Bridge support column structure reliability design evaluation method

Abstract

The invention discloses a bridge support column structure reliability design evaluation method, and relates to the technical field of bridge design evaluation, and the method comprises the steps: obtaining a first modeling data set based on a bridge support column structure design drawing, and building a to-be-evaluated three-dimensional model and a finite element model; generating a first simulated traffic flow, performing simulation by applying a load to obtain standard state stress data, and performing screening to obtain a key stress surface; the statically-determinate structure creep force of the key stress surface is calculated, and the evaluated damage life is obtained through calculation based on the statically-determinate structure creep force; generating a second simulation traffic flow, performing simulation to obtain offset state stress data of the key stress surface, and performing calculation based on an offset nonlinear regression equation to obtain anti-offset reliability; establishing an anti-impact reliability performance function, generating a simulation impact combination through a Monte Carlo algorithm, and determining an anti-impact reliability simulation value; and based on the anti-offset reliability and the anti-impact reliability, a fusion robustness value is obtained through calculation, and threshold judgment is carried out to obtain an evaluation result.

Description

Technical Field

[0001] The invention relates to the technical field of bridge design evaluation, and in particular to a reliability design evaluation method for a bridge support column structure. Background Art

[0002] In recent years, thanks to the rapid development of computer technology, the evaluation technology of bridge design drawings combined with BIM model and finite element model has been gradually promoted and applied. Support columns are the core components of bridges, and developing efficient evaluation methods for the reliability of bridge support columns is a promising research direction.

[0003] At present, the Chinese invention patent application with application number 201910777308X discloses a method for rapid assessment of the service status of highway column bridge piers. The application includes: using impact response as an excitation, conducting a dynamic response test on highway column bridge piers; conducting an overall soundness assessment on the bridge piers; establishing a simplified model of highway bridge piers; performing parameter identification on the bridge pier model to obtain the concrete stiffness of the pier body, the spring stiffness of the bearings, and the scouring depth of the bridge piers; and then establishing a quantitative assessment criterion for the service status of the bridge piers. The invented method for rapid assessment of the service status of highway column bridge piers is simple to operate, can realize the overall soundness assessment of highway bridge piers, and can further realize the quantitative assessment of the stiffness of the pier body, the spring stiffness of the bearings, and the scouring depth of the bridge piers by using a model correction optimization algorithm, and judge the type, location and degree of the disease, thereby realizing a rapid assessment of the safe service status of highway bridge piers. Summary of the invention

[0004] The technical problem solved by the present invention is that the traditional method needs to analyze the overall structural mechanics when conducting reliability assessment on bridge support columns, which has low calculation efficiency. At the same time, when analyzing bridges located in mountainous terrain, the characteristics of their susceptibility to impact by large-mass entities are not sufficiently considered. In addition, the reliability assessment of bridge support columns is often completely limited to the analysis of mechanical physical quantities, which is complex in calculation and lacks intuitiveness.

[0005] In order to solve the above technical problems, the present invention provides the following technical solutions: A reliability design evaluation method for a bridge support column structure, comprising: Step S1, obtaining a first modeling data set based on a structural design drawing of a bridge support column, and establishing a three-dimensional model of the bridge support column to be evaluated through the first modeling data set; Step S2, extracting the three-dimensional model to be evaluated to obtain a second modeling data set, and performing finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated to establish a finite element model of the bridge support column; Step S3, generating a first simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the first simulated traffic flow to simulate; obtaining standard state stress data, and sorting and screening the stress areas of each bridge support column based on the standard state stress data to obtain a key stress surface; Step S4, extracting the spatial coordinates of the key stress-bearing surface, calculating the distance from the center of the key stress-bearing surface to the center of the bottom of the bridge support column and the corresponding connection stiffness, calculating the statically determinate structural creep force of the key stress-bearing surface, and obtaining the estimated damage life of the bridge support column based on the statically determinate structural creep force calculation; Step S5, generating a second simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the second simulated traffic flow, loading the second simulated traffic flow with a preset maximum speed and a preset second driving route into the finite element model for simulation to obtain the offset state stress data of the key stress surface, establishing the offset nonlinear regression equation of the bridge support column, and calculating the anti-offset reliability based on the offset nonlinear regression equation; Step S6, establishing an impact resistance reliability function, generating a simulated impact combination by using a Monte Carlo algorithm, simulating in a finite element model to obtain an impact resistance reliability function distribution table, and determining an impact resistance reliability simulation value based on a three-dimensional space surface of the impact resistance reliability function; Step S7, a fusion robustness value is calculated based on the anti-drift reliability and the anti-impact reliability, and an evaluation result is obtained by threshold judgment of the damage life, anti-drift reliability, anti-impact reliability and fusion robustness value based on a preset evaluation threshold set, wherein the evaluation result includes whether the structural design reliability of the bridge support column is unqualified or qualified.

[0006] Preferably, step S1 specifically includes: Step S11, acquiring a first modeling data set based on a structural design drawing of a bridge support column, wherein the first modeling data set includes: height data, cross-sectional dimension data, cross-sectional shape data, connection shape data, load data, spatial coordinate data, and material performance parameters of the bridge support column; The material performance parameters include concrete parameters and steel parameters, and the concrete parameters include compressive strength, tensile strength, Poisson's ratio and concrete elastic modulus; The steel material parameters include yield strength, ultimate strength and elastic modulus of the steel material; Step S12, establishing a BIM model of the bridge support column to be evaluated based on the first modeling data set, selecting a standard component module corresponding to the bridge to be evaluated from the BIM model standard library according to the first modeling data set, and arranging and setting the standard component module based on the bridge support column structure design drawing to obtain an initial three-dimensional model; Step S13, adjusting the standard component modules in the initial three-dimensional model based on the first modeling data set, adding the bridge deck module based on the bridge design drawing to obtain the three-dimensional model to be evaluated, and recording the spatial coordinates of all components in the three-dimensional model to be evaluated.

[0007] Preferably, step S2 specifically includes: Step S21, extracting and obtaining a second modeling data set based on the three-dimensional model to be evaluated; Step S22, performing finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated, and establishing a finite element model by selecting a unit type, meshing, assigning material properties, setting boundary conditions, and applying an initial load; The second modeling data set includes geometric node coordinate data, geometric curve equation data, material mechanical property data and boundary condition data to establish a finite element model; The material mechanical properties include mechanical parameters corresponding to the concrete strength grade and mechanical parameters corresponding to the steel model, and the boundary condition data include boundary displacement and rotation angle data corresponding to the connection mode between the bridge support column and all adjacent structures.

[0008] Preferably, step S3 specifically includes: Step S31, generating a first simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the first simulated traffic flow, setting the first simulated traffic flow to be evenly distributed in full lanes in both directions, loading the first simulated traffic flow with a preset constant speed and a preset first driving route into the finite element model for simulation to obtain standard state force data; The first driving route is from the starting end to the end of the bridge deck along the center line of the lane; The generating of the first simulated traffic flow specifically comprises: obtaining the maximum load-bearing weight of the bridge according to the load data in the first modeling data set, calculating the maximum number of simulated vehicles based on the preset simulated truck weight and the maximum load-bearing weight of the bridge, and generating the first simulated traffic flow with uniform vehicle spacing based on the maximum number of simulated vehicles, the total length of the simulated truck, the total width of the simulated truck, the number of lanes on the bridge deck, and the length of the bridge deck; Step S32, based on the standard state stress data, sort the stress magnitudes of the shear force concentration area, axial force concentration area, variable cross-section area and material change area of ​​each bridge support column, and select the first q maximum stress areas to obtain the key stress surface.

[0009] Preferably, step S4 specifically includes: Step S41: perform basic reliability analysis based on the standard state stress data corresponding to the key stress surface, extract the spatial coordinates of the key stress surface, and calculate the distance from the center of the key stress surface to the bottom center of the bridge support column. ; Step S42, calculating the connection stiffness corresponding to the key load-bearing surface, obtaining the statically determinate structural creep force of the key load-bearing surface based on the connection stiffness, and obtaining the estimated damage life based on the statically determinate structural creep force.

[0010] Preferably, the calculation expression of step S42 includes: ; ; ; Where i represents the serial number of the key load-bearing surface, represents the connection stiffness of the key load-bearing surface, represents the stiffness coefficient, represents the elastic modulus of the bridge support column, H represents the height of the bridge support column, represents the elastic modulus of the bridge support, Indicates the distance from the center of the critical load-bearing surface to the bottom of the bridge support column. represents the creep force of statically determinate structures, represents the stress on the critical bearing surface, represents the shrinkage factor, T represents the estimated damage life, Indicates the design damage life, represents the ratio of plastic strain to inelastic strain, represents inelastic strain.

[0011] Preferably, step S5 specifically includes: Step S51, performing anti-drift reliability assessment on the bridge support column, generating a second simulated traffic flow based on the first modeling data set, and applying a load to the finite element model through the second simulated traffic flow; The second simulated traffic flow is set to be a one-way full lane random distribution, and the second driving route is preset to be the outermost route of the bridge deck lane; Loading a second simulated traffic flow with a preset maximum speed and a preset second driving route into a finite element model for simulation to obtain offset state stress data of a key stress-bearing surface; Generating the second simulated traffic flow specifically includes: obtaining the maximum load-bearing weight of the bridge according to the load data in the first modeling data set, and randomly generating N simulated truck weights M based on a preset single truck weight range, wherein the simulated truck weight M satisfies that the total weight of the N simulated trucks is the maximum load-bearing weight of the bridge; The maximum number of simulated vehicles is calculated based on the maximum load-bearing weight of the bridge, and a second simulated traffic flow with uniform vehicle spacing is generated based on the preset maximum speed, the number of simulated trucks N, the weight of simulated trucks M, the total length of simulated trucks, the total width of simulated trucks and the length of the bridge deck; Step S52, establishing a nonlinear regression equation for the offset of the bridge support column based on the offset state stress data of the key stress-bearing surface, and calculating the anti-offset reliability based on the offset nonlinear regression equation; Its calculation expression is: ; Where ln represents the logarithmic function, Represents the anti-offset reliability, represents the offset coefficient of the key bearing surface, i represents the serial number of the key bearing surface, Indicates taking the average, It means summation, represents the double logarithmic elastic coefficient, N represents the number of simulated trucks, and M represents the weight of simulated trucks.

[0012] Preferably, step S6 specifically includes: Step S61, performing impact resistance reliability assessment on the bridge support column, setting a simulated mass entity in the finite element model to impact the bridge support column, the mass entity including a rolling stone, a truck and a ship; Step S62, simplifying the impact of the simulated mass entity on the bridge support column into a point stress mutation on the bridge support column, establishing an impact reliability function function of the bridge support column, and using a Monte Carlo algorithm to randomly sample from a preset test impact mass set, a test impact velocity set, and a test entity stiffness set to generate a simulated impact combination, and simulating the bridge support column in the finite element model based on the simulated impact combination to obtain an impact reliability function distribution table; Step S63, fitting the discrete data in the anti-shock reliability function distribution table to obtain an anti-shock reliability function three-dimensional space surface, wherein the three coordinate axes of the reliability function three-dimensional space surface are impact mass, impact velocity and entity stiffness.

[0013] Preferably, step S64, determining the impact resistance reliability simulation value corresponding to the three-dimensional space surface of the impact resistance reliability function function based on the preset expected impact mass, expected impact velocity and expected entity stiffness; Its calculation expression is: ; Among them, Z represents the impact resistance reliability simulation value, N represents the maximum design bearing capacity of the bridge support column, S represents the vertical steel bar area, and R represents the yield strength of the vertical steel bar. represents the structural resistance reduction factor of the bridge support column, represents the vertical reinforcement spacing, k represents the stiffness in the simulated impact combination, m represents the impact mass in the simulated impact combination, represents the distance between the impact point and the bottom of the bridge support column, and v represents the impact velocity in the simulated impact combination.

[0014] Preferably, step S7 specifically includes: Step S71, comparing the assessed damage life based on a preset first assessment threshold, when the assessed damage life is less than or equal to the first assessment threshold, obtaining an assessment result that the structural design reliability of the bridge support column is unqualified; Step S72, comparing the anti-drift reliability based on a preset second evaluation threshold, and when the anti-drift reliability is less than or equal to the second evaluation threshold, obtaining an evaluation result that the design reliability of the bridge support column structure is unqualified; Step S73, comparing the anti-impact reliability simulation value based on a preset third evaluation threshold, when the anti-impact reliability simulation value is less than or equal to the third evaluation threshold, obtaining an evaluation result that the design reliability of the bridge support column structure is unqualified; Step S74, introducing a robustness fusion weight, and calculating a fusion robustness value based on the anti-impact reliability simulation value, the anti-drift reliability, and the robustness fusion weight. When the fusion robustness value is less than or equal to a fourth evaluation threshold, the evaluation result is that the design reliability of the bridge support column structure is unqualified. Its calculation expression is: ; Among them, B represents the fusion robustness value, represents the robust fusion weight, represents the anti-drift reliability, and Z represents the simulation value of the anti-shock reliability; Step S75, when the assessed damage life is greater than the first assessment threshold and the fusion robustness value is greater than the fifth threshold, the assessment result is that the structural design reliability of the bridge support column is qualified.

[0015] Beneficial effects of the present invention: Compared with the traditional method, directly establishing a finite element model from the design drawing of the bridge support column relies on manual input, which is easy to omit detailed information. After establishing the BIM model, the finite element model is established based on the BIM model, which is conducive to integrating comprehensive design information to ensure the accuracy and integrity of the finite element model data. At the same time, when simulating the stress state under different conditions, the BIM model can quickly modify, update and restore the model parameters, and can efficiently transfer new data to the finite element model for simulation analysis.

[0016] By applying loads to the finite element model through the first simulated traffic flow, multiple key stress-bearing areas in the bridge support column were quantitatively analyzed, which was beneficial to the accuracy and efficiency of subsequent calculation and evaluation and avoided the need for a complete analysis of the entire support column.

[0017] By applying load to the finite element model through the second simulated traffic flow, the extreme situation in which the bridge deck above the supporting column is subjected to force only on one side is simulated, and the nonlinear regression equation is introduced to calculate the anti-drift reliability, which is conducive to fully examining the anti-drift and anti-tilt capabilities of the bridge supporting columns.

[0018] Bridges in areas such as Yunnan, Guizhou and Sichuan may face severe natural disasters such as mudslides and rainstorms and floods. This application adds an impact reliability assessment and simplifies the simulated mass entity into a point stress mutation on the bridge support column. It is closely combined with the finite element analysis method used in this application and introduces the Monte Carlo algorithm, which is conducive to simplifying complex impact mechanics analysis and improving calculation efficiency, and improving calculation accuracy through multiple Monte Carlo simulations.

[0019] In addition, during the evaluation process, not only multi-threshold judgment is performed, but also a comprehensive judgment method of robust fusion weights is introduced, which improves the rigor of the evaluation and is conducive to obtaining accurate evaluation results of the bridge support column structure design. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 A schematic diagram of a basic flow chart of a bridge support column structure reliability design and evaluation method provided by one embodiment of the present invention; Figure 2 A schematic diagram of the basic framework of a bridge support column structure reliability design evaluation method provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0021] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the drawings. It is obvious that the described embodiments are only part of the embodiments of the present invention, but not all of the embodiments.

[0022] Reference Figure 1 and Figure 2 , as an embodiment of the present invention, provides a bridge support column structure reliability design evaluation method, comprising: Step S1, obtaining a first modeling data set based on a structural design drawing of a bridge support column, and establishing a three-dimensional model of the bridge support column to be evaluated through the first modeling data set; Step S2, extracting the three-dimensional model to be evaluated to obtain a second modeling data set, and performing finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated to establish a finite element model of the bridge support column; Step S3, generating a first simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the first simulated traffic flow to simulate; obtaining standard state stress data, and sorting and screening the stress areas of each bridge support column based on the standard state stress data to obtain a key stress surface; Step S4, extracting the spatial coordinates of the key stress-bearing surface, calculating the distance from the center of the key stress-bearing surface to the center of the bottom of the bridge support column and the corresponding connection stiffness, calculating the statically determinate structural creep force of the key stress-bearing surface, and obtaining the estimated damage life of the bridge support column based on the statically determinate structural creep force calculation; Step S5, generating a second simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the second simulated traffic flow, loading the second simulated traffic flow with a preset maximum speed and a preset second driving route into the finite element model for simulation to obtain the offset state stress data of the key stress surface, establishing the offset nonlinear regression equation of the bridge support column, and calculating the anti-offset reliability based on the offset nonlinear regression equation; Step S6, establishing an impact resistance reliability function, generating a simulated impact combination by using a Monte Carlo algorithm, simulating in a finite element model to obtain an impact resistance reliability function distribution table, and determining an impact resistance reliability simulation value based on a three-dimensional space surface of the impact resistance reliability function; Step S7, a fusion robustness value is calculated based on the anti-drift reliability and the anti-impact reliability, and an evaluation result is obtained by threshold judgment of the damage life, anti-drift reliability, anti-impact reliability and fusion robustness value based on a preset evaluation threshold set, wherein the evaluation result includes whether the structural design reliability of the bridge support column is unqualified or qualified.

[0023] In this embodiment, step S1 specifically includes: Step S11, acquiring a first modeling data set based on a structural design drawing of a bridge support column, wherein the first modeling data set includes: height data, cross-sectional dimension data, cross-sectional shape data, connection shape data, load data, spatial coordinate data, and material performance parameters of the bridge support column; The material performance parameters include concrete parameters and steel parameters, and the concrete parameters include compressive strength, tensile strength, Poisson's ratio and concrete elastic modulus; The steel material parameters include yield strength, ultimate strength and elastic modulus of the steel material; Step S12, establishing a BIM model of the bridge support column to be evaluated based on the first modeling data set, selecting a standard component module corresponding to the bridge to be evaluated from the BIM model standard library according to the first modeling data set, and arranging and setting the standard component module based on the bridge support column structure design drawing to obtain an initial three-dimensional model; Step S13, adjusting the standard component modules in the initial three-dimensional model based on the first modeling data set, adding the bridge deck module based on the bridge design drawing to obtain the three-dimensional model to be evaluated, and recording the spatial coordinates of all components in the three-dimensional model to be evaluated.

[0024] In this embodiment, step S2 specifically includes: Step S21, extracting and obtaining a second modeling data set based on the three-dimensional model to be evaluated; Step S22, performing finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated, and establishing a finite element model by selecting a unit type, meshing, assigning material properties, setting boundary conditions, and applying an initial load; The second modeling data set includes geometric node coordinate data, geometric curve equation data, material mechanical property data and boundary condition data to establish a finite element model; The material mechanical properties include mechanical parameters corresponding to the concrete strength grade and mechanical parameters corresponding to the steel model, and the boundary condition data include boundary displacement and rotation angle data corresponding to the connection mode between the bridge support column and all adjacent structures.

[0025] Among them, directly building a finite element model from the design drawings of the bridge support columns relies on manual input, which is prone to omission of detailed information. Building a finite element model based on the BIM model after building a BIM model is conducive to integrating comprehensive design information to ensure the accuracy and integrity of the finite element model data. At the same time, when simulating the stress state under different conditions, the BIM model can quickly modify, update and restore the model parameters, and can efficiently pass new data to the finite element model for simulation analysis.

[0026] In this embodiment, step S3 specifically includes: Step S31, generating a first simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the first simulated traffic flow, setting the first simulated traffic flow to be evenly distributed in full lanes in both directions, loading the first simulated traffic flow with a preset constant speed and a preset first driving route into the finite element model for simulation to obtain standard state force data; The first driving route is from the starting end to the end of the bridge deck along the center line of the lane; The generating of the first simulated traffic flow specifically comprises: obtaining the maximum load-bearing weight of the bridge according to the load data in the first modeling data set, calculating the maximum number of simulated vehicles based on the preset simulated truck weight and the maximum load-bearing weight of the bridge, and generating the first simulated traffic flow with uniform vehicle spacing based on the maximum number of simulated vehicles, the total length of the simulated truck, the total width of the simulated truck, the number of lanes on the bridge deck, and the length of the bridge deck; Step S32, based on the standard state stress data, sort the stress magnitudes of the shear force concentration area, axial force concentration area, variable cross-section area and material change area of ​​each bridge support column, and select the first q maximum stress areas to obtain the key stress surface.

[0027] Among them, multiple key stress-bearing areas in the bridge support column were quantitatively analyzed, including shear force concentration areas, axial force concentration areas, variable cross-section areas and material change areas, and key stress surfaces were obtained by sorting and screening based on the force magnitude, which is beneficial to the accuracy and efficiency of subsequent calculation and evaluation, and avoids the need to conduct a full analysis of the entire support column.

[0028] In this embodiment, step S4 specifically includes: Step S41: perform basic reliability analysis based on the standard state stress data corresponding to the key stress surface, extract the spatial coordinates of the key stress surface, and calculate the distance from the center of the key stress surface to the bottom center of the bridge support column. ; Step S42, calculating the connection stiffness corresponding to the key load-bearing surface, obtaining the statically determinate structural creep force of the key load-bearing surface based on the connection stiffness, and obtaining the estimated damage life based on the statically determinate structural creep force.

[0029] In this embodiment, the calculation expression of step S42 includes: ; ; ; Where i represents the serial number of the key load-bearing surface, represents the connection stiffness of the key load-bearing surface, represents the stiffness coefficient, represents the elastic modulus of the bridge support column, H represents the height of the bridge support column, represents the elastic modulus of the bridge support, Indicates the distance from the center of the critical load-bearing surface to the bottom of the bridge support column. represents the creep force of statically determinate structures, represents the stress on the critical bearing surface, represents the shrinkage factor, T represents the estimated damage life, Indicates the design damage life, represents the ratio of plastic strain to inelastic strain, represents inelastic strain.

[0030] In this embodiment, step S5 specifically includes: Step S51, performing anti-drift reliability assessment on the bridge support column, generating a second simulated traffic flow based on the first modeling data set, and applying a load to the finite element model through the second simulated traffic flow; The second simulated traffic flow is set to be a one-way full lane random distribution, and the second driving route is preset to be the outermost route of the bridge deck lane; Loading a second simulated traffic flow with a preset maximum speed and a preset second driving route into a finite element model for simulation to obtain offset state stress data of a key stress-bearing surface; Generating the second simulated traffic flow specifically includes: obtaining the maximum load-bearing weight of the bridge according to the load data in the first modeling data set, and randomly generating N simulated truck weights M based on a preset single truck weight range, wherein the simulated truck weight M satisfies that the total weight of the N simulated trucks is the maximum load-bearing weight of the bridge; The maximum number of simulated vehicles is calculated based on the maximum load-bearing weight of the bridge, and a second simulated traffic flow with uniform vehicle spacing is generated based on the preset maximum speed, the number of simulated trucks N, the weight of simulated trucks M, the total length of simulated trucks, the total width of simulated trucks and the length of the bridge deck; Step S52, establishing a nonlinear regression equation for the offset of the bridge support column based on the offset state stress data of the key stress-bearing surface, and calculating the anti-offset reliability based on the offset nonlinear regression equation; Its calculation expression is: ; Where ln represents the logarithmic function, Represents the anti-offset reliability, represents the offset coefficient of the key bearing surface, i represents the serial number of the key bearing surface, Indicates taking the average, It means summation, represents the double logarithmic elastic coefficient, N represents the number of simulated trucks, and M represents the weight of simulated trucks.

[0031] Among them, the finite element model is loaded through the second simulated traffic flow to simulate the extreme situation that the bridge deck above the supporting column is subjected to force only on one side, and a nonlinear regression equation is introduced to calculate the anti-drift reliability, which is beneficial to fully examine the anti-drift and anti-tilt capabilities of the bridge supporting columns.

[0032] Among them, the first simulated traffic flow simulates the maximum load-bearing capacity, calculates the statically determinate structural creep force to represent the bridge load pressure condition, and then establishes a quantitative relationship between mechanical physical quantities and damage life. An innovative method is proposed to evaluate the damage life by calculating the key load-bearing surface, which is more scientific than the comparison of force size.

[0033] In this embodiment, step S6 specifically includes: Step S61, performing impact resistance reliability assessment on the bridge support column, setting a simulated mass entity in the finite element model to impact the bridge support column, the mass entity including a rolling stone, a truck and a ship; Step S62, simplifying the impact of the simulated mass entity on the bridge support column into a point stress mutation on the bridge support column, establishing an impact reliability function function of the bridge support column, and using a Monte Carlo algorithm to randomly sample from a preset test impact mass set, a test impact velocity set, and a test entity stiffness set to generate a simulated impact combination, and simulating the bridge support column in the finite element model based on the simulated impact combination to obtain an impact reliability function distribution table; Step S63, fitting the discrete data in the anti-shock reliability function distribution table to obtain an anti-shock reliability function three-dimensional space surface, wherein the three coordinate axes of the reliability function three-dimensional space surface are impact mass, impact velocity and entity stiffness.

[0034] Among them, the shock resistance reliability function expression is: G(m,v,k) =RS(m,v,k); Among them, G(m,v,k) represents the impact reliability function, R represents the structural resistance, S(m,v,k) represents the load effect, k represents the stiffness in the simulated impact combination, m represents the impact mass in the simulated impact combination, and v represents the impact velocity in the simulated impact combination.

[0035] The present application performs Monte Carlo simulation through a finite element model, batch calculates the load effects S(m,v,k) corresponding to different (m,v,k) combinations, obtains G(m,v,k) by combining the impact resistance reliability function function, generates an impact resistance reliability function function distribution table according to the probability value of G(m,v,k), and fits the discrete impact resistance reliability function function distribution table through the response surface method to obtain a continuous surface, namely, a three-dimensional spatial surface of the impact resistance reliability function function.

[0036] In this embodiment, step S64, based on the preset expected impact mass, expected impact velocity and expected entity stiffness, the impact resistance reliability simulation value corresponding to the three-dimensional space surface of the impact resistance reliability function function is determined; Its calculation expression is: ; Among them, Z represents the impact resistance reliability simulation value, N represents the maximum design bearing capacity of the bridge support column, S represents the vertical steel bar area, and R represents the yield strength of the vertical steel bar. represents the structural resistance reduction factor of the bridge support column, represents the vertical reinforcement spacing, k represents the stiffness in the simulated impact combination, m represents the impact mass in the simulated impact combination, represents the distance between the impact point and the bottom of the bridge support column, and v represents the impact velocity in the simulated impact combination.

[0037] Among them, bridges in areas such as Yunnan, Guizhou and Sichuan may face severe natural disasters such as mudslides and rainstorms and floods. This application adds an impact reliability assessment and simplifies the simulated mass entity into a point stress mutation on the bridge support column. It is closely combined with the finite element analysis method used in this application and introduces the Monte Carlo algorithm, which is conducive to simplifying complex impact mechanics analysis and improving calculation efficiency, and improving calculation accuracy through multiple Monte Carlo simulations.

[0038] In this embodiment, step S7 specifically includes: Step S71, comparing the assessed damage life based on a preset first assessment threshold, when the assessed damage life is less than or equal to the first assessment threshold, obtaining an assessment result that the structural design reliability of the bridge support column is unqualified; Step S72, comparing the anti-drift reliability based on a preset second evaluation threshold, and when the anti-drift reliability is less than or equal to the second evaluation threshold, obtaining an evaluation result that the design reliability of the bridge support column structure is unqualified; Step S73, comparing the anti-impact reliability simulation value based on a preset third evaluation threshold, when the anti-impact reliability simulation value is less than or equal to the third evaluation threshold, obtaining an evaluation result that the design reliability of the bridge support column structure is unqualified; Step S74, introducing a robustness fusion weight, and calculating a fusion robustness value based on the anti-impact reliability simulation value, the anti-drift reliability, and the robustness fusion weight. When the fusion robustness value is less than or equal to a fourth evaluation threshold, the evaluation result is that the design reliability of the bridge support column structure is unqualified. Its calculation expression is: ; Among them, B represents the fusion robustness value, represents the robust fusion weight, represents the anti-drift reliability, and Z represents the simulation value of the anti-shock reliability; Step S75, when the assessed damage life is greater than the first assessment threshold and the fusion robustness value is greater than the fifth threshold, the assessment result is that the structural design reliability of the bridge support column is qualified.

[0039] In the evaluation process, not only multi-threshold judgment is performed, but also a comprehensive judgment method of robust fusion weights is introduced, which improves the rigor of the evaluation and is conducive to obtaining accurate evaluation results of the bridge support column structure design.

[0040] It should be understood by those skilled in the art that the embodiments of the present invention may provide methods, systems or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media containing computer-usable program codes. Among them, the storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read Only Memory, referred to as EPROM), programmable read-only memory (Programmable Red-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, magnetic disk or optical disk. 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 comprising 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.

[0041] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A reliability design and evaluation method for a bridge support column structure, characterized in that: include: Step S1, obtaining a first modeling data set based on a structural design drawing of a bridge support column, and establishing a three-dimensional model of the bridge support column to be evaluated through the first modeling data set; Step S2, extracting the three-dimensional model to be evaluated to obtain a second modeling data set, and performing finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated to establish a finite element model of the bridge support column; Step S3, generating a first simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the first simulated traffic flow to simulate and obtain standard state stress data, and sorting and screening the stress areas of each bridge support column based on the standard state stress data to obtain a key stress surface; Step S4, extracting the spatial coordinates of the key stress-bearing surface, calculating the distance from the center of the key stress-bearing surface to the center of the bottom of the bridge support column and the corresponding connection stiffness, calculating the statically determinate structural creep force of the key stress-bearing surface, and obtaining the estimated damage life of the bridge support column based on the statically determinate structural creep force calculation; Step S5, generating a second simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the second simulated traffic flow, loading the second simulated traffic flow with a preset maximum speed and a preset second driving route into the finite element model for simulation to obtain the offset state stress data of the key stress surface, establishing the offset nonlinear regression equation of the bridge support column, and calculating the anti-offset reliability based on the offset nonlinear regression equation; Step S6, establishing an impact resistance reliability function function, generating a simulated impact combination through a Monte Carlo algorithm and performing a simulated mass entity impact simulation through a finite element model, obtaining an impact resistance reliability function distribution table, and determining an impact resistance reliability simulation value based on a three-dimensional space surface of the impact resistance reliability function function; Step S7, a fusion robustness value is calculated based on the anti-drift reliability and the anti-impact reliability, and an evaluation result is obtained by threshold judgment of the damage life, anti-drift reliability, anti-impact reliability and fusion robustness value based on a preset evaluation threshold set, wherein the evaluation result includes whether the structural design reliability of the bridge support column is unqualified or qualified.

2. A bridge support column structure reliability design and evaluation method as claimed in claim 1, characterized in that: Step S1 specifically includes: Step S11, acquiring a first modeling data set based on a structural design drawing of a bridge support column, wherein the first modeling data set includes: height data, cross-sectional dimension data, cross-sectional shape data, connection shape data, load data, spatial coordinate data, and material performance parameters of the bridge support column; The material performance parameters include concrete parameters and steel parameters, and the concrete parameters include compressive strength, tensile strength, Poisson's ratio and concrete elastic modulus; The steel material parameters include yield strength, ultimate strength and elastic modulus of the steel material; Step S12, establishing a BIM model of the bridge support column to be evaluated based on the first modeling data set, selecting a standard component module corresponding to the bridge to be evaluated from the BIM model standard library according to the first modeling data set, and arranging and setting the standard component module based on the bridge support column structure design drawing to obtain an initial three-dimensional model; Step S13, adjusting the standard component modules in the initial three-dimensional model based on the first modeling data set, adding the bridge deck module based on the bridge design drawing to obtain the three-dimensional model to be evaluated, and recording the spatial coordinates of all components in the three-dimensional model to be evaluated.

3. A bridge support column structure reliability design and evaluation method as claimed in claim 1, characterized in that: Step S2 specifically includes: Step S21, extracting and obtaining a second modeling data set based on the three-dimensional model to be evaluated; Step S22, performing finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated, and establishing a finite element model by selecting a unit type, meshing, assigning material properties, setting boundary conditions, and applying an initial load; The second modeling data set includes geometric node coordinate data, geometric curve equation data, material mechanical property data and boundary condition data. The boundary condition data is used to establish a finite element model; The material mechanical properties include mechanical parameters corresponding to the concrete strength grade and mechanical parameters corresponding to the steel model, and the boundary condition data include boundary displacement and rotation angle data corresponding to the connection mode between the bridge support column and all adjacent structures.

4. A bridge support column structure reliability design and evaluation method as claimed in claim 1, characterized in that: Step S3 specifically includes: Step S31, generating a first simulated traffic flow based on the first modeling data set, applying a load to the finite element model through the first simulated traffic flow, setting the first simulated traffic flow to be evenly distributed in full lanes in both directions, loading the first simulated traffic flow with a preset constant speed and a preset first driving route into the finite element model for simulation to obtain standard state force data; The first driving route is from the starting end to the end of the bridge deck along the center line of the lane; The generating of the first simulated traffic flow specifically comprises: obtaining the maximum load-bearing weight of the bridge according to the load data in the first modeling data set, calculating the maximum number of simulated vehicles based on the preset simulated truck weight and the maximum load-bearing weight of the bridge, and generating the first simulated traffic flow with uniform vehicle spacing based on the maximum number of simulated vehicles, the total length of the simulated truck, the total width of the simulated truck, the number of lanes on the bridge deck, and the length of the bridge deck; Step S32, based on the standard state stress data, sort the stress magnitudes of the shear force concentration area, axial force concentration area, variable cross-section area and material change area of ​​each bridge support column, and select the first q maximum stress areas to obtain the key stress surface.

5. A bridge support column structure reliability design and evaluation method as claimed in claim 1, characterized in that: Step S4 specifically includes: Step S41: perform basic reliability analysis based on the standard state stress data corresponding to the key stress surface, extract the spatial coordinates of the key stress surface, and calculate the distance from the center of the key stress surface to the bottom center of the bridge support column. ; Step S42, calculating the connection stiffness corresponding to the key load-bearing surface, obtaining the statically determinate structural creep force of the key load-bearing surface based on the connection stiffness, and obtaining the estimated damage life based on the statically determinate structural creep force.

6. A bridge support column structure reliability design and evaluation method as claimed in claim 5, characterized in that: The calculation expression of step S42 includes: ； ； ； Where i represents the serial number of the key load-bearing surface, represents the connection stiffness of the key load-bearing surface, represents the stiffness coefficient, represents the elastic modulus of the bridge support column, H represents the height of the bridge support column, It represents the elastic modulus of the bridge support platform, and the distance from the center of the critical load-bearing surface to the bottom of the bridge support column. represents the creep force of statically determinate structures, represents the stress on the critical bearing surface, represents the shrinkage factor, T represents the estimated damage life, represents the design damage life, represents the ratio of plastic strain to inelastic strain, represents inelastic strain.

7. A bridge support column structure reliability design and evaluation method as claimed in claim 1, characterized in that: Step S5 specifically includes: Step S51, performing anti-drift reliability assessment on the bridge support column, generating a second simulated traffic flow based on the first modeling data set, and applying a load to the finite element model through the second simulated traffic flow; The second simulated traffic flow is set to be a one-way full lane random distribution, and the second driving route is preset to be the outermost route of the bridge deck lane; Loading a second simulated traffic flow with a preset maximum speed and a preset second driving route into a finite element model for simulation to obtain offset state stress data of a key stress-bearing surface; Generating the second simulated traffic flow specifically includes: obtaining the maximum load-bearing weight of the bridge according to the load data in the first modeling data set, and randomly generating N simulated truck weights M based on a preset single truck weight range, wherein the simulated truck weight M satisfies that the total weight of the N simulated trucks is the maximum load-bearing weight of the bridge; The maximum number of simulated vehicles is calculated based on the maximum load-bearing weight of the bridge, and a second simulated traffic flow with uniform vehicle spacing is generated based on the preset maximum speed, the number of simulated trucks N, the weight of simulated trucks M, the total length of simulated trucks, the total width of simulated trucks and the length of the bridge deck; Step S52, establishing a nonlinear regression equation for the offset of the bridge support column based on the offset state stress data of the key stress-bearing surface, and calculating the anti-offset reliability based on the offset nonlinear regression equation; Its calculation expression is: ； Where ln represents the logarithmic function, Represents the anti-offset reliability, represents the offset coefficient of the key bearing surface, i represents the serial number of the key bearing surface, Indicates taking the average, It means summation, represents the double logarithmic elastic coefficient, N represents the number of simulated trucks, and M represents the weight of simulated trucks.

8. A bridge support column structure reliability design and evaluation method as claimed in claim 1, characterized in that: Step S6 specifically includes: Step S61, performing impact resistance reliability assessment on the bridge support column, setting a simulated mass entity in the finite element model to impact the bridge support column, the mass entity including a rolling stone, a truck and a ship; Step S62, simplifying the impact of the simulated mass entity on the bridge support column into a point stress mutation on the bridge support column, establishing an impact reliability function function of the bridge support column, and using a Monte Carlo algorithm to randomly sample from a preset test impact mass set, a test impact velocity set, and a test entity stiffness set to generate a simulated impact combination, and simulating the bridge support column in the finite element model based on the simulated impact combination to obtain an impact reliability function distribution table; Step S63, fitting the discrete data in the anti-shock reliability function distribution table to obtain an anti-shock reliability function three-dimensional space surface, wherein the three coordinate axes of the reliability function three-dimensional space surface are impact mass, impact velocity and entity stiffness.

9. A bridge support column structure reliability design and evaluation method as claimed in claim 8, characterized in that: Step S64, determining the impact resistance reliability simulation value corresponding to the three-dimensional space surface of the impact resistance reliability function function based on the preset expected impact mass, expected impact velocity and expected entity stiffness; Its calculation expression is: ; Among them, Z represents the impact resistance reliability simulation value, N represents the maximum design bearing capacity of the bridge support column, S represents the vertical steel bar area, and R represents the yield strength of the vertical steel bar. represents the structural resistance reduction factor of the bridge support column, represents the vertical reinforcement spacing, k represents the stiffness in the simulated impact combination, m represents the impact mass in the simulated impact combination, represents the distance between the impact point and the bottom of the bridge support column, and v represents the impact velocity in the simulated impact combination.

10. A bridge support column structure reliability design and evaluation method as claimed in claim 1, characterized in that: Step S7 specifically includes: Step S71, comparing the assessed damage life based on a preset first assessment threshold, when the assessed damage life is less than or equal to the first assessment threshold, obtaining an assessment result that the structural design reliability of the bridge support column is unqualified; Step S72, comparing the anti-drift reliability based on a preset second evaluation threshold, and when the anti-drift reliability is less than or equal to the second evaluation threshold, obtaining an evaluation result that the design reliability of the bridge support column structure is unqualified; Step S73, comparing the anti-impact reliability simulation value based on a preset third evaluation threshold, when the anti-impact reliability simulation value is less than or equal to the third evaluation threshold, obtaining an evaluation result that the design reliability of the bridge support column structure is unqualified; Step S74, introducing a robustness fusion weight, and calculating a fusion robustness value based on the anti-impact reliability simulation value, the anti-drift reliability, and the robustness fusion weight. When the fusion robustness value is less than or equal to a fourth evaluation threshold, the evaluation result is that the design reliability of the bridge support column structure is unqualified. Its calculation expression is: ； Among them, B represents the fusion robustness value, represents the robust fusion weight, represents the anti-drift reliability, and Z represents the simulation value of the anti-shock reliability; Step S75, when the assessed damage life is greater than the first assessment threshold and the fusion robustness value is greater than the fifth threshold, the assessment result is that the structural design reliability of the bridge support column is qualified.

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