Bridge safety assessment method and device in large vehicle transportation, medium and equipment

Abstract

The invention relates to a bridge safety assessment method and device in large vehicle transportation, a medium and equipment, and relates to the technical field of bridge safety, and the method comprises the steps: obtaining at least one actual driving position and a corresponding actual driving speed of a target large vehicle in a to-be-assessed bridge in a time period from the bridge getting-on time to the current time; constructing a target finite element model corresponding to the to-be-evaluated bridge at the current time, and determining an index value of a safety evaluation index of the to-be-evaluated bridge based on the target finite element model; if the index value exceeds the corresponding safety threshold, determining whether the bridge to be evaluated has potential safety hazards at the current time; and if yes, determining an actual dangerous part in the to-be-evaluated bridge, and giving out bridge safety early warning for the actual dangerous part. The method has the effect of improving the accuracy of bridge safety assessment.

Description

Technical Field

[0001] The present application relates to the field of bridge safety technology, and in particular to a method, device, medium and equipment for evaluating bridge safety in large-scale vehicle transportation. Background Art

[0002] Large vehicles refer to vehicles specially used to transport large, non-detachable objects of special specifications such as overweight, overlength, overwidth or overheight. It is a special means of transportation that not only carries important industrial equipment and components, but also reflects the high degree of specialization and technicalization of modern logistics and transportation. With the acceleration of industrialization and the increase in major engineering projects, large vehicles play an increasingly important role in the national economy. At the same time, with the increasing demand for the transportation of large items such as large industrial equipment and heavy machinery, large vehicles frequently pass through various bridges. The loads generated on the bridge structure far exceed those of ordinary vehicles, posing a huge challenge to the safety of the bridge. Once a safety accident occurs on the bridge when a large vehicle passes, it will not only cause huge economic losses, but may also endanger the lives of people. Therefore, there is an urgent need for a safety assessment method for bridges during the transportation of large vehicles.

[0003] At present, the safety assessment of bridges during the transportation of large vehicles is usually carried out by regularly conducting static inspections of bridges, such as appearance inspections and non-destructive inspections, so as to achieve a safety assessment of bridges and reduce the risk of safety problems when large vehicles are transported on bridge decks. However, since the loads on bridges generated by large vehicles during transportation on bridges change dynamically, the safety risks of bridges also change dynamically. Therefore, this type of bridge safety assessment is difficult to reflect the safety status of bridges during the transportation of large vehicles in real time, resulting in low accuracy of bridge safety assessment. Summary of the invention

[0004] In order to improve the accuracy of bridge safety assessment, the present application provides a method, device, medium and equipment for bridge safety assessment during large vehicle transportation.

[0005] In a first aspect of the present application, a method for evaluating bridge safety during heavy-duty vehicle transportation is provided, which specifically includes: Obtain at least one actual driving position and corresponding actual driving speed of the target large vehicle on the bridge to be evaluated during the period from the time of boarding the bridge to the current time; Constructing a target finite element model corresponding to the bridge to be evaluated at the current time, and determining the index value of the safety assessment index of the bridge to be evaluated based on the target finite element model; If the index value exceeds the corresponding safety threshold, then based on each of the actual driving positions, each of the actual driving speeds, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval, determine whether the bridge to be evaluated currently has a safety hazard, the target driving speed interval being a driving speed interval that is likely to affect the safety of the bridge when the target large vehicle drives to the corresponding target driving area; If so, the actual dangerous parts of the bridge to be evaluated are determined, and a bridge safety warning is issued for the actual dangerous parts.

[0006] By adopting the above technical solution, after obtaining at least one actual driving position and the corresponding actual driving speed of the target large vehicle in the bridge to be evaluated, a target finite element model is constructed, so as to better analyze the stress condition of the bridge to be evaluated with the target large vehicle driving at the current time, and then determine the index value of the safety assessment index used to evaluate the safety of the bridge to be evaluated. If the index value exceeds the corresponding safety threshold, it means that the safety risk of the bridge to be evaluated at the current time is relatively high, and there is a high possibility of safety hazards. It is necessary to further verify whether there are real safety hazards, so as to accurately conduct a safety assessment of the bridge to be evaluated. Then, based on the actual driving speed and actual driving area of ​​the target large vehicle, combined with the target driving area and at least one corresponding target driving speed interval, the safety impact of the target large vehicle on the bridge to be evaluated at the current time is analyzed, and then it is verified whether there are safety hazards, thereby improving the accuracy of the bridge safety assessment.

[0007] Optionally, the determining whether there is a safety hazard in the bridge to be evaluated at the current time based on each of the actual driving positions, each of the actual driving speeds, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval, specifically includes: Determine the target vehicle model of the target large-sized vehicle and the single large-sized item being transported, and obtain the historical driving area where safety hazards have occurred when the target vehicle model transported the single large-sized item across the bridge to be evaluated; Counting the first occurrence times of each of the historical driving areas, and selecting the first historical driving area from each of the historical driving areas in descending order of the first occurrence times as the target driving area; Obtaining historical speed intervals in which large vehicles passed through a single target driving area and causing safety hazards, counting the second number of occurrences of each of the historical speed intervals, and selecting the second number of historical speed intervals from each of the historical speed intervals in descending order of the second number of occurrences as the target driving speed interval of the corresponding target driving area; Calculating a first weight of each target driving area and a second weight of each corresponding target driving speed interval, wherein the first weight is a ratio of a first occurrence number of each target driving area to a sum of first occurrence numbers of all target driving areas, and the second weight is a ratio of a second occurrence number of a single target driving speed interval corresponding to the target driving area to a sum of second occurrence numbers of all corresponding target driving speed intervals; It is determined whether there is a safety hazard in the bridge to be evaluated at the current time according to the actual driving positions, the actual driving speeds, the first weights and the corresponding second weights.

[0008] By adopting the above technical scheme, the greater the first number of occurrences, the more likely it is that the bridge will have safety hazards when the target large vehicle travels to the corresponding historical driving area, and the target driving area is determined; the greater the second number of occurrences, the more likely the speed will be within the corresponding historical speed range when the bridge has safety hazards when traveling to the target driving area, and the target driving speed range is determined. Finally, by combining the first weight and the corresponding second weight, the possibility of the target large vehicle causing safety hazards on the bridge when traveling to the current time is analyzed, and then it is accurately determined whether there are real safety hazards on the bridge to be evaluated at the current time.

[0009] Optionally, determining whether there is a safety hazard at the bridge to be evaluated at the current time according to each of the actual driving positions, each of the actual driving speeds, the first weights and the corresponding second weights specifically includes: If the actual driving position is within the target driving area, the corresponding actual driving position is determined as a key driving position, the target driving area where the key driving position is located is determined as a key driving area, and the actual driving speed corresponding to the key driving position is determined as a key driving speed; When the key driving speed is included in each target driving speed interval corresponding to the key driving area, the target driving speed interval including the key driving speed is determined as the key driving speed interval, and a first product of a first weight of each key driving area and a second weight of the corresponding key driving speed interval is calculated; The first products are summed to obtain a sum of the first products. If the sum of the first products is greater than a preset first threshold, it is determined that the bridge to be evaluated currently has a safety hazard.

[0010] By adopting the above technical solution, the larger the first product is, the greater the possibility that the bridge to be evaluated will have safety hazards when the target large-sized vehicle drives to the corresponding key driving area. Finally, the sum of the first products is summed to obtain the sum of the first products. The larger the sum of the first products is, the greater the overall possibility that the target large-sized vehicle will have safety hazards when driving on the bridge at the current time. If the sum of the first products is greater than the preset first threshold, it means that the possibility of safety hazards in the bridge to be evaluated at the current time is relatively high, and it is determined that the bridge to be evaluated has safety hazards at the current time, thereby ensuring the accuracy of the safety assessment of the bridge to be evaluated when the target large-sized vehicle is driving.

[0011] Optionally, the method further includes: Obtain historical dangerous parts of the bridge to be evaluated when a large vehicle passes through a single target driving area and poses a safety hazard, and count the third occurrence number of each historical dangerous part; According to the descending order of the third occurrence number, the historical dangerous location with the third number is selected from each of the historical dangerous locations to be determined as the target dangerous location of the corresponding target driving area; Calculating a third weight of each target dangerous part corresponding to each target driving area, wherein the third weight is a ratio of a third occurrence number of a single target dangerous part corresponding to the target driving area to a sum of third occurrence numbers of all corresponding target dangerous parts; The target driving area contained in the remaining bridge deck of the bridge to be evaluated is determined as an important driving area, and based on the actual dangerous parts, the first weights of each of the important driving areas and the third weights, the driving reminder information for the target large vehicle is determined, and the driving reminder information includes reminder information of the driving route and driving speed.

[0012] By adopting the above technical solution, the greater the third occurrence number, the more likely it is that the corresponding historical dangerous parts will exist when the vehicle encounters safety hazards when driving to the target driving area, and then the target dangerous parts corresponding to the target driving area are determined. Finally, combined with the first weight of the important driving area and the third weight of the target dangerous parts, the occurrence of bridge safety hazards and the corresponding dangerous parts when the target large vehicle continues to drive down are analyzed, and then the target large vehicle is reminded to drive, thereby reducing the impact on bridge safety when crossing the bridge.

[0013] Optionally, the determining of the driving reminder information for the target large vehicle based on the actual dangerous part, the first weight of each of the important driving areas, and the third weight specifically includes: When the actual dangerous part exists in each target dangerous part corresponding to a single important driving area, the corresponding important driving area is determined as a reference driving area, and a second product of the first weight of the single reference driving area and the third weight of the corresponding actual dangerous part is calculated; Summing each of the second products to obtain a corresponding sum of the second products, and if the sum of the second products is greater than a preset second threshold, determining at least one set of driving areas that the target large vehicle passes through from the current position to leaving the bridge deck, the driving area set including at least one reference driving area; Calculating and summing the third product of the first weight of each reference driving area in the single driving area set and the third weight of the corresponding actual dangerous part to obtain the corresponding sum of the third products; Selecting the minimum sum of the third products from the sums of the third products, determining the driving area set corresponding to the minimum sum of the third products as the important driving area set, and determining the appropriate driving route of the target large vehicle based on the important driving area set; An appropriate driving speed range for the target large-sized vehicle to leave the bridge to be evaluated is determined, and driving reminder information for the target large-sized vehicle is determined based on the appropriate driving route and the appropriate driving speed range.

[0014] By adopting the above technical solution, the larger the sum of the second products, the greater the overall possibility that the target large vehicle will continue to drive towards the remaining bridge deck and cause safety problems at the actual dangerous parts. If the sum of the second products is greater than the preset second threshold, it means that the overall possibility of continuing to drive and causing the actual dangerous parts is relatively large, and there is a high probability that the safety problems at the actual dangerous parts will be aggravated. The larger the sum of the third products, the greater the possibility that the target large vehicle will cause safety problems at the actual dangerous parts when passing through each reference driving area in the corresponding driving area set when leaving the bridge deck. Further, the driving area set corresponding to the minimum sum of the third products is determined as the important driving area set, that is, when the target large vehicle leaves the bridge deck, the possibility of causing safety problems at the actual dangerous parts when passing through the driving area in the important driving area set is the smallest, and there is a high probability that the safety problems at the actual dangerous parts will not be aggravated. Then, based on the important driving area set, the appropriate driving route of the target large vehicle is determined, thereby reducing the safety impact of the subsequent driving of the target large vehicle on the bridge.

[0015] Optionally, determining a suitable driving speed range for the target large vehicle to leave the bridge to be evaluated specifically includes: Determine each reference driving area in the important driving area set as a driving route area, and calculate a fourth product of the first weight of each driving route area and the second weight of each corresponding target driving speed interval; Selecting at least one target fourth product from the fourth products corresponding to each of the driving route areas, and summarizing the target driving speed intervals corresponding to the target fourth products to obtain a corresponding speed interval set, wherein the target fourth product is less than a preset product threshold; Intersecting the speed interval sets to obtain a driving speed intersection interval, determining a target driving speed interval including the driving speed intersection interval as a final driving speed interval, calculating a fifth product of the first weight of each driving route area and the second weight of the corresponding final driving speed interval and summing them to obtain a final product sum; If the final sum of the products is less than a preset first threshold, the driving speed intersection interval is determined as a suitable driving speed interval.

[0016] By adopting the above technical solution, the larger the fourth product is, the greater the possibility of causing bridge safety hazards when driving at a speed within the corresponding target driving speed interval in the driving route area. Furthermore, the target large-sized vehicle is less likely to cause bridge safety hazards when driving to the driving route area at a speed within the target driving speed interval corresponding to the target fourth product. The larger the sum of the final products is, the greater the overall possibility of the target large-sized vehicle causing bridge safety problems after traveling through each driving route area. If the sum of the final products is less than the first threshold, indicating that the overall possibility of causing bridge safety problems is small, then this driving speed intersection interval is defined as a suitable driving speed interval. When the subsequent target large-sized vehicle drives at a speed within this suitable driving speed interval on a suitable driving route, it will not only not aggravate the safety problems of the current actual dangerous parts, but also have a relatively small impact on bridge safety.

[0017] Optionally, the method further includes: Determine the target driving area where the actual driving position is located as the driving area requiring attention, and when the actual dangerous part exists in each target dangerous part corresponding to the driving area requiring attention, calculate the weight product of the first weight of each driving area requiring attention and the third weight of the corresponding actual dangerous part; The weight products are summed to obtain the corresponding sum of the weight products. If the sum of the weight products is greater than a preset second threshold, the rationality check of the actual dangerous part is passed.

[0018] The issuing of bridge safety warning for the actual dangerous parts specifically includes: After the verification is passed, a bridge safety warning is issued for the actual dangerous parts.

[0019] By adopting the above technical solution, the larger the weight product, the greater the possibility that the target large vehicle will cause safety problems in the actual dangerous parts when it drives to the corresponding driving area that needs attention. Furthermore, the larger the sum of the weight products, the greater the overall possibility that the target large vehicle will cause safety problems in the actual dangerous parts during the time from the time of getting on the bridge to the current time when driving on the bridge to be evaluated. If the sum of the weight products is greater than the second threshold, it means that there is a high possibility that there are safety problems in the actual dangerous parts at the current time, and the rationality check of the actual dangerous parts passes. Finally, after the check passes, a bridge safety warning is issued for this actual dangerous part, and the bridge maintenance personnel are promptly reminded to go for inspection.

[0020] In a second aspect of the present application, a device for evaluating bridge safety during large-scale vehicle transportation is provided, which specifically includes: An information acquisition module, used to acquire at least one actual driving position and corresponding actual driving speed of the target large vehicle on the bridge to be evaluated during the period from the time of boarding the bridge to the current time; An index determination module is used to construct a target finite element model corresponding to the bridge to be evaluated at the current time, and determine the index value of the safety assessment index of the bridge to be evaluated based on the target finite element model; A safety verification module, for determining whether there is a safety hazard at the bridge to be evaluated at the current time, if the indicator value exceeds the corresponding safety threshold, based on each of the actual driving positions, each of the actual driving speeds, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval, wherein the target driving speed interval is a driving speed interval that is likely to affect the safety of the bridge when the target large vehicle travels to the corresponding target driving area; The safety warning module is used to determine the actual dangerous parts in the bridge to be evaluated and issue a bridge safety warning for the actual dangerous parts.

[0021] By adopting the above technical solution, the information acquisition module obtains at least one actual driving position and corresponding actual driving speed of the target large vehicle. Then the index determination module determines the index value of the safety assessment index of the bridge to be evaluated based on the target finite element model. Then, when the index value exceeds the corresponding safety threshold, the safety verification module determines whether there is a safety hazard at the current time of the bridge to be evaluated. Finally, when the safety warning module determines that there is a safety hazard, it issues a bridge safety warning for the actual dangerous part.

[0022] In a third aspect of the present application, a computer-readable storage medium is provided, in which a computer program is stored. When the computer program is loaded and executed by a processor, the method steps described in any one of the first aspects are performed.

[0023] In a fourth aspect of the present application, an electronic device is provided, specifically comprising: A processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the processor is used to load and execute the computer program stored in the memory so that the electronic device performs the method as described in any one of the first aspects.

[0024] In summary, the present application includes at least one of the following beneficial technical effects: constructing a target finite element model to better analyze the stress conditions of the bridge to be evaluated with the target large vehicle traveling at the current time, and then determining the index value of the safety assessment index used to evaluate the safety of the bridge to be evaluated. If the index value exceeds the corresponding safety threshold, it means that the safety risk of the bridge to be evaluated at the current time is relatively high, and there is a high possibility of safety hazards. It is necessary to further verify whether there are real safety hazards, so as to accurately conduct a safety assessment of the bridge to be evaluated. Then, based on the actual driving speed and actual driving area of ​​the target large vehicle, combined with the target driving area and at least one corresponding target driving speed interval, analyze the safety impact of the target large vehicle on the bridge to be evaluated at the current time, and then verify whether there are safety hazards, thereby improving the accuracy of the bridge safety assessment. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a flow chart of a bridge safety assessment method in large-scale vehicle transportation provided by an embodiment of the present application; Figure 2 It is a flow chart of another bridge safety assessment method in large-scale vehicle transportation provided by an embodiment of the present application; Figure 3 It is a structural schematic diagram of a bridge safety assessment device in large-scale vehicle transportation provided by an embodiment of the present application; Figure 4 It is a structural schematic diagram of another bridge safety assessment device in large-scale vehicle transportation provided in an embodiment of the present application.

[0026] Explanation of the accompanying drawings: 11. Information acquisition module; 12. Index determination module; 13. Safety verification module; 14. Safety warning module; 15. Driving reminder module; 16. Part verification module. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments.

[0028] In the description of the embodiments of the present application, the term "and / or" is only a kind of association relationship describing the associated objects, indicating that there may be three kinds of relationships, for example, A and / or B, which can represent: A exists alone, B exists alone, and A and B exist at the same time. In addition, unless otherwise specified, the meaning of the term "multiple" refers to two or more. For example, multiple systems refer to two or more systems, and multiple screen terminals refer to two or more screen terminals. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the indicated technical features. Thus, the features defined as "first" and "second" can explicitly or implicitly include one or more of the features. The terms "include", "comprise", "have" and their variations all mean "including but not limited to", unless otherwise specifically emphasized.

[0029] See also Figure 1 The embodiment of the present application discloses a flow chart of a bridge safety assessment method for large-scale vehicle transportation, which can be implemented by a computer program or run on a bridge safety assessment device for large-scale vehicle transportation based on the von Neumann system. The computer program can be integrated into an application or run as an independent tool application, specifically including: S101: Obtain at least one actual driving position and corresponding actual driving speed of a target large vehicle on a bridge to be evaluated during a period from a time of boarding the bridge to a current time.

[0030] Specifically, in the embodiment of the present application, the bridge-boarding time is the time point when the target large-sized vehicle drives onto the bridge to be evaluated. The target large-sized vehicle is a transport vehicle for transporting large items such as large industrial equipment or heavy machinery and equipment, and can be a trailer or a high-low truck. The bridge to be evaluated is a bridge on which a target large-sized vehicle is currently driving and the safety of the target large-sized vehicle passing through needs to be evaluated. The actual driving position is the driving position of the target large-sized vehicle from the beginning of the bridge-boarding to the current time, and the actual driving speed is the driving speed of the target large-sized vehicle when it is at the corresponding actual driving position.

[0031] In addition, the executor of a bridge safety assessment method in large-scale vehicle transportation in an embodiment of the present application may be a server, and the server is wirelessly connected to the on-board terminal and the terminal of the target large-scale vehicle, the terminal is a smart phone or a personal computer of a bridge maintenance personnel, and the server may be an independent physical server or a server cluster composed of multiple physical servers. A common implementation scenario is: after the server determines through assessment that there is a safety risk to the bridge when the target large-scale vehicle is traveling on the bridge to be assessed, a bridge safety warning is issued to the terminal, so that the bridge maintenance personnel can go to the bridge for inspection and troubleshooting in time, and at the same time send corresponding driving suggestions to the on-board terminal, thereby reducing the safety risk of the bridge and improving driving safety.

[0032] Furthermore, the server is also wirelessly connected to the radar speed meter and depth camera preset on the bridge to be evaluated. The radar speed meter can detect the speed of large vehicles traveling on the bridge in real time. The depth camera can detect the three-dimensional spatial information of large vehicles traveling on the bridge in real time, and then determine the driving position information of the large vehicles. In an embodiment of the present application, a feasible way to obtain the actual driving position and the corresponding actual driving speed is: from the detection records of the radar speed meter and the depth camera, obtain at least one actual driving position and the corresponding actual driving speed of the target large vehicle in the period from the time of getting on the bridge to the current time.

[0033] S102: constructing a target finite element model corresponding to the bridge to be evaluated at the current time, and determining the index value of the safety assessment index of the bridge to be evaluated based on the target finite element model.

[0034] Specifically, the finite element model is used to subdivide a complex problem space or domain into many small, simpler parts (finite elements), and the behavior of each finite element can be described by a relatively simple equation. In this way, the finite element model can simulate physical phenomena such as stress, strain, temperature, fluid flow, etc. of complex structures, and is widely used in various engineering problems, such as structural analysis. In an embodiment of the present application, a feasible way to construct a target finite element model is to obtain the weight and axle weight distribution information of the target large vehicle through the weight sensor and wheelbase sensor installed on the target large vehicle, and further, through the key parts of the bridge to be evaluated, such as the top of the pier, the mid-span of the bridge, and the bridge monitoring sensors set at the support, the bridge monitoring sensors include but are not limited to strain gauges, acceleration sensors, displacement sensors, etc., to obtain the strain, vibration acceleration, displacement, etc. of the bridge to be evaluated during the driving process of the target large vehicle. Data reflecting the actual state of the bridge. Then, based on the design drawings of the bridge to be evaluated, the corresponding three-dimensional geometric model is determined by CAD software, and then the three-dimensional geometric model is imported into the preset finite element analysis software, the three-dimensional geometric model is divided into finite element grids, and the actual support of the bridge is simulated by setting boundary conditions. At the same time, based on the weight, axle weight distribution information and current position of the target large vehicle, the load is applied to the bridge to be evaluated, and finally the target finite element model corresponding to the bridge to be evaluated at the current time is obtained, wherein the finite element analysis software can be ANSYS software or ABAQUS. This is a prior art and will not be repeated here. Further, in an embodiment of the present application, the safety assessment index of the bridge to be evaluated can be the maximum stress ratio, and in other embodiments, it can also be a fatigue damage index. Through the finite element analysis software, based on the target finite element model, the stress values ​​of each part of the bridge to be evaluated are determined, and the maximum stress value is selected therefrom, and the ratio of the maximum stress value to the preset allowable stress value, that is, the index value of the maximum stress ratio, is calculated, so as to determine the index value of the safety assessment index of the bridge to be evaluated.

[0035] S103: If the indicator value exceeds the corresponding safety threshold, determine whether there is a safety hazard in the bridge to be evaluated at the current time based on each actual driving position, each actual driving speed, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval.

[0036] Specifically, if the indicator value exceeds the corresponding safety threshold, it means that the safety risk of the bridge to be evaluated is high at the current time, and there is a high possibility of safety hazards. It is necessary to further verify whether there are real safety hazards, so as to accurately evaluate the safety of the bridge to be evaluated, facilitate the subsequent more accurate bridge safety warning, and avoid false triggering of warnings. A feasible way is: based on the image information of the target large vehicle obtained by the camera, the target model of the target large vehicle in the image information and the single large item transported are identified through the preset photo recognition tool software. Then, the bridge safety personnel retrieve the historical judgment records of the safety risks that occurred when the historical large vehicles passed the bridge based on the visualization platform of the bridge to be evaluated. The visualization platform displays the data information of various dimensions of the bridge and the driving conditions of the large vehicles on the bridge deck. The historical judgment records include the model of the large vehicle that passed, the items transported, and the historical driving area where the bridge was located when the safety risk occurred. Based on the historical judgment records, the historical driving areas where safety hazards occurred when the target vehicle type transported a single large item across the bridge to be evaluated are obtained, the first occurrence number of each historical driving area is counted, and the first historical driving area is selected from each historical driving area in descending order of the first occurrence number to determine it as the target driving area, that is, the area where the target large vehicle is prone to safety hazards when crossing the bridge. Further, through the speed measurement record of the radar speed gun, the historical speed interval in which the driving speed of the historical large vehicle when passing through a single target driving area has safety hazards is obtained, the second occurrence number of each historical speed interval is counted, and the second historical speed interval is selected from each historical speed interval in descending order of the second occurrence number to determine it as the target driving speed interval of the corresponding target driving area, that is, the driving speed interval where safety hazards are prone to occur in the target driving area.

[0037] Further, the first weight of each target driving area and the second weight of each corresponding target driving speed interval are calculated, the first weight is the ratio of the first occurrence number of each target driving area to the sum of the first occurrence numbers of all target driving areas, and the second weight is the ratio of the second occurrence number of a single target driving speed interval corresponding to the target driving area to the sum of the second occurrence numbers of all corresponding target driving speed intervals. Further, according to the first weight and the corresponding second weight, it is determined whether there is a safety hazard at the current time, and the specific process is: if the actual driving position is within the target driving area, the corresponding actual driving position is determined as the key driving position, the target driving area where the key driving position is located is determined as the key driving area, and the actual driving speed corresponding to the key driving position is determined as the key driving speed. Then, when the key driving speed is included in each target driving speed interval corresponding to the key driving area, the target driving speed interval including the key driving speed is determined as the key driving speed interval. The first product of the first weight of each key driving area and the second weight of the corresponding key driving speed interval is calculated, and the larger the first product is, the greater the possibility that the bridge to be evaluated will have a safety hazard when the target large vehicle drives to the corresponding key driving area. Finally, the sum of the first products is obtained by summing up the first products. The larger the sum of the first products is, the greater the overall possibility that the target large vehicle will encounter safety hazards when driving on the bridge at the current time. If the sum of the first products is greater than the preset first threshold, it means that the bridge to be evaluated is more likely to have safety hazards at the current time, and it is determined that the bridge to be evaluated has safety hazards at the current time, thereby ensuring the accuracy of the safety assessment of the bridge to be evaluated when the target large vehicle is driving.

[0038] S104: If yes, then determine the actual dangerous parts of the bridge to be evaluated, and issue a bridge safety warning for the actual dangerous parts.

[0039] Specifically, if it is determined that there are safety hazards in the bridge to be evaluated at the current time, the finite element analysis software can be used to determine the part with the largest stress value in the bridge to be evaluated based on the target finite element model. The part is more likely to have safety problems such as fatigue damage or cracks, and it is determined as the actual dangerous part of the bridge to be evaluated. Finally, a bridge safety warning for this actual dangerous part is sent to the terminal of the bridge maintenance personnel, reminding the bridge maintenance personnel to go there in time to investigate the safety problem.

[0040] See also Figure 2 The present application embodiment discloses a flow chart of another method for evaluating the safety of bridges in large-scale vehicle transportation, which can be implemented by a computer program or run on a device for evaluating the safety of bridges in large-scale vehicle transportation based on the von Neumann system. The computer program can be integrated into an application or run as an independent tool application, specifically including: S201: Obtain at least one actual driving position and corresponding actual driving speed of the target large vehicle on the bridge to be evaluated during the period from the time of boarding the bridge to the current time.

[0041] S202: constructing a target finite element model corresponding to the bridge to be evaluated at the current time, and determining the index value of the safety assessment index of the bridge to be evaluated based on the target finite element model.

[0042] S203: If the indicator value exceeds the corresponding safety threshold, determine whether there is a safety hazard in the bridge to be evaluated at the current time based on each actual driving position, each actual driving speed, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval.

[0043] S204: If yes, then determine the actual dangerous parts of the bridge to be evaluated, and issue a bridge safety warning for the actual dangerous parts.

[0044] For details, please refer to steps S101-S104, which will not be described in detail here.

[0045] S205: Obtain historical dangerous parts of the bridge to be evaluated when a large vehicle passes through a single target driving area and poses a safety hazard, and count the third occurrence number of each historical dangerous part.

[0046] S206: selecting the historical dangerous location with the third number of occurrences from each historical dangerous location in descending order as the target dangerous location of the corresponding target driving area.

[0047] S207: Calculate the third weight of each target dangerous part corresponding to each target driving area.

[0048] Specifically, in the embodiment of the present application, the above historical determination record also includes the dangerous parts of the bridge to be evaluated when the historical large-sized vehicle travels to the historical driving area and determines that there are safety hazards, that is, the bridge parts that are prone to safety problems. When there are safety hazards on the bridge, the dangerous parts can be the key parts of the bridge, such as the top of the pier, the middle of the bridge span, the support, etc. Further, based on the above historical determination record, the historical dangerous parts of the bridge to be evaluated when the historical large-sized vehicle passes through a single target driving area and there are safety hazards, and the third number of occurrences of each historical dangerous part is counted. The larger the third number of occurrences, the more likely it is that the corresponding historical dangerous part exists when the vehicle travels to the target driving area and there are safety hazards. According to the order of the third number of occurrences from large to small, the historical dangerous part with the third number is selected from each historical dangerous part to be determined as the target dangerous part of the corresponding target driving area, that is, the bridge part that is prone to safety problems. Further, the third weight of each target dangerous part corresponding to each target driving area is calculated, and the third weight is the ratio of the third number of occurrences of a single target dangerous part corresponding to the target driving area to the sum of the third number of occurrences of all corresponding target dangerous parts.

[0049] S208: Determine the target driving area included in the remaining bridge deck of the bridge to be evaluated as an important driving area, and determine driving reminder information for the target large vehicle based on the actual dangerous parts, the first weights and the third weights of each important driving area.

[0050] Specifically, after each third weight is determined, the remaining bridge deck of the bridge to be evaluated is determined according to the current position of the target large vehicle on the bridge to be evaluated, that is, the bridge deck area that the target large vehicle has not yet entered. The target driving area contained in the remaining bridge deck is determined as an important driving area. Then, when there is an actual dangerous part in each target dangerous part corresponding to a single important driving area, the corresponding important driving area is determined as a reference driving area, and the second product of the first weight of each reference driving area and the third weight of the corresponding actual dangerous part is calculated. The larger the second product, the more likely the target large vehicle will cause safety problems in the actual dangerous part when it continues to drive on the bridge deck and drives to the corresponding reference driving area. The second products are summed to obtain the corresponding sum of the second products. The larger the sum of the second products, the greater the overall possibility that the target large vehicle will continue to drive on the remaining bridge deck and cause safety problems in the actual dangerous part. If the sum of the second products is greater than the preset second threshold, it means that the overall possibility of continuing to drive causing the actual dangerous part is relatively high, and the safety problem of this actual dangerous part is likely to be aggravated. Then, the preset VISSIM tool is used to simulate at least one set of driving areas that the target large vehicle may pass through when leaving the bridge deck from the current position. The driving area set includes at least one reference driving area and may also include driving areas that are not the target driving areas.

[0051] Furthermore, the third product of the first weight of each reference driving area in each driving area set and the third weight of the corresponding actual dangerous part is calculated and summed to obtain the corresponding sum of the third products. The larger the sum of the third products, the greater the possibility that the target large vehicle will cause safety problems at the actual dangerous part when passing through each reference driving area in the corresponding driving area set when leaving the bridge deck. Then, the minimum sum of the third products is selected from the sums of the third products, and the driving area set corresponding to the minimum sum of the third products is determined as the important driving area set, that is, when the target large vehicle leaves the bridge deck, the possibility of causing safety problems at the actual dangerous part when passing through the driving area in the important driving area set is the smallest, and the safety problems at the actual dangerous part will not be aggravated with a high probability. Then, the centers of various driving areas in the important driving area set are connected to obtain the appropriate driving route of the target large vehicle.

[0052] Furthermore, the appropriate driving speed interval for the target large-sized vehicle to leave the bridge to be evaluated is determined. A feasible determination method is: determine each reference driving area in the set of important driving areas as a driving route area, calculate the fourth product of the first weight of each driving route area and the second weight of each corresponding target driving speed interval, the larger the fourth product, the greater the possibility of causing bridge safety hazards when driving at a speed within the corresponding target driving speed interval in the driving route area. Further, at least one target fourth product is selected from each fourth product corresponding to each driving route area, and the target large-sized vehicle is less likely to cause bridge safety hazards when driving to the driving route area at a speed within the target driving speed interval corresponding to the target fourth product. The target driving speed intervals corresponding to each target fourth product are summarized to obtain a speed interval set of the corresponding driving route area, wherein the target fourth product is less than a preset product threshold.

[0053] Furthermore, the intersection of each speed interval set is obtained to obtain the intersection of each set, that is, the driving speed intersection interval, and the target driving speed interval containing this driving speed intersection interval is determined as the final driving speed interval, and the fifth product of the first weight of each driving route area and the second weight of the corresponding final driving speed interval is calculated and summed to obtain the final product sum. The larger the final product sum is, the greater the overall possibility of the target large vehicle causing bridge safety problems after driving through each driving route area. If the final product sum is less than the first threshold, it means that the overall possibility of causing bridge safety problems is small, then this driving speed intersection interval is regarded as the appropriate driving speed interval, and when the subsequent target large vehicle drives on the appropriate driving route at a speed within this appropriate driving speed interval, it will not only not aggravate the safety problem of the current actual dangerous part, but also have a relatively small impact on bridge safety.

[0054] In one embodiment, after the current actual dangerous part is determined, the target driving area where the actual driving position is located is determined as the driving area that needs attention. When the actual dangerous part exists in each target dangerous part corresponding to the driving area that needs attention, the weight product of the first weight of the driving area that needs attention and the third weight of the corresponding actual dangerous part is calculated. The larger the weight product, the greater the possibility of causing safety problems in the actual dangerous part when the target large vehicle drives to the corresponding driving area that needs attention. Further, the sum of each weight product is summed to obtain the corresponding sum of weight products. The larger the sum of weight products, the greater the overall possibility of the target large vehicle causing safety problems in the actual dangerous part during the period from the time of going on the bridge to the current time. If the sum of weight products is greater than the second threshold, it means that the actual dangerous part is likely to have a safety problem at the current time, and the rationality check of the actual dangerous part is passed. Finally, after the check is passed, a bridge safety warning is issued for this actual dangerous part to remind the bridge maintenance personnel to go for investigation in time.

[0055] The implementation principle of a bridge safety assessment method in large-scale vehicle transportation in an embodiment of the present application is as follows: construct a target finite element model to better analyze the stress condition of the bridge to be assessed on which the target large-scale vehicle is traveling at the current time, and then determine the index value of the safety assessment index used to assess the safety of the bridge to be assessed. If the index value exceeds the corresponding safety threshold, it means that the safety risk of the bridge to be assessed at the current time is relatively high, and there is a high possibility of safety hazards. It is necessary to further verify whether there are real safety hazards, so as to accurately conduct a safety assessment of the bridge to be assessed. Then, based on the actual driving speed and actual driving area of ​​the target large-scale vehicle, combined with the target driving area and at least one corresponding target driving speed interval, the safety impact of the target large-scale vehicle on the bridge to be assessed at the current time is analyzed, and then it is verified whether there are safety hazards, thereby improving the accuracy of the bridge safety assessment.

[0056] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0057] See also Figure 3 , is a schematic diagram of the structure of the bridge safety assessment device for large-scale vehicle transportation provided in an embodiment of the present application. The bridge safety assessment device for large-scale vehicle transportation can be implemented as all or part of the device through software, hardware or a combination of both. The device includes an information acquisition module 11, an indicator determination module 12, a safety verification module 13 and a safety warning module 14.

[0058] The information acquisition module 11 is used to obtain at least one actual driving position and corresponding actual driving speed of the target large vehicle on the bridge to be evaluated during the period from the time of boarding the bridge to the current time; The indicator determination module 12 is used to construct a target finite element model corresponding to the bridge to be evaluated at the current time, and determine the indicator value of the safety assessment indicator of the bridge to be evaluated based on the target finite element model; The safety verification module 13 is used to determine whether there is a safety hazard in the bridge to be evaluated at the current time based on each actual driving position, each actual driving speed, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval if the indicator value exceeds the corresponding safety threshold, wherein the target driving speed interval is a driving speed interval that is likely to affect the safety of the bridge when the target large vehicle drives to the corresponding target driving area; The safety warning module 14 is used to determine the actual dangerous parts in the bridge to be evaluated and issue a bridge safety warning for the actual dangerous parts.

[0059] Optionally, the safety verification module 13 is specifically used for: Determine the target model of the target large-sized vehicle and the single large-sized item being transported, and obtain the historical driving areas where safety hazards have occurred when the target model of the target large-sized vehicle transported a single large-sized item across the bridge to be evaluated; Count the first occurrence times of each historical driving area, and select the first historical driving area from each historical driving area in descending order of the first occurrence times to determine it as the target driving area; Obtain the historical speed intervals in which the large-sized vehicles passed through a single target driving area and encountered safety hazards, count the second occurrence times of each historical speed interval, and select the second historical speed interval from each historical speed interval in descending order of the second occurrence times to determine it as the target driving speed interval of the corresponding target driving area; Calculate a first weight of each target driving area and a second weight of each corresponding target driving speed interval, wherein the first weight is a ratio of a first occurrence number of each target driving area to a sum of first occurrence numbers of all target driving areas, and the second weight is a ratio of a second occurrence number of a single target driving speed interval corresponding to the target driving area to a sum of second occurrence numbers of all corresponding target driving speed intervals; According to each actual driving position, each actual driving speed, the first weight and each corresponding second weight, it is determined whether there is a safety hazard at the bridge to be evaluated at the current time.

[0060] Optionally, the safety verification module 13 is specifically used for: If the actual driving position is within the target driving area, the corresponding actual driving position is determined as the key driving position, the target driving area where the key driving position is located is determined as the key driving area, and the actual driving speed corresponding to the key driving position is determined as the key driving speed; When the key driving speed is included in each target driving speed interval corresponding to the key driving area, the target driving speed interval including the key driving speed is determined as the key driving speed interval, and a first product of a first weight of each key driving area and a second weight of the corresponding key driving speed interval is calculated; The first products are summed to obtain the sum of the first products. If the sum of the first products is greater than a preset first threshold, it is determined that the bridge to be evaluated has a safety hazard at the current time.

[0061] Optional, such as Figure 4 As shown, the device also includes a driving reminder module 15, which is specifically used for: Obtain the historical dangerous parts of the bridge to be evaluated when a large vehicle passes through a single target driving area and there are safety hazards, and count the third occurrence times of each historical dangerous part; According to the order of the third occurrence number from large to small, the historical dangerous part with the third number is selected from each historical dangerous part to be determined as the target dangerous part of the corresponding target driving area; Calculating the third weight of each target dangerous part corresponding to each target driving area, where the third weight is the ratio of the third occurrence number of a single target dangerous part corresponding to the target driving area to the sum of the third occurrence numbers of all corresponding target dangerous parts; The target driving area contained in the remaining bridge deck of the bridge to be evaluated is determined as an important driving area, and based on the actual dangerous parts, the first weights and the third weights of each important driving area, the driving reminder information for the target large vehicle is determined, and the driving reminder information includes reminder information on the driving route and driving speed.

[0062] Optionally, the driving reminder module 15 is specifically used for: When there is an actual dangerous part in each target dangerous part corresponding to a single important driving area, the corresponding important driving area is determined as a reference driving area, and a second product of a first weight of the single reference driving area and a third weight of the corresponding actual dangerous part is calculated; The second products are summed to obtain the corresponding sum of the second products. If the sum of the second products is greater than a preset second threshold, at least one set of driving area sets that the target large vehicle passes through from the current position to the time when it leaves the bridge deck is determined, and the driving area set includes at least one reference driving area; Calculating and summing the third product of the first weight of each reference driving area in the single driving area set and the third weight of the corresponding actual dangerous part to obtain the corresponding sum of the third products; Selecting the minimum sum of the third products from the sums of the third products, determining the driving area set corresponding to the minimum sum of the third products as the important driving area set, and determining a suitable driving route for the target large vehicle based on the important driving area set; Determine the appropriate driving speed range for the target large vehicle to leave the bridge to be evaluated, and determine the driving reminder information for the target large vehicle based on the appropriate driving route and the appropriate driving speed range.

[0063] Optionally, the driving reminder module 15 is specifically used for: Determine each reference driving area in the important driving area set as a driving route area, and calculate a fourth product of the first weight of each driving route area and the second weight of each corresponding target driving speed interval; Selecting at least one target fourth product from the fourth products corresponding to each driving route area, and summarizing the target driving speed intervals corresponding to the target fourth products to obtain a corresponding speed interval set, wherein the target fourth product is less than a preset product threshold; Intersecting each speed interval set to obtain a driving speed intersection interval, determining a target driving speed interval including the driving speed intersection interval as a final driving speed interval, calculating the fifth product of the first weight of each driving route area and the second weight of the corresponding final driving speed interval and summing them to obtain a final product sum; If the final sum of the products is less than a preset first threshold, the driving speed intersection interval is determined as a suitable driving speed interval.

[0064] Optionally, the device further includes a position verification module 16, which is specifically used for: The target driving area where the actual driving position is located is determined as the driving area requiring attention, and when there is an actual dangerous part among the target dangerous parts corresponding to the driving area requiring attention, the weight product of the first weight of each driving area requiring attention and the third weight of the corresponding actual dangerous part is calculated; The weight products are summed to obtain the corresponding sum of the weight products. If the sum of the weight products is greater than a preset second threshold, the rationality check of the actual dangerous part is passed.

[0065] Optionally, the safety warning module 14 is specifically used for: After the verification is passed, a bridge safety warning will be issued for the actual dangerous parts.

[0066] It should be noted that the above-mentioned embodiment provides a bridge safety assessment device for large-scale vehicle transportation, and when executing the bridge safety assessment method for large-scale vehicle transportation, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the bridge safety assessment device for large-scale vehicle transportation and the bridge safety assessment method for large-scale vehicle transportation provided in the above-mentioned embodiment belong to the same concept, and the implementation process thereof is detailed in the method embodiment, which will not be repeated here.

[0067] The embodiment of the present application further discloses a computer-readable storage medium, and the computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, a bridge safety assessment method for large-scale vehicle transportation in the above embodiment is adopted.

[0068] Among them, the computer program can be stored in a computer-readable medium, the computer program includes computer program code, the computer program code can be in the form of source code, object code, executable file or certain middleware, etc. The computer-readable medium includes any entity or device that can carry the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the computer-readable medium includes but is not limited to the above-mentioned components.

[0069] Among them, through this computer-readable storage medium, a bridge safety assessment method in large-scale vehicle transportation of the above embodiment is stored in a computer-readable storage medium, and is loaded and executed on a processor to facilitate the storage and application of the above method.

[0070] An embodiment of the present application also discloses an electronic device, in which a computer program is stored in a computer-readable storage medium. When the computer program is loaded and executed by a processor, the above-mentioned bridge safety assessment method in large-scale vehicle transportation is adopted.

[0071] The electronic device may be a desktop computer, a laptop computer, a cloud server or other electronic device, and the electronic device includes but is not limited to a processor and a memory. For example, the electronic device may also include input and output devices, a network access device, and a bus.

[0072] Among them, the processor can adopt a central processing unit (CPU). Of course, according to actual usage, other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. can also be adopted. The general-purpose processor can adopt a microprocessor or any conventional processor, etc., and this application does not impose any restrictions on this.

[0073] Among them, the memory can be an internal storage unit of the electronic device, such as a hard disk or memory of the electronic device, or it can be an external storage device of the electronic device, such as a plug-in hard disk, a smart memory card (SMC), a secure digital card (SD) or a flash memory card (FC) equipped on the electronic device. Moreover, the memory can also be a combination of an internal storage unit and an external storage device of the electronic device. The memory is used to store computer programs and other programs and data required by the electronic device. The memory can also be used to temporarily store data that has been output or is to be output, and this application does not impose any restrictions on this.

[0074] Among them, through this electronic device, a bridge safety assessment method in large-scale vehicle transportation according to the above embodiment is stored in the memory of the electronic device, and is loaded and executed on the processor of the electronic device for easy use.

[0075] The above is only an exemplary embodiment of the present disclosure and cannot be used to limit the scope of the present disclosure. That is, any equivalent changes and modifications made according to the teachings of the present disclosure are still within the scope of the present disclosure. This application is intended to cover any variation, use or adaptive change of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary technical means in the technical field that are not recorded in the present disclosure. The description and examples are only regarded as exemplary, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. A bridge safety assessment method for large vehicle transportation, characterized in that: The method comprises: Obtain at least one actual driving position and corresponding actual driving speed of the target large vehicle on the bridge to be evaluated during the period from the time of boarding the bridge to the current time; Constructing a target finite element model corresponding to the bridge to be evaluated at the current time, and determining the index value of the safety assessment index of the bridge to be evaluated based on the target finite element model; If the index value exceeds the corresponding safety threshold, then based on each of the actual driving positions, each of the actual driving speeds, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval, determine whether the bridge to be evaluated currently has a safety hazard, the target driving speed interval being a driving speed interval that is likely to affect the safety of the bridge when the target large vehicle drives to the corresponding target driving area; If so, the actual dangerous parts of the bridge to be evaluated are determined, and a bridge safety warning is issued for the actual dangerous parts.

2. The bridge safety assessment method for large-scale vehicle transportation according to claim 1 is characterized in that: The determining whether there is a safety hazard at the bridge to be evaluated at the current time based on the actual driving positions, the actual driving speeds, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval specifically includes: Determine the target vehicle model of the target large-sized vehicle and the single large-sized item being transported, and obtain the historical driving area where safety hazards have occurred when the target vehicle model transported the single large-sized item across the bridge to be evaluated; Counting the first occurrence times of each of the historical driving areas, and selecting the first historical driving area from each of the historical driving areas in descending order of the first occurrence times as the target driving area; Obtaining historical speed intervals in which large vehicles passed through a single target driving area and causing safety hazards, counting the second number of occurrences of each of the historical speed intervals, and selecting the second number of historical speed intervals from each of the historical speed intervals in descending order of the second number of occurrences as the target driving speed interval of the corresponding target driving area; Calculating a first weight of each target driving area and a second weight of each corresponding target driving speed interval, wherein the first weight is a ratio of a first occurrence number of each target driving area to a sum of first occurrence numbers of all target driving areas, and the second weight is a ratio of a second occurrence number of a single target driving speed interval corresponding to the target driving area to a sum of second occurrence numbers of all corresponding target driving speed intervals; It is determined whether there is a safety hazard in the bridge to be evaluated at the current time according to the actual driving positions, the actual driving speeds, the first weights and the corresponding second weights.

3. The bridge safety assessment method for large-scale vehicle transportation according to claim 2 is characterized in that: The determining, based on each of the actual driving positions, each of the actual driving speeds, the first weights and the corresponding second weights, whether the bridge to be evaluated currently has a safety hazard specifically includes: If the actual driving position is within the target driving area, the corresponding actual driving position is determined as a key driving position, the target driving area where the key driving position is located is determined as a key driving area, and the actual driving speed corresponding to the key driving position is determined as a key driving speed; When the key driving speed is included in each target driving speed interval corresponding to the key driving area, the target driving speed interval including the key driving speed is determined as the key driving speed interval, and a first product of a first weight of each key driving area and a second weight of the corresponding key driving speed interval is calculated; The first products are summed to obtain a sum of the first products. If the sum of the first products is greater than a preset first threshold, it is determined that the bridge to be evaluated currently has a safety hazard.

4. The bridge safety assessment method for large-scale vehicle transportation according to claim 2 is characterized in that: The method further comprises: Obtain historical dangerous parts of the bridge to be evaluated when a large vehicle passes through a single target driving area and poses a safety hazard, and count the third occurrence number of each historical dangerous part; According to the descending order of the third occurrence number, the historical dangerous location with the third number is selected from each of the historical dangerous locations to be determined as the target dangerous location of the corresponding target driving area; Calculating a third weight of each target dangerous part corresponding to each target driving area, wherein the third weight is a ratio of a third occurrence number of a single target dangerous part corresponding to the target driving area to a sum of third occurrence numbers of all corresponding target dangerous parts; The target driving area contained in the remaining bridge deck of the bridge to be evaluated is determined as an important driving area, and based on the actual dangerous parts, the first weights of each of the important driving areas and the third weights, the driving reminder information for the target large vehicle is determined, and the driving reminder information includes reminder information of the driving route and driving speed.

5. The bridge safety assessment method for large-scale vehicle transportation according to claim 4 is characterized in that: The determining of the driving reminder information for the target large vehicle based on the actual dangerous part, the first weight of each of the important driving areas, and the third weight specifically includes: When the actual dangerous part exists in each target dangerous part corresponding to a single important driving area, the corresponding important driving area is determined as a reference driving area, and a second product of the first weight of the single reference driving area and the third weight of the corresponding actual dangerous part is calculated; Summing each of the second products to obtain a corresponding sum of the second products, and if the sum of the second products is greater than a preset second threshold, determining at least one set of driving areas that the target large vehicle passes through from the current position to leaving the bridge deck, the driving area set including at least one reference driving area; Calculating and summing the third product of the first weight of each reference driving area in the single driving area set and the third weight of the corresponding actual dangerous part to obtain the corresponding sum of the third products; Selecting the minimum sum of the third products from the sums of the third products, determining the driving area set corresponding to the minimum sum of the third products as the important driving area set, and determining the appropriate driving route of the target large vehicle based on the important driving area set; An appropriate driving speed range for the target large-sized vehicle to leave the bridge to be evaluated is determined, and driving reminder information for the target large-sized vehicle is determined based on the appropriate driving route and the appropriate driving speed range.

6. The bridge safety assessment method for large-scale vehicle transportation according to claim 5 is characterized in that: Determining the appropriate speed range for the target large vehicle to leave the bridge to be evaluated specifically includes: Determine each reference driving area in the important driving area set as a driving route area, and calculate a fourth product of the first weight of each driving route area and the second weight of each corresponding target driving speed interval; Selecting at least one target fourth product from the fourth products corresponding to each of the driving route areas, and summarizing the target driving speed intervals corresponding to the target fourth products to obtain a corresponding speed interval set, wherein the target fourth product is less than a preset product threshold; Intersecting the speed interval sets to obtain a driving speed intersection interval, determining a target driving speed interval including the driving speed intersection interval as a final driving speed interval, calculating a fifth product of the first weight of each driving route area and the second weight of the corresponding final driving speed interval and summing them to obtain a final product sum; If the final sum of the products is less than a preset first threshold, the driving speed intersection interval is determined as a suitable driving speed interval.

7. The bridge safety assessment method for large-scale vehicle transportation according to claim 4 is characterized in that: The method further comprises: Determine the target driving area where the actual driving position is located as the driving area requiring attention, and when the actual dangerous part exists in each target dangerous part corresponding to the driving area requiring attention, calculate the weight product of the first weight of each driving area requiring attention and the third weight of the corresponding actual dangerous part; The weight products are summed to obtain a corresponding sum of the weight products, and if the sum of the weight products is greater than a preset second threshold, the rationality check of the actual dangerous part is passed; The issuing of bridge safety warning for the actual dangerous parts specifically includes: After the verification is passed, a bridge safety warning is issued for the actual dangerous parts.

8. A bridge safety assessment device for large vehicle transportation, characterized in that: include: An information acquisition module (11) is used to acquire at least one actual driving position and corresponding actual driving speed of the target large vehicle on the bridge to be evaluated during a period from the time of boarding the bridge to the current time; An index determination module (12) is used to construct a target finite element model corresponding to the bridge to be evaluated at the current time, and determine the index value of the safety assessment index of the bridge to be evaluated based on the target finite element model; A safety verification module (13) is used to determine whether there is a safety hazard in the bridge to be evaluated at the current time if the indicator value exceeds the corresponding safety threshold value based on each of the actual driving positions, each of the actual driving speeds, at least one target driving area in the bridge to be evaluated where the target large vehicle is likely to affect the safety of the bridge, and at least one corresponding target driving speed interval, wherein the target driving speed interval is a driving speed interval that is likely to affect the safety of the bridge when the target large vehicle travels to the corresponding target driving area; The safety warning module (14) is used to determine the actual dangerous parts in the bridge to be evaluated, and issue a bridge safety warning for the actual dangerous parts.

9. A computer-readable storage medium having a computer program stored therein, characterized in that: When the computer program is loaded and executed by a processor, the method according to any one of claims 1 to 7 is adopted.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, characterized in that: When the processor loads and executes the computer program, the method according to any one of claims 1 to 7 is adopted.

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