A reliability design evaluation method for bridge support column structures

Abstract

The present invention discloses a method for reliability design evaluation of a bridge support column structure, which relates to the technical field of bridge design evaluation, and includes: obtaining a first modeling data set based on the design drawing of the bridge support column structure, and establishing a three-dimensional model to be evaluated and a finite element model; generating a first simulated traffic flow, obtaining standard state stress data through simulation by applying loads and screening to obtain key stress surfaces; calculating the creep force of the statically determinate structure of the key stress surface, and calculating the evaluated damage life based on the creep force of the statically determinate structure; generating a second simulated traffic flow and performing simulation to obtain the offset state stress data of the key stress surface, and calculating the anti-offset reliability based on the offset non-linear regression equation; establishing an anti-impact reliability function, generating a simulated impact combination through the Monte Carlo algorithm and determining the simulated value of the anti-impact reliability; calculating the fusion robustness value based on the anti-offset reliability and the anti-impact reliability, and performing threshold judgment to obtain the evaluation result.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge design evaluation, and particularly relates to a method for reliability design evaluation of 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 combining BIM models and finite element models has been gradually popularized and applied. The support column is a core component of the bridge, and developing an efficient evaluation method for the reliability of bridge support columns is a promising research direction.

[0003] Currently, the Chinese patent application with the application number 201910777308X discloses a method for rapid evaluation of the service state of highway column piers. This application includes: taking the impact response as the excitation to conduct dynamic response tests on highway column piers; evaluating the overall soundness of the piers; establishing a simplified model of the highway pier; identifying the parameters of the pier model to obtain the concrete stiffness of the pier body, the stiffness of the bearing spring, and the scour depth of the pier; and then establishing a quantitative evaluation criterion for the service state of the pier. The method for rapid evaluation of the service state of highway column piers of this invention is simple to operate, can achieve the evaluation of the overall soundness of highway piers, and can further quantitatively evaluate the stiffness of the pier body, the stiffness of the bearing spring, and the scour depth of the pier by using the model correction and optimization algorithm, and judge the disease type, disease location, and disease degree, so as to achieve the rapid evaluation of the safe service state of highway piers. Summary of the Invention

[0004] The technical problem solved by the present invention is that traditional methods need to analyze the overall structural mechanics when evaluating the reliability of bridge support columns, resulting in low calculation efficiency. At the same time, when analyzing bridges located in mountainous areas and other terrains, the characteristics of being vulnerable to impacts from large-mass entities are not sufficiently considered. In addition, when evaluating the reliability of bridge support columns, it is often completely limited to the analysis of mechanical physical quantities, with complex calculations and insufficient intuitiveness.

[0005] To solve the above technical problems, the present invention provides the following technical solutions:

[0006] A method for reliability design evaluation of a bridge support column structure, comprising:

[0007] Step S1, obtaining a first modeling data set based on the bridge support column structure design drawing, and establishing a to-be-evaluated three-dimensional model of the bridge support column through the first modeling data set;

[0008] Step S2, extracting the to-be-evaluated three-dimensional model to obtain a second modeling data set, and establishing a finite element model of the bridge support column through finite element simulation based on the second modeling data set and the to-be-evaluated three-dimensional model;

[0009] Step S3: Generate a first simulated traffic flow based on the first modeling data set, apply a load to the finite element model through the first simulated traffic flow for simulation; obtain the stress data in the standard state, and sort and screen the stress areas of each bridge support column based on the stress data in the standard state to obtain the key stress surfaces;

[0010] Step S4: Extract the spatial coordinates of the key stress surfaces, calculate the distance from the center of the key stress surface to the center of the bottom of the bridge support column and the corresponding connection stiffness, calculate the creep force of the statically determinate structure of the key stress surface, and calculate the evaluated damage life of the bridge support column based on the creep force of the statically determinate structure;

[0011] Step S5: Generate a second simulated traffic flow based on the first modeling data set, apply a load to the finite element model through the second simulated traffic flow, load the second simulated traffic flow with the preset maximum speed and the preset second driving route to the finite element model for simulation to obtain the stress data in the offset state of the key stress surface, establish a non-linear regression equation for the offset of the bridge support column, and calculate the anti-offset reliability based on the non-linear regression equation for the offset;

[0012] Step S6: Establish a function for the anti-impact reliability, generate a simulated impact combination through the Monte Carlo algorithm, perform simulations in the finite element model to obtain a distribution table of the function for the anti-impact reliability, and determine the simulated value of the anti-impact reliability based on the three-dimensional space surface of the function for the anti-impact reliability;

[0013] Step S7: Calculate the fusion robustness value based on the anti-offset reliability and the anti-impact reliability, perform threshold judgment on the evaluated damage life, the anti-offset reliability, the anti-impact reliability, and the fusion robustness value based on the preset evaluation threshold set to obtain an evaluation result, where the evaluation result includes that the structural design reliability of the bridge support column is unqualified and the structural design reliability of the bridge support column is qualified.

[0014] Preferably, Step S1 specifically includes:

[0015] Step S11: Obtain the first modeling data set based on the structural design drawing of the bridge support column, where 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 property parameters of the bridge support column;

[0016] The material property parameters include concrete parameters and steel parameters, and the concrete parameters include compressive strength, tensile strength, Poisson's ratio, and concrete elastic modulus;

[0017] The steel parameters include yield strength, ultimate strength, and steel elastic modulus;

[0018] Step S12: Establish a BIM model of the bridge support column to be evaluated based on the first modeling dataset. Select the standard component modules corresponding to the bridge to be evaluated from the BIM model standard library according to the first modeling dataset, and arrange and set the standard component modules based on the structural design drawing of the bridge support column to obtain an initial three-dimensional model;

[0019] Step S13: Adjust the standard component modules in the initial three-dimensional model based on the first modeling dataset, add a bridge deck module based on the bridge design drawing to obtain the three-dimensional model to be evaluated, and record the spatial coordinates of all components in the three-dimensional model to be evaluated.

[0020] Preferably, step S2 specifically includes:

[0021] Step S21: Extract the second modeling dataset based on the three-dimensional model to be evaluated;

[0022] Step S22: Conduct a finite element simulation based on the second modeling dataset and the three-dimensional model to be evaluated. Establish a finite element model through element type selection, mesh division, material property assignment, boundary condition setting, and initial load application;

[0023] The second modeling dataset includes geometric node coordinate data, geometric curve equation data, material mechanics property data, and boundary condition data;

[0024] The material mechanics properties include mechanical parameters corresponding to the concrete strength grade and mechanical parameters corresponding to the steel model. The boundary condition data includes boundary displacement and rotation angle data corresponding to the connection methods between the bridge support column and all adjacent structures.

[0025] Preferably, step S3 specifically includes:

[0026] Step S31: Generate a first simulated traffic flow based on the first modeling dataset, apply a load to the finite element model through the first simulated traffic flow, set the first simulated traffic flow to be evenly distributed in both directions with full lanes, and load the first simulated traffic flow with a preset constant speed and a preset first driving route to the finite element model for simulation to obtain the standard state stress data;

[0027] The first driving route is from the starting end to the terminal of the bridge deck along the center line of the lane;

[0028] The generation of the first simulated traffic flow specifically includes: Obtain the maximum bearing weight of the bridge according to the load data in the first modeling dataset, calculate the maximum number of simulated vehicles based on the preset weight of the simulated truck and the maximum bearing weight of the bridge, and generate a first simulated traffic flow with evenly distributed vehicle distances 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 bridge deck lanes, and the length of the bridge deck;

[0029] Step S32: Based on the stress data in the standard state, sort the magnitudes of the forces on the shear force concentration regions, axial force concentration regions, variable cross-section regions, and material change regions of each bridge support column, and select the top q regions with the largest forces to obtain the key force-bearing surfaces.

[0030] Preferably, step S4 specifically includes:

[0031] Step S41: Conduct a basic reliability analysis based on the stress data in the standard state corresponding to the key force-bearing surfaces, extract the spatial coordinates of the key force-bearing surfaces, and calculate the distance from the center of the key force-bearing surface to the center of the bottom of the bridge support column. ;

[0032] Step S42: Calculate the connection stiffness corresponding to the key force-bearing surfaces, calculate the creep force of the statically determinate structure based on the connection stiffness, and calculate the evaluated damage life based on the creep force of the statically determinate structure.

[0033] Preferably, the calculation expressions in step S42 include:

[0034] ;

[0035] ;

[0036] ;

[0037] where i represents the serial number of the key force-bearing surface, represents the connection stiffness of the key force-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 platform, represents the distance from the center of the key force-bearing surface to the bottom of the bridge support column, represents the creep force of the statically determinate structure, represents the stress of the key force-bearing surface, represents the shrinkage coefficient, T represents the evaluated damage life, represents the designed damage life, represents the ratio of plastic strain to inelastic strain, represents the inelastic strain.

[0038] Preferably, step S5 specifically includes:

[0039] Step S51: Conduct an anti-offset reliability assessment of the bridge support column, generate a second simulated traffic flow based on the first modeling data set, and apply a load to the finite element model through the second simulated traffic flow.

[0040] The second simulated traffic flow is set to be randomly distributed in a one-way full lane, and the preset second driving route is the outermost route of the bridge lane;

[0041] Load the preset maximum speed and the second simulated traffic flow of the preset second driving route into the finite element model for simulation to obtain the offset state stress data of the key stress surface;

[0042] The generation of the second simulated traffic flow specifically includes: obtaining the maximum bearing weight of the bridge according to the load data in the first modeling dataset, randomly generating the weights M of N simulated trucks based on the preset single truck weight range, and the combined weight of the N simulated trucks meets the maximum bearing weight of the bridge;

[0043] Based on the maximum bearing weight of the bridge, calculate the simulated maximum number of vehicles, and generate a second simulated traffic flow with a uniform vehicle distance distribution based on the preset maximum speed, the number of simulated trucks N, the weight M of the simulated trucks, the total length of the simulated trucks, the total width of the simulated trucks, and the length of the bridge deck;

[0044] Step S52, establish a non-linear regression equation for the offset of the bridge support column based on the offset state stress data of the key stress surface, and calculate the anti-offset reliability based on the non-linear regression equation for the offset;

[0045] Its calculation expression is: ;

[0046] Among them, ln represents the logarithmic function, represents the anti-offset reliability, represents the offset coefficient of the key stress surface, i represents the serial number of the key stress surface, represents taking the average, represents summation, represents the double logarithmic elastic coefficient, N represents the number of simulated trucks, and M represents the weight of the simulated trucks.

[0047] Preferably, step S6 specifically includes:

[0048] Step S61, conduct an anti-impact reliability assessment on the bridge support column, set a simulated mass entity in the finite element model to impact the bridge support column, and the mass entity includes rolling stones, trucks, and ships;

[0049] Step S62, simplify the impact of the simulated mass entity on the bridge support column into a point stress mutation on the bridge support column, establish an anti-impact reliability function for the bridge support column, and randomly sample from the preset test impact mass set, test impact speed set, and test entity stiffness set through the Monte Carlo algorithm to generate simulated impact combinations, and simulate the bridge support column in the finite element model based on the simulated impact combinations to obtain the anti-impact reliability function distribution table;

[0050] Step S63, fit the discrete data in the anti-impact reliability function distribution table to obtain a three-dimensional surface of the anti-impact reliability function. The three coordinate axes of the reliability function three-dimensional surface are impact mass, impact velocity, and entity stiffness respectively.

[0051] Preferably, in step S64, determine the anti-impact reliability simulation value corresponding to the three-dimensional surface of the anti-impact reliability function based on the preset expected impact mass, expected impact velocity, and expected entity stiffness;

[0052] Its calculation expression is: ;

[0053] where Z represents the anti-impact reliability simulation value, N represents the maximum designed bearing capacity of the bridge support column, S represents the area of vertical steel bars, R represents the yield strength of vertical steel bars, represents the structural resistance reduction coefficient of the bridge support column, represents the spacing of vertical steel bars, k represents the stiffness in the simulated impact combination, m represents the impact mass in the simulated impact combination, represents the distance from the impact point to the bottom of the bridge support column, and v represents the impact velocity in the simulated impact combination.

[0054] Preferably, step S7 specifically includes:

[0055] Step S71, compare the evaluated damage life based on a preset first evaluation threshold. When the evaluated damage life is less than or equal to the first evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified;

[0056] Step S72, compare the anti-offset reliability based on a preset second evaluation threshold. When the anti-offset reliability is less than or equal to the second evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified;

[0057] Step S73, compare 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, the evaluation result is that the structural design reliability of the bridge support column is unqualified;

[0058] Step S74, introduce a robustness fusion weight, and calculate a fusion robustness value based on the anti-impact reliability simulation value, anti-offset reliability, and robustness fusion weight. When the fusion robustness value is less than or equal to the fourth evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified;

[0059] Its calculation expression is: ;

[0060] where B represents the fusion robustness value, represents the robustness fusion weight, R represents the anti-offset reliability, and Z represents the simulated value of the anti-impact reliability;

[0061] In step S75, when the evaluated damage life is greater than the first evaluation threshold and the fusion robustness value is greater than the fifth threshold, it is obtained that the evaluation result is that the design reliability of the bridge support column structure is qualified.

[0062] Advantages of the present invention: Compared with the traditional method, directly establishing a finite element model from the design drawing of the bridge support column depends on manual input, which is prone to omitting detailed information. After establishing a BIM model and then establishing a finite element model based on the BIM model, it is beneficial to ensure the accuracy and integrity of the finite element model data by integrating comprehensive design information. At the same time, when simulating the stress state under different conditions, the BIM model can quickly modify, update, and roll back the model parameters, and can efficiently transfer new data to the finite element model for simulation analysis.

[0063] By applying a load to the finite element model through the first simulated traffic flow, multiple key stress areas in the bridge support column are quantitatively analyzed, which is beneficial to the accuracy and efficiency of subsequent calculation and evaluation, and avoids analyzing the entire support column.

[0064] By applying a load to the finite element model through the second simulated traffic flow, an extreme situation where only one side of the bridge deck above the support column is stressed is simulated, and a non-linear regression equation is introduced to calculate the anti-offset reliability, which is beneficial to fully examining the anti-offset and anti-tilt capabilities of the bridge support column.

[0065] For example, bridges in regions such as Yunnan, Guizhou, and Sichuan may face severe natural disasters such as debris flows and rainstorm floods. The present application adds an anti-impact reliability assessment, simplifies the simulated mass entity to the point stress mutation on the bridge support column, combines it closely with the finite element analysis method used in the present application, and introduces the Monte Carlo algorithm, which is beneficial to simplifying complex impact mechanics analysis and improving calculation efficiency, and improving calculation accuracy through multiple Monte Carlo simulations.

[0066] In addition, during the evaluation process, not only multi-threshold judgment is performed, but also a comprehensive judgment method with a robustness fusion weight value is introduced, which improves the rigor of the evaluation and is beneficial to obtaining an accurate evaluation result of the bridge support column structure design. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Figure 1 It is a schematic diagram of the basic process of a method for evaluating the reliability design of a bridge support column structure provided by an embodiment of the present invention;

[0068] Figure 2 It is a schematic diagram of the basic framework of a method for evaluating the reliability design of a bridge support column structure provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0069] 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.

[0070] Reference Figure 1 and Figure 2 , as an embodiment of the present invention, provides a bridge support column structure reliability design evaluation method, comprising:

[0071] 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;

[0072] 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;

[0073] 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;

[0074] 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;

[0075] 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;

[0076] 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;

[0077] Step S7, calculate the fusion robustness value based on the anti-offset reliability and anti-impact reliability, and perform threshold judgment on the evaluated damage life, anti-offset reliability, anti-impact reliability, and fusion robustness value based on a preset set of evaluation thresholds to obtain an evaluation result, where the evaluation result includes that the structural design reliability of the bridge support column is unqualified and the structural design reliability of the bridge support column is qualified.

[0078] In this embodiment, step S1 specifically includes:

[0079] Step S11, obtain a first modeling data set based on the structural design drawing of the bridge support column, where 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 property parameters of the bridge support column;

[0080] The material property parameters include concrete parameters and steel parameters, and the concrete parameters include compressive strength, tensile strength, Poisson's ratio, and concrete elastic modulus;

[0081] The steel parameters include yield strength, ultimate strength, and steel elastic modulus;

[0082] Step S12, establish a BIM model of the bridge support column to be evaluated based on the first modeling data set, select the standard part module corresponding to the bridge to be evaluated from the BIM model standard library according to the first modeling data set, and arrange and set the standard part module based on the structural design drawing of the bridge support column to obtain an initial three-dimensional model;

[0083] Step S13, adjust the standard part module in the initial three-dimensional model based on the first modeling data set, add a bridge deck module based on the bridge design drawing to obtain a three-dimensional model to be evaluated, and record the spatial coordinates of all components in the three-dimensional model to be evaluated.

[0084] In this embodiment, step S2 specifically includes:

[0085] Step S21, extract a second modeling data set based on the three-dimensional model to be evaluated;

[0086] Step S22, perform finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated, and establish a finite element model through element type selection, mesh generation, material property assignment, boundary condition setting, and initial load application;

[0087] The second modeling data set includes geometric node coordinate data, geometric curve equation data, material mechanics property data, and boundary condition data;

[0088] The mechanical properties of the materials include the mechanical parameters corresponding to the concrete strength grade and the mechanical parameters corresponding to the steel model. The boundary condition data includes the boundary displacement and rotation angle data corresponding to the connection mode between the bridge support columns and all adjacent structures.

[0089] Among them, directly establishing a finite element model from the design drawings of bridge support columns relies on manual input, which is prone to omitting detailed information. After establishing a BIM model and then establishing a finite element model based on the BIM model, it is beneficial to ensure the accuracy and integrity of the finite element model data by integrating comprehensive design information. At the same time, when simulating the stress state under different conditions, the BIM model can quickly modify, update, and roll back the model parameters, and can efficiently transfer new data to the finite element model for simulation analysis.

[0090] In this embodiment, step S3 specifically includes:

[0091] 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 a two-way full lane, and loading the first simulated traffic flow with a preset constant speed and a preset first driving route to the finite element model for simulation to obtain the stress data in the standard state;

[0092] The first driving route is from the starting end to the terminal of the bridge deck along the center line of the lane;

[0093] The specific generation of the first simulated traffic flow includes: obtaining the maximum 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 bearing weight of the bridge, and generating a first simulated traffic flow with evenly distributed vehicle distances based on the maximum number of simulated vehicles, the total length of the simulated trucks, the total width of the simulated trucks, the number of bridge deck lanes, and the length of the bridge deck;

[0094] Step S32, sorting the magnitudes of the forces in the shear force concentration area, axial force concentration area, variable cross-section area, and material change area of each bridge support column based on the stress data in the standard state, and selecting the top q maximum force areas to obtain the key force surfaces.

[0095] Among them, quantitatively analyzing multiple key force areas in the bridge support columns, including the shear force concentration area, axial force concentration area, variable cross-section area, and material change area, and sorting and screening based on the magnitudes of the forces to obtain the key force surfaces is beneficial to the accuracy and efficiency of subsequent calculation and evaluation, and avoids analyzing the entire support column.

[0096] In this embodiment, step S4 specifically includes:

[0097] Step S41: Based on the standard state stress data corresponding to the key stress surfaces, perform basic reliability analysis, extract the spatial coordinates of the key stress surfaces, and calculate the distance from the center of the key stress surface to the center of the bottom of the bridge support column. ;

[0098] Step S42: Calculate the connection stiffness corresponding to the key stress surfaces, calculate the creep force of the statically determinate structure based on the connection stiffness, and calculate the evaluated damage life based on the creep force of the statically determinate structure.

[0099] In this embodiment, the calculation expressions in Step S42 include:

[0100] ;

[0101] ;

[0102] ;

[0103] where, i represents the serial number of the key stress surface, represents the connection stiffness of the key stress 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 platform, represents the distance from the center of the key stress surface to the bottom of the bridge support column, represents the creep force of the statically determinate structure, represents the stress of the key stress surface, represents the shrinkage coefficient, T represents the evaluated damage life, represents the designed damage life, represents the ratio of plastic strain to inelastic strain, represents the inelastic strain.

[0104] In this embodiment, Step S5 specifically includes:

[0105] Step S51: Conduct anti-offset reliability assessment on the bridge support column, generate a second simulated traffic flow based on the first modeling data set, and apply a load to the finite element model through the second simulated traffic flow;

[0106] The second simulated traffic flow is set to be randomly distributed in a one-way full lane, and the preset second driving route is the outermost route of the bridge deck lane;

[0107] Load the second simulated traffic flow with the preset maximum speed and the preset second driving route into the finite element model for simulation to obtain the offset state stress data of the key stress surface;

[0108] The generation of the second simulated traffic flow specifically includes: obtaining the maximum bearing weight of the bridge according to the load data in the first modeling dataset, randomly generating the weights M of N simulated trucks based on a preset weight range for a single truck, where the sum of the weights of the N simulated trucks meets the maximum bearing weight of the bridge;

[0109] Calculating the simulated maximum number of vehicles based on the maximum bearing weight of the bridge, and generating the second simulated traffic flow with a uniformly distributed vehicle distance based on the preset maximum speed, the number N of simulated trucks, the weights M of the simulated trucks, the total length of the simulated trucks, the total width of the simulated trucks, and the length of the bridge deck;

[0110] Step S52: Establish a non - linear regression equation for the offset of the bridge support column based on the offset state stress data of the key stress surface, and calculate the anti - offset reliability based on the non - linear regression equation;

[0111] Its calculation expression is: ;

[0112] where, ln represents the logarithmic function, represents the anti - offset reliability, represents the offset coefficient of the key stress surface, i represents the serial number of the key stress surface, represents taking the average, represents summation, represents the double - logarithmic elastic coefficient, N represents the number of simulated trucks, and M represents the weights of the simulated trucks.

[0113] Among them, by applying a load to the finite element model through the second simulated traffic flow, simulating the extreme situation where only one side of the bridge deck above the support column is stressed, and introducing a non - linear regression equation to calculate the anti - offset reliability, it is beneficial to fully investigate the anti - offset and anti - tilt capabilities of the bridge support column.

[0114] Among them, the first simulated traffic flow simulates the maximum load - bearing capacity, calculates the creep force of the statically determinate structure to represent the bridge load pressure condition, and then establishes a quantitative relationship between the mechanical physical quantity and the damage life. An innovative method for evaluation is proposed by calculating and evaluating the damage life through the key stress surface, which is more scientific than comparing the magnitudes of forces.

[0115] In this embodiment, step S6 specifically includes:

[0116] Step S61: Conduct an anti - impact reliability assessment of the bridge support column, set a simulated mass entity in the finite element model to impact the bridge support column, and the mass entity includes rolling stones, trucks, and ships;

[0117] In step S62, the impact of the simulated mass entity on the bridge support column is simplified to a point stress mutation on the bridge support column, and the anti-impact reliability function of the bridge support column is established. Through the Monte Carlo algorithm, random sampling is respectively performed from the preset test impact mass set, test impact velocity set, and test entity stiffness set to generate simulated impact combinations. Based on the simulated impact combinations, the anti-impact reliability function distribution table is obtained by simulating the bridge support column in the finite element model;

[0118] In step S63, the discrete data in the anti-impact reliability function distribution table is fitted to obtain the three-dimensional space surface of the anti-impact reliability function. The three coordinate axes of the reliability function three-dimensional space surface are impact mass, impact velocity, and entity stiffness respectively.

[0119] Among them, the expression of the anti-impact reliability function is: G(m, v, k) = R - S(m, v, k);

[0120] Among them, G(m, v, k) represents the anti-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.

[0121] In this application, Monte Carlo simulation is carried out through the finite element model to batch calculate the load effect S(m, v, k) corresponding to different (m, v, k) combinations, combine the anti-impact reliability function to obtain G(m, v, k), generate the anti-impact reliability function distribution table according to the probability value of G(m, v, k), and fit the discrete anti-impact reliability function distribution table through the response surface method to obtain a continuous surface, that is, the three-dimensional space surface of the anti-impact reliability function.

[0122] In this embodiment, in step S64, based on the preset expected impact mass, expected impact velocity, and expected entity stiffness, the anti-impact reliability simulation value corresponding to the three-dimensional space surface of the anti-impact reliability function is determined;

[0123] Its calculation expression is: ;

[0124] Among them, Z represents the anti-impact reliability simulation value, N represents the maximum design bearing capacity of the bridge support column, S represents the area of vertical steel bars, R represents the yield strength of vertical steel bars, represents the structural resistance reduction coefficient of the bridge support column, represents the spacing of vertical steel bars, k represents the stiffness in the simulated impact combination, m represents the impact mass in the simulated impact combination, represents the distance from the impact point to the bottom of the bridge support column, and v represents the impact velocity in the simulated impact combination.

[0125] Among them, bridges in regions such as Yunnan, Guizhou, and Sichuan may face severe natural disasters such as debris flows and rainstorm floods. In this application, the anti-impact reliability assessment is added, and the simulated mass entity is simplified to the point stress mutation on the bridge support column. While being closely combined with the finite element analysis method used in this application, the Monte Carlo algorithm is introduced, which is beneficial to simplifying the complex impact mechanics analysis and improving the calculation efficiency, and improving the calculation accuracy through multiple Monte Carlo simulations.

[0126] In this embodiment, step S7 specifically includes:

[0127] Step S71, comparing the evaluated damage life based on a preset first evaluation threshold. When the evaluated damage life is less than or equal to the first evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified;

[0128] Step S72, comparing the anti-offset reliability based on a preset second evaluation threshold. When the anti-offset reliability is less than or equal to the second evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified;

[0129] Step S73, comparing the simulated value of the anti-impact reliability based on a preset third evaluation threshold. When the simulated value of the anti-impact reliability is less than or equal to the third evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified;

[0130] Step S74, introducing a robustness fusion weight, calculating the fusion robustness value based on the simulated value of the anti-impact reliability, the anti-offset reliability, and the robustness fusion weight. When the fusion robustness value is less than or equal to the fourth evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified;

[0131] Its calculation expression is: ;

[0132] Among them, B represents the fusion robustness value, represents the robustness fusion weight, represents the anti-offset reliability, and Z represents the simulated value of the anti-impact reliability;

[0133] Step S75, when the evaluated damage life is greater than the first evaluation threshold and the fusion robustness value is greater than the fifth threshold, the evaluation result is that the structural design reliability of the bridge support column is qualified.

[0134] Among them, in the evaluation process, not only multi-threshold judgments are carried out, but also a comprehensive judgment method introducing the robustness fusion weight is adopted, which improves the rigor of the evaluation and is conducive to obtaining an accurate evaluation result of the structural design of the bridge support column.

[0135] Those skilled in the art should understand that the embodiments of the present invention may provide a method, a system or a computer program product. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware aspects. 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 code. Among them, the storage medium can 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, abbreviated as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, abbreviated as EEPROM), erasable programmable read-only memory (Erasable Programmable Read Only Memory, abbreviated as EPROM), programmable read-only memory (Programmable Red-Only Memory, abbreviated as PROM), read-only memory (Read-Only Memory, abbreviated as ROM), magnetic memory, flash memory, magnetic disk or optical disk. These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured article including an instruction device, and the instruction device implements the process Figure 1 in one process or multiple processes and / or Figure 1 boxes or multiple boxes specified functions.

[0136] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present invention, and they should all be covered within the scope of the claims of the present invention.

Claims

1. A reliability design evaluation method for a bridge support column structure, characterized in that Including: Step S1: Obtain the first modeling data set based on the structural design drawing of the bridge support column, and establish a three-dimensional model to be evaluated for the bridge support column through the first modeling data set; Step S2: Extract the second modeling data set from the three-dimensional model to be evaluated, and establish a finite element model of the bridge support column through finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated; Step S3: Generate the first simulated traffic flow based on the first modeling data set, apply a load to the finite element model through the first simulated traffic flow for simulation to obtain the stress data in the standard state, and sort and screen the stress areas of each bridge support column based on the stress data in the standard state to obtain the key stress surfaces; Step S4: Extract the spatial coordinates of the key stress surfaces, calculate the distance from the center of the key stress surface to the center of the bottom of the bridge support column and the corresponding connection stiffness, calculate the creep force of the statically determinate structure of the key stress surfaces, and calculate the evaluated damage life of the bridge support column based on the creep force of the statically determinate structure; Step S5: Generate the second simulated traffic flow based on the first modeling data set, apply a load to the finite element model through the second simulated traffic flow, load the second simulated traffic flow with the preset maximum speed and the preset second driving route to the finite element model for simulation to obtain the stress data in the offset state of the key stress surfaces, establish a non-linear regression equation for the offset of the bridge support column, and calculate the anti-offset reliability based on the non-linear regression equation for the offset; Step S6: Establish a function for the anti-impact reliability, generate a simulated impact combination through the Monte Carlo algorithm and perform a simulation of the impact of the mass entity through the finite element model to obtain a distribution table of the function for the anti-impact reliability, and determine the simulated value of the anti-impact reliability based on the three-dimensional space surface of the function for the anti-impact reliability; Step S7: Calculate the fusion robustness value based on the anti-offset reliability and the anti-impact reliability, perform a threshold judgment on the evaluated damage life, the anti-offset reliability, the anti-impact reliability, and the fusion robustness value based on the preset evaluation threshold set to obtain an evaluation result, where the evaluation result includes that the structural design reliability of the bridge support column is unqualified and the structural design reliability of the bridge support column is qualified; Step S5 specifically includes: Step S51: Evaluate the anti-offset reliability of the bridge support column, generate the second simulated traffic flow based on the first modeling data set, and apply a load to the finite element model through the second simulated traffic flow; The second simulated traffic flow is set to be randomly distributed in a one-way full lane, and the preset second driving route is the outermost route of the bridge deck lane; Load the second simulated traffic flow with the preset maximum speed and the preset second driving route to the finite element model for simulation to obtain the stress data in the offset state of the key stress surfaces; The generation of the second simulated traffic flow specifically includes: obtaining the maximum bearing weight of the bridge according to the load data in the first modeling data set, randomly generating the weights M of N simulated trucks based on the preset weight range of a single truck, and the weights M of the N simulated trucks satisfy that the total weight of the N simulated trucks is the maximum bearing weight of the bridge; Based on the maximum load-bearing weight of the bridge, the simulated maximum number of vehicles is calculated, and a second simulated traffic flow with a uniform vehicle distance distribution is generated based on the preset maximum speed, the number of simulated freight vehicles N, the weight of the simulated freight vehicles M, the total length of the simulated freight vehicles, the total width of the simulated freight vehicles, and the length of the bridge deck. Step S52: Establish a non-linear regression equation for the offset of the bridge support column based on the offset state stress data of the key stress surface, and calculate the anti-offset reliability based on the non-linear regression equation for offset. Its calculation expression is: ； where, ln represents the logarithmic function, represents the anti-offset reliability, represents the offset coefficient of the key stress surface, and i represents the serial number of the key stress surface, represents taking the average, represents summation, represents the double logarithmic elastic coefficient, N represents the number of simulated trucks, and M represents the weight of simulated trucks; Step S6 specifically includes: Step S61: Conduct an anti-impact reliability assessment of the bridge support column, set a simulated mass entity in the finite element model to impact the bridge support column, and the mass entity includes rolling stones, freight vehicles, and ships. Step S62: Simplify the impact of the simulated mass entity on the bridge support column into a point stress mutation on the bridge support column, establish an anti-impact reliability function for the bridge support column, and generate a simulated impact combination by randomly sampling from the preset test impact mass set, test impact speed set, and test entity stiffness set through the Monte Carlo algorithm. Based on the simulated impact combination, simulate the bridge support column in the finite element model to obtain an anti-impact reliability function distribution table. Step S63: Fit the discrete data in the anti-impact reliability function distribution table to obtain a three-dimensional space surface of the anti-impact reliability function. The three coordinate axes of the three-dimensional space surface of the reliability function are impact mass, impact speed, and entity stiffness. Step S64: Determine the simulated anti-impact reliability value corresponding to the three-dimensional space surface of the anti-impact reliability function based on the preset expected impact mass, expected impact speed, and expected entity stiffness. Its calculation expression is: ； Among them, Z represents the simulated value of impact resistance reliability, N represents the maximum designed bearing capacity of the bridge support column, S represents the area of vertical steel bars, R represents the yield strength of vertical steel bars, represents the structural resistance reduction factor of the bridge support column, represents the spacing of vertical steel bars, k represents the stiffness in the simulated impact combination, m represents the impact mass in the simulated impact combination, represents the distance from the impact point to the bottom of the bridge support column, and v represents the impact velocity in the simulated impact combination; Step S7 specifically includes: Step S71: Compare the evaluated damage life based on a preset first evaluation threshold. When the evaluated damage life is less than or equal to the first evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified. Step S72: Compare the anti-offset reliability based on a preset second evaluation threshold. When the anti-offset reliability is less than or equal to the second evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified. Step S73: Compare the simulated anti-impact reliability value based on a preset third evaluation threshold. When the simulated anti-impact reliability value is less than or equal to the third evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified. Step S74: Introduce a robustness fusion weight, calculate the fusion robustness value based on the simulated anti-impact reliability value, anti-offset reliability, and robustness fusion weight. When the fusion robustness value is less than or equal to the fourth evaluation threshold, the evaluation result is that the structural design reliability of the bridge support column is unqualified. Its calculation expression is: ； Among them, B represents the fusion robustness value, represents the robustness fusion weight, represents the anti-offset reliability, and Z represents the anti-shock reliability simulation value; Step S75: When the evaluated damage life is greater than the first evaluation threshold and the fusion robustness value is greater than the fifth threshold, the evaluation result is that the structural design reliability of the bridge support column is qualified.

2. The reliability design evaluation method of a bridge support column structure according to claim 1, characterized in that: Step S1 specifically includes: Step S11: Obtain the first modeling data set based on the structural design drawing of the bridge support column. The first modeling data set includes: the height data, cross-sectional dimension data, cross-sectional shape data, connection shape data, load data, spatial coordinate data, and material property parameters of the bridge support column; The material property parameters include concrete parameters and steel parameters. The concrete parameters include compressive strength, tensile strength, Poisson's ratio, and concrete elastic modulus; The steel parameters include yield strength, ultimate strength, and steel elastic modulus; Step S12: Establish the BIM model of the bridge support column to be evaluated based on the first modeling data set. Select the standard part module corresponding to the bridge to be evaluated from the BIM model standard library according to the first modeling data set, and arrange and set the standard part module based on the structural design drawing of the bridge support column to obtain the initial three-dimensional model; Step S13: Adjust the standard part module in the initial three-dimensional model based on the first modeling data set, add the bridge deck module based on the bridge design drawing to obtain the three-dimensional model to be evaluated, and record the spatial coordinates of all components in the three-dimensional model to be evaluated.

3. A reliability design evaluation method for a bridge support column structure as described in claim 1, characterized in that: Step S2 specifically includes: Step S21: Extract the second modeling data set based on the three-dimensional model to be evaluated; Step S22: Conduct finite element simulation based on the second modeling data set and the three-dimensional model to be evaluated. Establish the finite element model through element type selection, mesh generation, material property assignment, boundary condition setting, and initial load application; The second modeling data set includes geometric node coordinate data, geometric curve equation data, material mechanics property data, and boundary condition data; The material mechanics properties include the mechanical parameters corresponding to the concrete strength grade and the mechanical parameters corresponding to the steel model. The boundary condition data includes the boundary displacement and rotation angle data corresponding to the connection methods between the bridge support column and all adjacent structures.

4. A method for evaluating the structural reliability design of a bridge support column according to claim 1, characterized in that: Step S3 specifically includes: Step S31: Generate the first simulated traffic flow based on the first modeling data set, apply the load to the finite element model through the first simulated traffic flow, set the first simulated traffic flow to be evenly distributed in both directions on the full lane, and load the first simulated traffic flow with a preset constant speed and a preset first driving route to the finite element model for simulation to obtain the standard state stress data; The first driving route is from the starting end to the terminal of the bridge deck along the center line of the lane; The specific process of generating the first simulated traffic flow includes: obtaining the maximum 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 bearing weight of the bridge, and generating the first simulated traffic flow with evenly distributed vehicle distances based on the maximum number of simulated vehicles, the total length of the simulated trucks, the total width of the simulated trucks, the number of lanes on the bridge deck, and the length of the bridge deck; Step S32: Sort the magnitudes of the forces in the shear force concentration area, axial force concentration area, variable cross-section area, and material change area of each bridge support column based on the standard state stress data, and select the top q maximum force areas to obtain the key force surfaces.

5. A reliability design evaluation method for a bridge support column structure according to claim 1, characterized in that: Step S4 specifically includes: Step S41: Based on the standard state stress data corresponding to the key stress surface, perform basic reliability analysis, extract the spatial coordinates of the key stress surface, and calculate the distance from the center of the key stress surface to the center of the bottom of the bridge support column ; Step S42: Calculate the connection stiffness corresponding to the key force surface, calculate the creep force of the statically determinate structure based on the connection stiffness, and calculate the evaluated damage life based on the creep force of the statically determinate structure.

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