrared detection and warning module can be installed at the rigid position where the central isolation belt of the bridge is connected to the bridge deck, or at the rigid position where the guardrail of the central isolation belt of the bridge is connected to the bridge deck, such as Figure 1 As shown. The infrared detection and early warning module includes an infrared transmitting module A, an infrared receiving module B and a wireless data transmission module. The infrared transmitting module A is first installed on one side of the bridge along the central divider, and its position information is used as a node and marked in the central control system. Then the infrared receiving module B is installed on the opposite bridge to ensure that B can clearly and stably receive the infrared signal from the infrared transmitting module A, and convert the optical signal into an electrical signal and connect it to the central control system through the wireless data transmission module to obtain the bridge displacement signal.

[0037] S3, continuously record the bridge displacement signal at a certain frequency and make analysis and judgment:

[0038] If the infrared intensity received by an infrared receiving module B is less than 60% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is determined that the bridge at this node is slightly deformed;

[0039] If the infrared intensity received by an infrared receiving module B is less than 40% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is determined that the bridge at this node is seriously deformed;

[0040] If the infrared intensity received by a certain infrared receiving module B is 0 or the infrared intensity received by multiple adjacent infrared receiving modules is 0, it is determined that the node has a serious risk of collapse.

[0041] In the above situations, the judgment condition is that the corresponding state is maintained for more than 30 minutes in order to exclude the possibility of bridge deformation caused by the temporary passage of heavy vehicles.

[0042] The judgment threshold in the above situation is determined based on a large number of simulation calculations and statistical laws. The reason why the average value of the intensity within a certain proportion of the infrared intensity ranking is used as one of the judgment thresholds, rather than a fixed infrared intensity value, is that when fog, sandstorms or other weather conditions that may block infrared rays appear in the bridge section, a large number of infrared receiving modules B will generally experience weakened infrared intensity. Therefore, the average value of the intensity within a certain proportion of the infrared intensity ranking is selected as one of the judgment thresholds, rather than a fixed infrared intensity value as the judgment threshold, to avoid misjudgment of the above detection method due to weather reasons. An optional implementation method, after completing the bridge deformation and collapse detection, also includes display screens and warning systems being arranged in front of and at the entrance of the bridge to issue warnings about the current state of the bridge.

[0043] An optional implementation manner, after completing the bridge deformation and collapse detection, also includes sending the detection results to a bridge management center.

[0044] Example 2

[0045] A method for detecting and warning deformation and collapse of a highway bridge comprises the following steps:

[0046] S1, along the longitudinal direction of the highway bridge, determine the bridge unit length L according to the bridge construction design materials and drawings. The bridge unit length L can be the length of the bridge deck monomer structure in the longitudinal direction (such as the length of a bridge deck), and can also be adjusted according to actual needs.

[0047] S2, a comprehensive detection and early warning module is respectively set in each unit length L along the central separation of the highway bridge. Specifically, the comprehensive detection and early warning module can be installed at the rigid position where the central isolation belt of the bridge is connected to the bridge deck, or at the rigid position where the central isolation belt guardrail of the bridge is connected to the bridge deck, such as Figure 1 As shown. The comprehensive detection and early warning module includes an infrared transmitting module A, an infrared receiving module B, an IMU module and a wireless data transmission module. Among them, the infrared transmitting module A is first installed on one side of the bridge along the central partition, and its position information is used as a node and marked in the central control system, and then the infrared receiving module B is installed on the opposite side of the bridge to ensure that B can clearly and stably receive the infrared signal from the infrared transmitting module A, and convert the optical signal into an electrical signal and connect it to the central control system through the wireless data transmission module to obtain the bridge displacement signal. The IMU module is also installed at the central partition to obtain the bridge acceleration signal and connect it to the central control system through the wireless data transmission module.

[0048] S3, continuously recording the bridge displacement signal and acceleration signal at a certain frequency, such as 1 Hz, and analyzing and calculating the regression relationship between the bridge acceleration signal and the bridge displacement signal on each side.

[0049] An optional implementation method, after analyzing and obtaining the regression relationship between the acceleration signal and the bridge displacement signal of each side of the bridge, also includes updating and calculating the regression relationship after a fixed period, such as a fixed period of 1 month, that is, updating and calculating the regression relationship every month. Considering that the bridge will have natural settlement and deformation within a reasonable range due to factors such as vehicle gravity and external environment after completion, these deformations are allowed in engineering construction as long as they do not exceed a reasonable range, but these deformations will accumulate over time and may eventually have large deviations. The purpose of updating the regression relationship between the acceleration signal and the bridge displacement signal every month is to eliminate these accumulated errors.

[0050] S4, according to the currently measured acceleration signal and the regression relationship, the corresponding displacement data is calculated, the actual measured displacement signal is compared and analyzed with the calculated displacement data, and at the same time, the infrared intensity received by the infrared receiving module is analyzed and judged:

[0051] When the currently measured acceleration signal is the same as the acceleration distribution of the bridge under normal conditions, if the difference between the actually measured displacement signal and the calculated displacement data is more than 30%, and the infrared intensity received by a certain infrared receiving module B is less than 60% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node has a slight deformation;

[0052] When the currently measured acceleration signal is the same as the acceleration distribution of the bridge under normal conditions, if the difference between the actually measured displacement signal and the calculated displacement data is more than 60%, and the infrared intensity received by a certain infrared receiving module B is less than 40% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node is seriously deformed;

[0053] If the infrared intensity received by a certain infrared receiving module B is 0 or the infrared intensity received by multiple adjacent infrared receiving modules is 0, and the variance of the currently measured acceleration data is less than the set threshold value N, it is determined that the node has a serious risk of collapse. The above-mentioned set threshold value N is determined by: after completing the installation of the comprehensive detection and early warning module in S2, the acceleration signal of the bridge when the heavy vehicle passes by is collected and counted, and the average value of the above-mentioned acceleration signal is calculated as the set threshold value N.

[0054] In the above situations, it is limited that the currently measured acceleration signal is the same as the acceleration distribution of the bridge under normal conditions as one of the judgment prerequisites. This is mainly due to the fact that when heavy vehicles pass by, some sensors will have large fluctuations, among which the IMU module will detect large acceleration fluctuations. The infrared sensor may receive an infrared signal strength of 0 due to large fluctuations, and the displacement data may also have a large deviation at this time. In order to confirm whether the deviation in infrared signal strength and displacement is caused by the vehicle or the deformation of the bridge, it is necessary to ensure that the currently measured acceleration signal has the same distribution as the acceleration of the bridge under normal conditions, and then judge whether there is any difference in the displacement data to avoid judging the passage of heavy vehicles as a deformation of the bridge.

[0055] In the above situations, the judgment condition is that the corresponding state is maintained for more than 30 minutes in order to exclude the possibility of bridge deformation caused by the temporary passage of heavy vehicles.

[0056] The judgment threshold in the above situation is determined based on a large number of simulation calculations and statistical laws. The reason why the average value of the intensity within a certain proportion of the infrared intensity ranking is used as one of the judgment thresholds, rather than a fixed infrared intensity value, is that when fog, sandstorms or other weather conditions that may block infrared rays appear in the bridge section, the infrared intensity of a large number of infrared receiving modules B will generally weaken. Therefore, the average value of the intensity within a certain proportion of the infrared intensity ranking is selected as one of the judgment thresholds, rather than a fixed infrared intensity value as the judgment threshold, to avoid misjudgment of the above detection method due to weather reasons.

[0057] An optional implementation manner, after completing the bridge deformation and collapse detection, also includes distributing display screens and warning systems in front of and at the entrance of the bridge to issue warnings about the current bridge status.

[0058] An optional implementation manner, after completing the bridge deformation and collapse detection, also includes sending the detection results to a bridge management center.

[0059] When some sensor data fluctuate to a certain extent, while other sensor data are normal, it is necessary to determine whether the data fluctuation of some sensors is due to the passage of a large vehicle, the deformation of the bridge, or the failure of the sensor. An optional implementation method, in step S3, also includes collecting the displacement signal and acceleration signal of the bridge when a heavy vehicle passes by, and analyzing the regression relationship between the acceleration signal of the bridge on one side and the displacement signal of the opposite bridge when the heavy vehicle passes by, so as to subsequently determine whether the source of the bridge displacement is the deformation of the bridge or the passage of a heavy vehicle, so as to eliminate the false warning caused by the passage of a heavy vehicle.

[0060] The present invention realizes real-time monitoring of the smallest unit of the bridge by installing an infrared detection and early warning module or a comprehensive detection and early warning module in each smallest unit of the bridge, saving a lot of manpower and material resources. The deformation state of the bridge can be quantitatively observed and recorded through quantitative analysis of the infrared intensity, thereby improving the accurate prediction and detection of bridge deformation and collapse risks.

[0061] In addition, the bridge deformation and collapse detection and early warning method proposed in the present invention can realize real-time monitoring of the smallest units of the entire section of the highway bridge at a low cost, and broadcast the current bridge status to the vehicles entering in real time through the display screen and warning system, and by collecting past monitoring data, the deformation and collapse risks of each module of the highway bridge can be predicted, thereby reducing the risk of possible collapse accidents. Compared with the existing detection methods, the present invention has low cost, good real-time performance and accurate prediction.

[0062] Furthermore, adding IMU module to assist detection in the bridge deformation and collapse detection and early warning method proposed in Example 2 can further improve the accuracy of detection and early warning. Because some sensors will have large fluctuations when heavy vehicles pass by, while sensors at other locations will not have obvious fluctuations, the IMU module will detect large acceleration fluctuations, and the infrared sensor may cause the infrared signal strength received by the infrared receiving module B to be 0 due to large fluctuations. At this time, the displacement data may also have a large deviation. Therefore, the IMU sensor can be used to identify whether there is a heavy vehicle passing by and causing some sensor vibrations, so that false alarms caused by the temporary passage of heavy vehicles can be eliminated, thereby further improving the accuracy of detection and early warning.

[0063] In the description provided herein, a large number of specific details are described. However, it is understood that embodiments of the present invention can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0064] In addition, it will be understood by those skilled in the art that although some embodiments described herein include certain features included in other embodiments but not other features, the combination of features of different embodiments is meant to be within the scope of the present invention and form different embodiments. For example, in the claims, any one of the claimed embodiments can be used in any combination.

[0065] It will be appreciated by those skilled in the art that, although the present invention has been described with reference to exemplary embodiments, various changes may be made and equivalents may be substituted for its elements without departing from the scope of the present invention. In addition, many modifications may be made to adapt specific circumstances or materials to the teachings of the present invention without departing from the essential scope of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed, but the present invention will include all embodiments falling within the scope of the appended claims.

Claims

1. A method for detecting and warning deformation and collapse of highway bridges, characterized in that: The following steps are involved: Determine the bridge unit length L along the longitudinal direction of the highway bridge; An infrared detection and early warning module is respectively arranged in each unit length L along the central divider of the highway bridge, and the infrared detection and early warning module includes an infrared transmitting module, an infrared receiving module and a wireless data transmission module; wherein the infrared transmitting module and the infrared receiving module are respectively installed on opposite sides of the central divider, and are used to obtain the bridge displacement signal and connect to the central control system through the wireless data transmission module; the setting position of each infrared detection and early warning module is marked as a node in the central control system; Continuously record the bridge displacement signal at a certain frequency and analyze and judge: If the infrared intensity received by a certain infrared receiving module is less than 60% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node is slightly deformed; If the infrared intensity received by a certain infrared receiving module is less than 40% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node is seriously deformed; If the infrared intensity received by a certain infrared receiving module is 0 or the infrared intensity received by multiple adjacent infrared receiving modules is 0, it is determined that the node has a serious risk of collapse.

2. The method for detecting and warning deformation and collapse of highway bridges according to claim 1 is characterized in that: The infrared transmitting module and the infrared receiving module in the infrared detection and early warning module are arranged in pairs, and the transmitting power of the infrared transmitting module is adjusted according to the width of the central partition to ensure that the infrared receiving module can receive the infrared signal of the infrared transmitting module when the bridge is not deformed.

3. The method for detecting and warning deformation and collapse of highway bridges according to claim 1 is characterized in that: After completing the deformation and collapse detection of the bridge, display screens and warning systems are arranged in front of and at the entrance of the bridge to issue warnings about the current bridge status.

4. The method for detecting and warning deformation and collapse of highway bridges according to claim 1 is characterized in that: After completing the bridge deformation and collapse detection, the detection results will also be sent to the bridge management center.

5. A method for detecting and warning deformation and collapse of highway bridges, characterized in that: The following steps are involved: Determine the bridge unit length L along the longitudinal direction of the highway bridge; A comprehensive detection and early warning module is respectively arranged in each unit length L at the central partition of the highway bridge, and the comprehensive detection and early warning module includes an infrared transmitting module, an infrared receiving module, an IMU module and a wireless data transmission module; wherein the infrared transmitting module and the infrared receiving module are respectively installed on opposite sides of the central partition, and are used to obtain the bridge displacement signal and connect to the central control system through the wireless data transmission module; the IMU module is installed at the central partition, and is used to obtain the bridge acceleration signal and connect to the central control system through the wireless data transmission module; the setting position of each comprehensive detection and early warning module is marked as a node in the central control system; The bridge displacement signal and acceleration signal are continuously recorded at a certain frequency, and the regression relationship between the acceleration signal and the bridge displacement signal on each side of the bridge is analyzed and calculated; The corresponding displacement data is calculated based on the currently measured acceleration signal and the regression relationship. The actual measured displacement signal is compared and analyzed with the calculated displacement data. At the same time, the infrared intensity received by the infrared receiving module is analyzed and judged: If the difference between the actual measured displacement signal and the calculated displacement data is more than 30%, and the infrared intensity received by a certain infrared receiving module is less than 60% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node has slight deformation; If the difference between the actual measured displacement signal and the calculated displacement data is more than 60%, and the infrared intensity received by a certain infrared receiving module is less than 40% of the average intensity of the top 70% nodes, and this state lasts for more than 30 minutes, it is judged that the bridge at this node is seriously deformed; If the infrared intensity received by a certain infrared receiving module is 0 or the infrared intensity received by multiple adjacent infrared receiving modules is 0, and the variance of the currently measured acceleration data is less than the set threshold N, it is judged that the node has a serious risk of collapse.

6. A method for detecting and warning deformation and collapse of a highway bridge according to claim 5, characterized in that: After the regression relationship between the acceleration signal and the displacement signal of the bridge on each side is obtained through analysis, the method further includes updating and calculating the regression relationship after a fixed period.

7. A method for detecting and warning deformation and collapse of a highway bridge according to claim 5, characterized in that: When comparing and analyzing the actual measured displacement signal with the calculated displacement data, the prerequisites include: the current measured acceleration signal is the same as the acceleration distribution of the bridge under normal conditions.

8. According to the method for detecting and warning deformation and collapse of a highway bridge as described in claim 5, the set threshold N is determined by the following method: after the installation of the comprehensive detection and warning module is completed, the acceleration signal of the bridge when heavy vehicles pass by is collected and counted, and the average value of the acceleration signal is calculated as the set threshold N.

9. According to the method for detecting and warning deformation and collapse of a highway bridge as described in claim 5, after the installation of the comprehensive detection and warning module is completed, it also includes collecting the bridge displacement signal and acceleration signal when heavy vehicles pass by, and analyzing the regression relationship between the bridge acceleration signal and the bridge displacement signal when heavy vehicles pass by, and when judging the deformation of the bridge, excluding the situation where the bridge displacement signal changes due to the passage of heavy vehicles.

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