Prediction method, system and equipment for bridge deck pavement performance, medium and product

Abstract

The invention belongs to the technical field of bridge deck pavement maintenance, and discloses a bridge deck pavement performance prediction method, system, device, medium and product, and the method comprises the following steps: calculating the rut depth at the end of each month within a designed age limit according to a bridge deck pavement rut depth prediction formula; predicting a future accumulated rut depth according to the determined bridge deck pavement rut depth prediction formula; determining a corresponding maintenance scheme according to the predicted accumulated rut depth; and after each maintenance, a new rut depth prediction function is recalculated. According to the method, after each maintenance, the new rut depth is recalculated, so that the long-term prediction of the pavement performance of the bridge floor is realized. According to the method, the long-term economy and the influence on the environment can be considered at the same time, and on the basis of determining the maintenance scheme, the total carbon emission amount of the full-life cycle of bridge deck pavement can be obtained by calculating the sum of the total carbon emission amounts of all stages, so that a more sustainable bridge deck pavement solution is realized.

Description

Technical Field

[0001] The present invention belongs to the technical field of bridge deck pavement maintenance, and in particular relates to a method, system, equipment, medium and product for predicting bridge deck pavement performance. Background Art

[0002] In today's construction field, bridges are important transportation infrastructure, and their pavement performance directly affects traffic safety and efficiency. However, bridge pavement not only faces the challenge of maintenance costs, but also must take into account environmental impacts, especially carbon emissions. In this context, it is particularly important to develop an analysis method that considers both bridge pavement performance and comprehensive emissions and economy. In traditional bridge pavement maintenance decision-making methods, most only consider the cost and economic benefits of bridge pavement maintenance plans, and rarely consider the impact on the environment during the maintenance process.

[0003] The Chinese patent publication number is CN114582121A, and the name is a patent application for a road network-level full-life maintenance optimization method considering carbon emissions, which includes the following steps: S1: confirm the maintenance cycle of the road network to be optimized, obtain the driving quality parameters of each section of the road network to be optimized, and construct the road performance decay model of each section of the road network to be optimized; S2: establish a carbon emission estimation model and calibrate the carbon emission model parameters; S3: establish the objective function of the carbon emission estimation model; S4: establish an upper model of the optimization method, and the constraints of the upper model include capital constraints, maintenance means uniqueness constraints, decay and maintenance state constraints; S5: confirm the maintenance method according to the driving quality of the road surface; S6: establish a lower model of the optimization method, and the lower model is a user equilibrium model; S7: solve the upper model and the lower model to obtain the optimal maintenance plan. The method of this patent application does not consider the performance of the bridge deck pavement after maintenance, and cannot make long-term predictions on the bridge deck pavement performance. Summary of the invention

[0004] In order to overcome the problems existing in the above-mentioned prior art, the purpose of the present invention is to provide a method, system, equipment, medium and product for predicting the bridge deck pavement performance, which predicts the rutting depth by the cumulative number of equivalent design axle load actions each month, represents the bridge deck pavement performance by the rutting depth, and recalculates the new rutting depth after each maintenance, thereby realizing the long-term prediction of the bridge deck pavement performance.

[0005] To achieve the above object, the technical solution adopted by the present invention is: In a first aspect, the present invention provides a method for predicting bridge deck pavement performance, comprising the following steps: Obtain the cumulative number of equivalent design axle load actions on the road section each month and the average monthly temperature of the area over the years, and match the temperature data with the cumulative number of equivalent design axle load actions each month; Calculate the rutting depth at the end of each month within the design life according to the bridge deck pavement rutting depth prediction formula; The prediction formula for bridge deck pavement rutting depth is:

[0006] Where: t is the month; is the function for predicting the cumulative rutting depth at the end of month t; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted; Predicting the future accumulated rutting depth according to the determined bridge deck pavement rutting depth prediction formula; Determine the corresponding maintenance plan based on the predicted cumulative rutting depth; After each maintenance, the new rutting depth prediction function is recalculated.

[0007] Optionally, the parameters to be fitted in the bridge deck pavement rutting depth prediction formula are determined through an accelerated loading experiment.

[0008] Optionally, after each maintenance, the formula for recalculating a new rutting depth prediction function is:

[0009] in: Predict the rutting depth at the end of the jth maintenance for the kth scheme; For the A maintenance plan; For the The jth maintenance in the maintenance plan; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted, which is determined by accelerated loading experiment.

[0010] Optionally, according to the predicted future cumulative rutting depth, repair is performed when the rutting depth is greater than or equal to 10 mm.

[0011] Optionally, The calculation formula is:

[0012] in: For the expected service life of the maintenance plan, it is assumed that the bridge deck pavement reaches the end of its service life when the rutting depth reaches 20 mm; For the The expected service life of each maintenance plan is set at the end of the service life of the bridge deck pavement when the rutting depth reaches 20mm; It is the design service life of the bridge deck pavement.

[0013] Optionally, the total carbon emissions of the bridge deck pavement over its entire life cycle are calculated based on the determined maintenance plan, including the following steps: determining the carbon dioxide conversion coefficient of various materials in the maintenance plan; determining the carbon emissions during the construction period; determining the carbon emissions from daily maintenance; determining the total carbon emissions from each stage of the maintenance project; calculating the sum of the carbon emissions from the construction period, the carbon emissions from daily maintenance, and the total carbon emissions from each stage of the maintenance project to obtain the total carbon emissions of the bridge deck pavement over its entire life cycle.

[0014] In a second aspect, the present invention provides a bridge deck pavement performance prediction system, comprising: The data acquisition system is used to obtain the cumulative number of equivalent design axle load actions on the road section each month and the average monthly temperature of the area over the years, and to correspond the temperature data with the cumulative number of equivalent design axle load actions each month; The first calculation module is used to calculate the rutting depth at the end of each month within the design life according to the bridge deck pavement rutting depth prediction formula; the bridge deck pavement rutting depth prediction formula is:

[0015] Where: t is the month; is the function for predicting the cumulative rutting depth at the end of month t; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted; The second calculation module is used to predict the future accumulated rutting depth according to the determined bridge deck pavement rutting depth prediction formula; A scheme selection module is used to determine the corresponding maintenance scheme according to the predicted cumulative rutting depth; The third calculation module is used to recalculate a new rutting depth prediction function after each maintenance.

[0016] In a third aspect, the present invention provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method for predicting the bridge deck pavement performance when executing the computer program.

[0017] In a fourth aspect, the present invention provides a computer-readable storage medium storing a computer program, wherein the computer program implements the method for predicting the bridge deck pavement performance when executed by a processor.

[0018] In a fifth aspect, the present invention provides a computer program product comprising a computer-readable medium, on which a computer-readable program code is contained, and the program code executes the method for predicting the performance of the bridge deck pavement.

[0019] Compared with the prior art, the present invention has the following beneficial effects: The present invention provides a method, system, equipment, medium and product for predicting bridge deck pavement performance. The method of the present invention not only considers performance factors, but also considers environmental impact assessment through temperature. This comprehensive method allows for the selection of bridge deck pavement design and maintenance plans while taking into account long-term economic efficiency as well as environmental impact, thereby achieving a more sustainable bridge deck pavement solution. Through this method, a more accurate economic evaluation can be provided for different bridge deck pavement materials and structural combination plans, helping decision makers make more informed choices. The rutting depth is predicted by the cumulative number of equivalent design axle load actions each month, and the bridge deck pavement performance is represented by the rutting depth. After each maintenance, the new rutting depth is recalculated, thereby achieving long-term prediction of the bridge deck pavement performance.

[0020] Furthermore, based on the maintenance plan, the present invention can calculate the total carbon emissions during the entire life cycle of the bridge deck pavement by adding the carbon emissions during the construction period and the carbon emissions during daily maintenance to the total carbon emissions during each stage of the maintenance project. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

[0022] In the attached picture: Figure 1 This is a schematic diagram of the method flow of Example 1 of the present invention; Figure 2 The prediction of the cumulative number of equivalent design axle load actions for permanent deformation of the asphalt mixture layer within 20 years in the embodiment of the present invention; Figure 3 This is a rutting depth prediction diagram of scheme 1 of embodiment 2 of the present invention; Figure 4 This is a rutting depth prediction diagram of scheme 2 of embodiment 2 of the present invention; Figure 5 This is a rutting depth prediction diagram of scheme 3 of embodiment 2 of the present invention; Figure 6 This is a comparison chart of the full life cycle economic consumption and carbon emissions of the three solutions in Example 2 of the present invention. DETAILED DESCRIPTION

[0023] In order to enable those skilled in the art to better understand the technical solutions in the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings 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 should fall within the scope of protection of the present invention.

[0024] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which the present invention belongs. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0025] It should be noted that in the claims, any reference signs placed between brackets shall not be construed as limiting the claims. The word "comprising" does not exclude the presence of components or steps not listed in the claims. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The present application may be implemented by means of hardware comprising several different components and by means of a suitably programmed computer. In a unit claim enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third etc. does not indicate any order. These words may be interpreted as names. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined. The present invention is described in detail below with reference to the accompanying drawings.

[0026] A method for predicting bridge deck pavement performance of the present invention comprises the following steps: Obtain the cumulative number of equivalent design axle load actions on the road section each month and the average monthly temperature of the area over the years, and match the temperature data with the cumulative number of equivalent design axle load actions each month; Calculate the rutting depth at the end of each month within the design life according to the bridge deck pavement rutting depth prediction formula; The prediction formula for bridge deck pavement rutting depth is:

[0027] Where: t is the month; is the function for predicting the cumulative rutting depth at the end of month t; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted; Predicting the future accumulated rutting depth according to the determined bridge deck pavement rutting depth prediction formula; Determine the corresponding maintenance plan based on the predicted cumulative rutting depth; After each maintenance, the new rutting depth prediction function is recalculated.

[0028] The present invention predicts the rutting depth by the cumulative number of equivalent design axle load actions each month, represents the bridge deck pavement performance by the rutting depth, and recalculates the new rutting depth after each maintenance, thereby achieving long-term prediction of the bridge deck pavement performance.

[0029] The present invention takes into account the impact of temperature on the rutting depth of the road surface. When selecting the bridge deck pavement design and maintenance plan, it can take into account the long-term economic efficiency as well as the environmental impact, thereby achieving a more sustainable bridge deck pavement solution. This method can provide a more accurate economic evaluation for different bridge deck pavement materials and structural combination solutions, helping decision makers make more informed choices.

[0030] Example 1 The purpose of the present invention is to overcome the shortcomings of the traditional bridge deck pavement maintenance decision-making system and to propose a method for predicting bridge deck pavement performance.

[0031] To achieve the above purpose, the present invention firstly establishes a maintenance timing determination model for bridge deck pavement throughout its life cycle based on relevant documents and specifications of pavement engineering, calculates the engineering budget and carbon emissions on this basis, and finally proposes a comprehensive evaluation model for the economic efficiency and carbon emissions of bridge deck pavement throughout its life cycle. The specific technical scheme is as follows: A method for analyzing the economic efficiency and carbon emissions of a full life cycle maintenance plan for bridge deck pavement, the specific steps are as follows: 1) Determine the type of bridge deck damage and life expectancy Step 1: According to the design documents, find the meteorological data of the area, obtain the cumulative number of equivalent design axle load actions on the road section each month and the average monthly temperature of the area over the years, and match the temperature data with the cumulative number of equivalent design axle load actions each month.

[0032] Step 2: Calculate the rutting depth at the end of each month within the design life according to the bridge deck pavement rutting depth prediction formula, as shown in the following formula:

[0033] Where: t is the month; is the rutting depth prediction function; is the function for predicting the cumulative rutting depth at the end of month t; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted, which is determined by accelerated loading experiment.

[0034] 2) Maintenance engineering design Step 1: Based on the determined initial bridge deck pavement rutting depth exponential function , draw the road rutting depth prediction curve.

[0035] According to the RD range for feasible maintenance and the RD value for corrective maintenance as stipulated in the specifications, it is determined that for rutting damage, when RD≤10mm, preventive maintenance should be carried out; when 10≤RD≤20, corrective maintenance can be carried out; when RD≥20, major repairs should be carried out.

[0036] Step 2: Based on the time between the new construction of the bridge deck and the first repair maintenance and the time range for preventive maintenance, determine a variety of preventive maintenance plans that meet the specifications: Option 1: Whenever the bridge deck pavement RD reaches 10mm, micro-surfacing preventive maintenance is carried out until the bridge deck pavement reaches the design service life T. The materials used for micro-surfacing are all epoxy resin asphalt mixture, and an epoxy resin bonding layer is applied on the original road surface to ensure that the newly laid asphalt mixture has good adhesion with the original road surface; Option 2: Whenever the bridge deck RD reaches 15mm, micro-surfacing rutting filling is performed first, followed by micro-surfacing sealing, until the bridge deck reaches the designed service life T. The materials used for in-situ hot recycling are all epoxy resin asphalt mixtures. Before micro-surfacing rutting filling, an epoxy resin bonding layer should be applied on the original road surface to ensure that the newly laid asphalt mixture has good adhesion to the original road surface; Option 3: No maintenance measures are taken. When the bridge deck paving RD reaches 20mm, the upper layer of the bridge deck paving is directly milled and re-paved until the bridge deck paving reaches the design service life T. After milling, an epoxy resin bonding layer should be applied on the original road surface, and the upper layer can be paved after curing.

[0037] Step 3: For each solution, after each maintenance, a new rutting depth prediction function needs to be calculated , calculated as follows:

[0038] in: Predict the rutting depth at the end of the jth maintenance for the kth scheme; For the A maintenance plan; For the The jth maintenance in the maintenance plan; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted, which is determined by accelerated loading experiment.

[0039] Step 4: Record the time point of each preventive maintenance for each plan as , according to the prediction function of rutting depth after each maintenance obtained in step 3 , in the original Time point corresponding to the rutting depth index prediction curve Draw the new rutting depth prediction curve after the first maintenance , at the time point Draw the new rutting depth prediction curve after the second maintenance , and so on, at the internal time point [0, T] of the bridge deck pavement design service life Draw the predicted curve of rutting depth after maintenance .

[0040] Example 2 1) Asphalt layer life estimation Taking the commonly used epoxy asphalt bridge deck pavement as an example, the bridge deck pavement consists of a 6cm epoxy asphalt mixture layer (4.5cm upper layer + 1.5cm lower layer) and a lower steel bridge deck. The entire bridge is designed to have four lanes, the width of the bridge deck pavement is 23.5m, and the total length of the bridge is about 1km. The actual rutting depth of the bridge deck pavement is obtained through accelerated loading tests. The coupling calculation method considers the influence of load and temperature field on the permanent deformation of the pavement layer, and then comprehensively considers the temperature, thickness, and equivalent axle load action times of each structural layer of the road surface. The undetermined coefficient method is used to give the bridge deck pavement rutting prediction formula. Finally, the parameters are determined through regression analysis to obtain the prediction formula. The bridge deck pavement rutting depth prediction formula is shown as follows: (2.1) Where: — predicted cumulative rutting depth at the end of the i-th load unit; —Temperature, modulus, thickness of the AC layer of the road under the i-th load unit, and vertical compressive strain at the top of the steel bridge deck; —Corresponds to Number of equivalent axle load actions; —The number of equivalent axle load actions of the i-th loading unit.

[0041] In the above formula, temperature Obtained from the monthly average temperature data of the region over the years; vertical compressive strain at the top of the roadbed According to the finite element analysis of the pavement structure, the thickness of the road AC layer of the i-th load unit is the initial road AC layer thickness (10cm in this example) minus the rutting depth calculated in the previous unit. The equivalent axle load action times are obtained from traffic data surveys; the AC layer modulus of the road under the i-th load unit is calculated as follows, based on the initial AC layer modulus of the road The modulus of each load unit after loading can be obtained:

[0042]

[0043]

[0044] Where: —Cumulative fatigue damage rate of asphalt mixture layer at the end of the i-th loading interval; —Normalized bending-tensile strain energy of the bottom of the asphalt mixture layer in the i-th loading interval; —Normalized strain energy refers to tensile strain, which is 1.54×10-4; —Normalized strain energy reference modulus, take 700MPa —The initial road AC layer modulus is 30000MPa.

[0045] According to the traffic volume survey and analysis, the cumulative number of equivalent design axle load actions on the permanent deformation of the asphalt mixture layer within 20 years after construction is calculated, and the result is Figure 2 Results shown.

[0046] 2) Maintenance engineering design Step 1: Based on the determined initial bridge deck pavement rutting depth exponential function , draw the road rutting depth prediction curve. According to the RD range of feasible maintenance and the RD value of repair maintenance specified in the specification, it is determined that for rutting damage, when RD≤10mm, preventive maintenance should be carried out; when 10≤RD≤20, repair maintenance can be carried out, and when RD≥20, major repairs should be carried out. The analysis period is set as the design service life of the bridge deck pavement [0-240 months].

[0047] Step 2: Based on the time between the new construction of the bridge deck and the first repair maintenance and the time range for preventive maintenance, and based on existing research results, determine a variety of preventive maintenance plans that meet the specifications: Option 1: Whenever the bridge deck pavement RD reaches 10mm, micro-surfacing preventive maintenance is carried out until the bridge deck pavement reaches the design service life T. The materials used for micro-surfacing are all epoxy resin asphalt mixture, and an epoxy resin bonding layer is applied on the original road surface to ensure that the newly laid asphalt mixture has good adhesion with the original road surface; Option 2: Whenever the bridge deck RD reaches 15mm, micro-surfacing rutting filling is performed first, followed by micro-surfacing sealing, until the bridge deck reaches the designed service life T. The materials used for in-situ hot recycling are all epoxy resin asphalt mixtures. Before micro-surfacing rutting filling, an epoxy resin bonding layer should be applied on the original road surface to ensure that the newly laid asphalt mixture has good adhesion to the original road surface; Option 3: No maintenance measures are taken. When the bridge deck paving RD reaches 20mm, the upper layer of the bridge deck paving is directly milled and re-paved until the bridge deck paving reaches the design service life T. After milling, an epoxy resin bonding layer should be applied on the original road surface, and the upper layer can be paved after curing.

[0048] Step 3: For each solution, after each maintenance, a new rutting depth prediction function needs to be calculated , calculated as follows:

[0049] in: —No. A maintenance plan; —No. The jth maintenance in the maintenance plan; —No. The temperature of the AC layer of the road in the tth month of each maintenance plan; —No. Modulus of the tth month of each maintenance plan; —No. Thickness in the tth month of each maintenance plan; —No. The vertical compressive strain at the top of the roadbed in the tth month of each maintenance plan; After each maintenance of the rutted part, since the AC layer of the road changes from a single-layer structure to a multi-layer structure, and the modulus of the original AC layer of the road is not consistent with the modulus of the overlay layer, it is necessary to calculate the equivalent layer modulus as follows:

[0050]

[0051] Where: , —Equivalent layer modulus (MPa) and thickness (mm); , — Modulus (MPa) and thickness (mm) of the AC layer of the original road; , —Modus (MPa) and thickness (mm) of overlay layer.

[0052] 3) Full life cycle economic analysis Step 1: Determine the daily maintenance costs. Daily maintenance costs mainly include the treatment of some minor road diseases or the maintenance of the road's ancillary facilities. The cost is determined by the maintenance level standard set by the maintenance department and is recorded as , calculated by the following formula:

[0053] in, — Daily maintenance cost per unit area of ​​bridge deck pavement per unit time; —Total bridge deck pavement area; —The length of the analysis period, i.e. the design service life of the bridge deck pavement.

[0054] According to the "Guangxi Highway Daily Maintenance Budget Indicators (2020)", when the average daytime and nighttime traffic volume is less than 15,000, Take 2997.8 yuan per 1000 square meters per year to calculate the total cost of daily maintenance It is 224,835 yuan.

[0055] In this example, the width of a single tire rutting strip is 0.2m. Under the standard axle load, each lane has 4 rutting strips and the width of a single lane is 3.75m.

[0056] Step 2: Determine the maintenance project cost. This part is determined by the specific maintenance project construction organization design. The cost of a maintenance plan is calculated as follows:

[0057] in, —No. Maintenance plan The total cost of each maintenance project; Solution 1: According to engineering experience, the price of epoxy resin bonding layer is about 24.2 yuan per square meter, and the price of micro-surfacing preventive maintenance is about 20 yuan per square meter. In 20 years, a total of 10 micro-surfacing preventive maintenances were carried out. Yuan Plan 2: Compared with Plan 1, Plan 2 requires rutting filling before micro-surfacing. According to engineering experience, the price of rutting filling 15mm per square meter is about 22.9 yuan. A total of 4 maintenances were carried out in 20 years. Yuan Solution 3: According to engineering experience, the cost of milling the bridge deck at the ruts to pave the 4.5 cm upper layer is about 3.1 yuan per square meter, and the cost of re-paving the upper layer of epoxy resin asphalt mixture at the ruts is about 84.0 yuan per cubic meter. Yuan Step 3: Determine the residual value of the road surface. The residual value of the road surface indicates the use value of the road surface's traffic capacity during its remaining service life. The residual value of the road surface is calculated based on the ratio of the remaining life to the expected service life, as follows:

[0058] in, —No. The residual value of the bridge deck pavement under each maintenance plan; —Time from the last maintenance point to the end of the analysis period (month); —No. The expected service life of each maintenance plan is set at the end of the service life of the bridge deck pavement when the rutting depth reaches 20mm; —No. The total cost of the maintenance plan.

[0059] Option 1: Yuan Option 2: Yuan Option 3: Yuan Step 4: Calculate carbon emissions costs Step 1: Determine the carbon dioxide conversion coefficient of various materials. The specific process is as follows: Calculate the carbon emission factor of the material: When the material is a fossil fuel, its carbon emission factor is divided into the carbon emission factor of the production stage EF'CO2i and the carbon emission factor of the combustion stage EF''CO2i. The carbon emission factor of the whole process EFCO2i is equal to the carbon emission factor of the combustion stage plus the carbon emission factor of the production stage. The specific calculation method is:

[0060] When the material is an engineering material (including one or more combinations of asphalt, epoxy resin, and crushed stone), its carbon emission factor is the carbon emission factor of the production stage.

[0061] Calculate the carbon emission factor of electric energy: The above electric carbon emission factor is often calculated by the marginal carbon emission factor of electricity ( ) and capacity marginal carbon emission factor ( ) for statistical calculation. When calculating engineering carbon emissions, the average of the two is taken as the power carbon emission factor. The specific calculation method is:

[0062] The two carbon emission factors mentioned above are obtained from the "National Greenhouse Gas Emission Guidelines" issued by the IPCC. At the same time, the carbon emission factors of various materials, energy, and engineering equipment can be obtained by referring to the "National Greenhouse Gas Emission Guidelines".

[0063] Step 2: Determine carbon emissions during the construction period. In the initial construction project, the main sources of carbon emissions include carbon emissions from production materials, carbon emissions from transportation materials, and carbon emissions from construction machinery during the construction phase. According to the initial construction organization design, determine the materials and equipment consumed in the construction plan, and the consumption of machinery hours, and then determine the material production volume during the material production phase, material transportation phase, and construction phase. , equipment, machinery fuel consumption and power consumption .

[0064] Referring to the "Guangxi Highway Maintenance Budget Quota (2020)", the construction drawing budget document can obtain the various consumptions during the bridge deck pavement construction period.

[0065] Based on the obtained carbon emission factors of various materials, the total carbon emissions at each stage of the construction period are calculated as follows:

[0066] in, —In the initial construction The substance in Amount used in each stage (t or m³ or kWh); -substance Carbon emission factor (kg / t or kg / m³ or kg / kWh); —Total carbon emissions during initial construction (kg) The total carbon emissions of initial construction can be obtained 119332.82 kg Step 3: Determine the carbon emissions of daily maintenance The carbon emissions from daily maintenance depend on the daily maintenance methods in the maintenance level standards set by the maintenance department. The average monthly carbon emissions over the entire bridge deck pavement life cycle are calculated based on the daily maintenance methods. , and then calculate the daily maintenance carbon emissions by the following formula :

[0067] in, —Carbon emissions per unit time from daily maintenance of bridge deck pavement; —The length of the analysis period, i.e. the design service life of the bridge deck pavement.

[0068] Take the average monthly carbon emissions of daily maintenance of bridge deck pavement The total carbon emissions from daily maintenance is 64048.82 kg per year. It is 1280976.4 kilograms.

[0069] Step 4: Determine the carbon emissions of maintenance projects. In maintenance projects, the main sources of carbon emissions include carbon emissions from production materials, carbon emissions from transportation materials, and carbon emissions from construction machinery during the construction phase. According to the initial construction organization design, determine the consumption of materials, equipment, and machine hours in the construction plan, and then determine the material production volume during the material production phase, material transportation phase, and construction phase. , equipment, machinery fuel consumption and power consumption .

[0070] Referring to the "Guangxi Highway Maintenance Budget Quota (2020)", the construction drawing budget document is available, and the various consumptions of the bridge deck pavement maintenance project are available.

[0071] According to the carbon emission factors of various materials obtained in step 1, the total carbon emissions of each stage of the maintenance project are calculated as follows:

[0072] in, —No. Maintenance plan The substance in Amount used in each stage (t or m³ or kWh, etc.); -substance Carbon emission factor (kg / t or kg / m³ or kg / kWh); —Maintenance Engineering Total carbon emissions per maintenance plan (kg) The total carbon emissions of maintenance measures in scheme 1 are calculated as follows: The total carbon emissions of the maintenance measures in Scheme 2 is 176,451.62 kg. The total carbon emissions of the maintenance measures in Plan 3 are 92836.12 kg. It is 169034.96 kilograms.

[0073] Step 5: Calculate carbon emission costs. First, calculate the total carbon emissions of the bridge deck pavement throughout its life cycle based on the carbon emissions generated at each stage of the bridge deck pavement obtained in steps 2, 3, and 4. , calculated as follows:

[0074] in, —No. The total carbon emissions of bridge deck pavement over its entire life cycle under the three maintenance plans.

[0075] Calculated kilogram; kilogram; kilogram; Take the carbon emission coefficient of standard coal and standard coal price =1kg / yuan, calculate the Carbon emission costs of bridge deck pavement under different maintenance plans :

[0076] in, —No. Total carbon emissions of bridge deck pavement over its entire life cycle under each maintenance plan; —Carbon emission coefficient of standard coal.

[0077] The carbon emission cost of bridge deck pavement under the first maintenance plan The carbon emission cost of bridge deck pavement under the second maintenance plan is 545,591.92 yuan. The carbon emission cost of bridge deck pavement under the third maintenance plan is 516,659.29 yuan. It is 543025.67 yuan.

[0078] 4) Economic analysis of maintenance plan Step 1: Calculate the The total value of various maintenance costs incurred during the maintenance plan analysis period , calculated as follows:

[0079] in, — Initial construction costs of bridge deck pavement; —No. The total daily maintenance cost of each maintenance plan during the life of the bridge deck pavement; —No. Total cost of maintenance plan; —No. Carbon emission costs of bridge deck paving under each maintenance plan; —No. The residual value of the pavement under a maintenance plan.

[0080] Calculated Yuan; Yuan; Yuan.

[0081] Step 2: The total value of each maintenance cost under each maintenance plan obtained in step 1 , compare and get the minimum total value of each maintenance cost in all maintenance plans, that is, , the corresponding maintenance plan is the most economical maintenance plan among all maintenance plans, that is, Plan 3 is the most economical maintenance plan among all the listed maintenance plans.

[0082] Example 3 Based on the bridge deck pavement performance prediction method of Example 1, a bridge deck pavement performance prediction system is disclosed, including: The data acquisition system is used to obtain the cumulative number of equivalent design axle load actions on the road section each month and the average monthly temperature of the area over the years, and to correspond the temperature data with the cumulative number of equivalent design axle load actions each month; The first calculation module is used to calculate the rutting depth at the end of each month within the design life according to the bridge deck pavement rutting depth prediction formula; the bridge deck pavement rutting depth prediction formula is:

[0083] Where: t is the month; is the function for predicting the cumulative rutting depth at the end of month t; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted; The second calculation module is used to predict the future accumulated rutting depth according to the determined bridge deck pavement rutting depth prediction formula; A scheme selection module is used to determine the corresponding maintenance scheme according to the predicted cumulative rutting depth; The third calculation module is used to recalculate a new rutting depth prediction function after each maintenance.

[0084] Example 4 The purpose of this embodiment is to provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method for predicting the performance of the bridge deck pavement when executing the computer program.

[0085] Example 5 The purpose of this embodiment is to provide a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for predicting the bridge deck pavement performance is implemented.

[0086] Example 6 The purpose of this embodiment is to provide a computer program product including a computer-readable medium, on which a computer-readable program code is contained, and the program code executes the method for predicting the performance of the bridge deck pavement.

[0087] The steps involved in the devices of the above embodiments 3, 4, 5 and 6 correspond to those of the method embodiment 1. For the specific implementation methods, please refer to the relevant description part of embodiment 1.

[0088] It should be understood by those skilled in the art that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes. The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks. These computer program instructions may also be stored in a computer readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes. These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0089] Unless otherwise specified, the working modes or control modes involved in the above embodiments are all conventional working modes or control modes in the art.

[0090] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application. Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Other modifications or equivalent substitutions made to the technical solution of the present invention by ordinary technicians in the field should be included in the scope of the claims of the present invention as long as they do not depart from the spirit and scope of the technical solution of the present invention.

Claims

1. A method for predicting bridge deck pavement performance, characterized in that: The following steps are involved: Obtain the cumulative number of equivalent design axle load actions on the road section each month and the average monthly temperature of the area over the years, and match the temperature data with the cumulative number of equivalent design axle load actions each month; Calculate the rutting depth at the end of each month within the design life according to the bridge deck pavement rutting depth prediction formula; The prediction formula for bridge deck pavement rutting depth is: Where: t is the month; is the predicted cumulative rutting depth function at the end of month t; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted; Predicting the future accumulated rutting depth according to the determined bridge deck pavement rutting depth prediction formula; Determine the corresponding maintenance plan based on the predicted cumulative rutting depth; After each maintenance, the new rutting depth prediction function is recalculated.

2. A method for predicting bridge deck pavement performance according to claim 1, characterized in that: The parameters to be fitted in the bridge deck pavement rutting depth prediction formula are determined through accelerated loading experiments.

3. A method for predicting bridge deck pavement performance according to claim 1, characterized in that: After each maintenance, the formula for recalculating the new rutting depth prediction function is: in: Predict the rutting depth at the end of the jth maintenance for the kth scheme; For the A maintenance plan; For the The jth maintenance in the maintenance plan; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted, which is determined by accelerated loading experiment.

4. A method for predicting bridge deck pavement performance according to claim 1, characterized in that: Based on the predicted future cumulative rutting depth, repairs are carried out when the rutting depth is greater than or equal to 10 mm.

5. The method for predicting bridge deck pavement performance according to claim 1, characterized in that: The calculation formula is: in: For the expected service life of the maintenance plan, it is assumed that the bridge deck pavement reaches the end of its service life when the rutting depth reaches 20 mm; For the The expected service life of each maintenance plan is set at the end of the service life of the bridge deck pavement when the rutting depth reaches 20mm; It is the design service life of the bridge deck pavement.

6. A method for predicting bridge deck pavement performance according to claim 1, characterized in that: According to the determined maintenance plan, the total carbon emissions of the bridge deck pavement over its entire life cycle are calculated, including the following steps: determining the carbon dioxide conversion coefficients of various materials in the maintenance plan; determining the carbon emissions during the construction period; determining the carbon emissions from daily maintenance; determining the total carbon emissions from each stage of the maintenance project; calculating the sum of the carbon emissions from the construction period, the carbon emissions from daily maintenance, and the total carbon emissions from each stage of the maintenance project to obtain the total carbon emissions of the bridge deck pavement over its entire life cycle.

7. A bridge deck pavement performance prediction system, characterized in that: include: The data acquisition system is used to obtain the cumulative number of equivalent design axle load actions on the road section each month and the average monthly temperature of the area over the years, and to correspond the temperature data with the cumulative number of equivalent design axle load actions each month; The first calculation module is used to calculate the rutting depth at the end of each month within the design life according to the bridge deck pavement rutting depth prediction formula; the bridge deck pavement rutting depth prediction formula is: Where: t is the month; is the predicted cumulative rutting depth function at the end of month t; is the temperature of the AC layer of the road in month t, is the modulus, is the thickness, is the vertical compressive strain at the top of the roadbed; To correspond to Number of equivalent axle load actions; is the number of equivalent axle load actions on the loading unit in the tth month; is the parameter to be fitted; The second calculation module is used to predict the future accumulated rutting depth according to the determined bridge deck pavement rutting depth prediction formula; A scheme selection module is used to determine the corresponding maintenance scheme according to the predicted cumulative rutting depth; The third calculation module is used to recalculate a new rutting depth prediction function after each maintenance.

8. An electronic device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the method for predicting the bridge deck pavement performance as claimed in any one of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for predicting the bridge deck pavement performance according to any one of claims 1 to 6 is implemented.

10. A computer program product comprising a computer readable medium, characterized in that The computer-readable medium contains a computer-readable program code, and the program code executes the method for predicting bridge deck pavement performance according to any one of claims 1-6.

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