Bridge vehicle load inversion method and system based on dynamic deflection

Abstract

The present application discloses a bridge vehicle load inversion method and system based on dynamic deflection, including the following contents: constructing a bridge information database, the database storing bridge structure type information, vehicle-activated deflection change amplitude, vehicle load data, and a probability array of vehicle load data corresponding to different vehicle-activated deflection change amplitudes; reading the dynamic deflection monitoring data to be inverted and calculating its vehicle-activated deflection change amplitude; reading the corresponding vehicle load data and probability array based on the current bridge type information and the vehicle-activated deflection change amplitude of the dynamic deflection monitoring data to be inverted; using the probability of the vehicle load data as a weight, using weighted sampling to determine the interval in which the vehicle load is located, and determining the vehicle load of the dynamic deflection monitoring data to be inverted by simple random sampling within the interval. The present application further constructs an importance assessment value of the vehicle's impact on cracks based on the vehicle-activated deflection change amplitude, tracks and locates the crack development, and realizes the vehicle load effect assessment.

Description

Technical Field

[0001] The present application relates to the technical field of bridge health monitoring and performance evaluation, and in particular to a bridge vehicle load inversion method and system based on dynamic deflection. Background Art

[0002] Bridge dynamic deflection data is real-time and instantaneous, and its changes are closely related to vehicle loads and crack development. Existing technologies require load testing to capture bridge dynamic deflection monitoring data. The obtained bridge dynamic deflection monitoring data is mostly used to deduce its modal and dynamic characteristics. The core purpose is to analyze the inherent mechanical characteristics of the bridge structure through dynamic response data to evaluate the health of the bridge. However, existing technologies do not yet have the application of vehicle load inversion based on dynamic deflection data. Secondly, the large number of national and provincial highway bridges are generally equipped with dynamic deflection monitoring projects, while other monitoring items are relatively rare. In particular, the deployment of dynamic weighing systems is not very common, resulting in a serious lack of vehicle load information for the corresponding national and provincial highway bridges. Therefore, the application scope of bridge dynamic deflection data still needs to be expanded to further explore the information contained in the data.

[0003] Secondly, in the study of crack development, existing technologies mostly obtain crack parameters through inspection and monitoring means, and combine the crack parameters with the stress of the nearby area for correlation analysis to locate potential damage areas and reveal the crack development mechanism; when the crack data obtained by manual inspection is small and there is no stress data, it is impossible to effectively monitor the crack development. Summary of the Invention

[0004] In view of the fact that the deployment of dynamic weighing systems on national and provincial roads is not very common due to factors such as cost, resulting in the lack of vehicle load information, this application proposes a bridge vehicle load inversion method and system based on dynamic deflection. The probability array of bridges with similar structural characteristics is used as a priori conditions, and dynamic deflection data is used as input to perform vehicle load inversion, and can quickly evaluate vehicle load conditions and their impact on cracks.

[0005] In a first aspect, the present application provides a bridge vehicle load inversion method based on dynamic deflection, comprising the following contents:

[0006] Constructing a bridge information database; the bridge information database stores bridge structure information, dynamic deflection monitoring data, vehicle-activated deflection variation amplitude, vehicle load data, vehicle-activated deflection variation amplitude intervals, vehicle load intervals, and a probability array of vehicle load intervals corresponding to different vehicle-activated deflection variation amplitude intervals;

[0007] Reading the dynamic deflection monitoring data to be inverted, calculating the vehicle actuation deflection change amplitude of the dynamic deflection monitoring data to be inverted, and determining the vehicle actuation deflection change amplitude range in which the vehicle actuation deflection change amplitude falls;

[0008] Extracting a probability array of multiple vehicle load intervals corresponding to the interval from the bridge information database based on the current bridge type information and the vehicle-driven deflection variation amplitude interval of the dynamic deflection monitoring data to be inverted;

[0009] According to the extracted vehicle load interval and its probability array, the weighted sampling method is used with the probability of each vehicle load interval as the weight to determine the vehicle load interval of the dynamic deflection monitoring data to be inverted. Simple random sampling is used within the vehicle load interval to determine the vehicle load corresponding to the dynamic deflection monitoring data to be inverted.

[0010] In a possible implementation of the first aspect, the specific process of building the bridge information database is as follows:

[0011] Collect bridge structure information, dynamic deflection monitoring data of bridges with different structural types and corresponding vehicle load data;

[0012] Calculating the vehicle actuation deflection variation amplitude based on the dynamic deflection monitoring data, performing probability calculation on the vehicle actuation deflection variation amplitude and the vehicle load data, and obtaining the probability of the vehicle load data corresponding to different vehicle actuation deflection variation amplitudes;

[0013] Dividing the vehicle actuation deflection variation range and the vehicle load range, and determining a probability array of different vehicle actuation deflection variation ranges corresponding to different vehicle load ranges;

[0014] A bridge information database is established based on bridge structure type information, dynamic deflection monitoring data, vehicle-induced deflection variation, vehicle load data, vehicle-induced deflection variation range, vehicle load range, and a probability array of vehicle load ranges corresponding to different vehicle-induced deflection variation ranges.

[0015] In a possible implementation of the first aspect, the method further includes the following step of calculating an importance evaluation value of the impact of the vehicle on the crack:

[0016] Adding the change amplitudes of the vehicle actuation deflection to obtain the cumulative value of the change amplitude of the vehicle actuation deflection in the corresponding period;

[0017] Determine the location of the crack to be evaluated based on the growth rate of the cumulative value of the vehicle actuation deflection change amplitude and the sensor position;

[0018] Assuming that the time period before and after the crack to be evaluated is [t1, t2], calculate the standard value of the width of the crack to be evaluated in the time period [t1, t2]:

[0019] ;

[0020] a1 represents the crack width at time t1, a2 represents the crack width at time t2, represents the standard value of crack width in the period [t1, t2];

[0021] Calculate the standard value of the cumulative change in vehicle-actuated deflection before and after the crack develops:

[0022] ;

[0023] b represents the cumulative value of the vehicle actuation deflection change during the period [t1, t2], d represents the number of vehicle actuation deflection change during the period [t1, t2], b1 represents the minimum value of the vehicle actuation deflection change during the period [t1, t2], b2 represents the maximum value of the vehicle actuation deflection change during the period [t1, t2], Indicates the standard value of the cumulative change of the vehicle's actuation deflection during the period [t1, t2];

[0024] Calculate the importance assessment value of the vehicle's impact on the crack:

[0025] ;

[0026] ;

[0027] m represents the importance assessment value of the vehicle's impact on the crack, which is used to characterize the degree of influence of the vehicle on the crack; c represents the crack position correction coefficient, represents the maximum value of the load effect within the span, Indicates the maximum load effect at the crack.

[0028] Optionally, the crack position correction coefficient is determined by a vehicle load test, or by simulating the load effect of a vehicle load obtained by inversion.

[0029] In a possible implementation of the first aspect, the method further includes the following step of evaluating vehicle load effects:

[0030] It is used to sort the importance evaluation values ​​and judge the degree to which the crack is affected by the vehicle according to the importance evaluation values.

[0031] In a possible implementation of the first aspect, the vehicle actuation deflection variation amplitude is calculated using the following method:

[0032] Intercepting a deflection time history curve interval containing a plurality of troughs; preferably, the number of troughs in the deflection time history curve interval is not less than 3;

[0033] Find and mark the valleys in the deflection time history curve, recording them as valley 1, valley 2, ..., valley n;

[0034] Taking the valley value i as the starting point, i∈[1,n], extend along the left and right of the deflection time history curve respectively until a lower valley value appears or reaches the end point of the deflection time history curve, forming the left and right interval segments starting from the valley value i;

[0035] Find the maximum values ​​max_l and max_r of each interval in the left and right interval segments;

[0036] Take the smaller value between the two maximum values ​​max_l and max_r, and the difference between the valley value i and the smaller value is the variation amplitude of the vehicle actuation deflection.

[0037] In a second aspect, the present application provides a system for executing the bridge vehicle load inversion method, comprising:

[0038] A database construction module constructs a bridge information database based on bridge structure type information, dynamic deflection monitoring data, vehicle-induced deflection variation amplitude, vehicle load data, vehicle-induced deflection variation amplitude interval, vehicle load interval, and a probability array of vehicle load intervals corresponding to different vehicle-induced deflection variation amplitude intervals;

[0039] a vehicle actuated deflection variation amplitude calculation module, configured to read the to-be-inverted dynamic deflection monitoring data, calculate the vehicle actuated deflection variation amplitude of the to-be-inverted dynamic deflection monitoring data, and determine the vehicle actuated deflection variation amplitude interval within which the vehicle actuated deflection variation amplitude lies;

[0040] A vehicle load probability extraction module extracts a probability array of multiple vehicle load intervals corresponding to the interval from the bridge information database based on the current bridge type information and the vehicle-induced deflection change amplitude interval of the dynamic deflection monitoring data to be inverted;

[0041] The vehicle load inversion module determines the vehicle load interval of the dynamic deflection monitoring data to be inverted based on the read vehicle load interval and its probability array, using the probability of each vehicle load interval as the weight and adopting a weighted sampling method. Simple random sampling is used within the vehicle load interval to determine the vehicle load corresponding to the dynamic deflection monitoring data to be inverted.

[0042] In a possible implementation of the second aspect, the method further includes:

[0043] A vehicle actuation deflection accumulation module is used to add the vehicle actuation deflection change amplitudes to obtain a cumulative value of the vehicle actuation deflection change amplitude within a corresponding time period;

[0044] The crack monitoring module determines the location of the crack to be evaluated based on the growth rate of the cumulative value of the vehicle's actuation deflection change amplitude and the sensor position;

[0045] The importance assessment value calculation module is used to calculate the standard value of crack width and the standard value of the cumulative value of the vehicle-actuated deflection change amplitude, and calculate the importance assessment value of the vehicle's impact on the crack based on the standard value of crack width, the standard value of the cumulative value of the vehicle-actuated deflection change amplitude and the crack position correction coefficient.

[0046] In a possible implementation of the second aspect, the method further includes:

[0047] The importance evaluation module is used to sort the importance evaluation values ​​and determine the degree to which the crack is affected by the vehicle according to the importance evaluation values.

[0048] Compared with existing methods, this application can invert vehicle loads based on dynamic deflection monitoring data and further construct an evaluation index of the importance of vehicle impact on cracks to track and locate crack development. Specifically, this application has the following beneficial effects:

[0049] 1. The deflection variation is determined by locating the deflection trough and taking an interval on each side. This method can adapt to dynamic deflection waveforms with various characteristics. All fluctuation amplitudes included in the dynamic deflection time history curve will not be double-counted or omitted.

[0050] 2. Using the divided vehicle-induced deflection amplitude range as a priori conditions for the range of vehicle-induced deflection amplitude data during the inversion phase, vehicle load inversion can be performed using dynamic deflection data as input based on a probability array of bridges with similar structural characteristics. This inversion process has low computational complexity and significantly improved computing speed. For national and provincial highway bridges with existing dynamic deflection monitoring points but few other monitoring items, vehicle load inversion and rapid assessment of vehicle load impact can be achieved directly based on dynamic deflection monitoring data, which has broad application scenarios and corresponding potential.

[0051] 3. The vehicle-actuated deflection amplitudes collected by each sensor are accumulated. Based on the time periods and sensor locations where the accumulated values ​​increase most rapidly, manual maintenance activities such as nearby crack detection are guided to improve detection accuracy and pertinence.

[0052] 4. An evaluation index of the importance of vehicle impact on cracks was constructed, the impact of vehicle load on cracks was quantified, and a distributed evaluation of the impact of vehicle load was achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 A flowchart of a bridge vehicle load inversion method based on dynamic deflection provided in an embodiment of the present application;

[0054] Figure 2 A schematic diagram of the corresponding relationship between the vehicle actuation deflection variation range, vehicle weight range and probability provided in an embodiment of the present application;

[0055] Figure 3 A schematic diagram of the change in vehicle actuation deflection caused by vehicle load in a deflection time course provided in an embodiment of the present application;

[0056] Figure 4 A schematic diagram of the inversion results of bridge vehicle loads provided in an embodiment of the present application;

[0057] Figure 5 This is a curve chart of crack monitoring data at the bottom of the left box girder during a period of rapid growth of the cumulative value of the change in vehicle-actuated deflection provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical solutions and advantages of this application clearer, this application will be further described in detail below with reference to the accompanying drawings.

[0059] It should be understood that the embodiments described are only a portion of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0060] The terms used in the embodiments of the present application are for the purpose of describing specific embodiments only and are not intended to limit the present application. The singular forms "a", "an", "the" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise.

[0061] First, as Figure 1 As shown in Figure 1, a bridge vehicle load inversion method based on dynamic deflection includes the following contents:

[0062] S1. Constructing a bridge information database, wherein the database stores bridge structure information, dynamic deflection monitoring data, vehicle-induced deflection variation amplitude, vehicle load data, vehicle-induced deflection variation amplitude intervals, vehicle load intervals, and a probability array of vehicle load intervals corresponding to different vehicle-induced deflection variation amplitude intervals;

[0063] S2, reading the dynamic deflection monitoring data to be inverted, calculating the vehicle actuation deflection change amplitude of the dynamic deflection monitoring data to be inverted, and determining the vehicle actuation deflection change amplitude range within which the vehicle actuation deflection change amplitude falls;

[0064] S3, based on the current bridge type information and the vehicle-induced deflection variation range of the dynamic deflection monitoring data to be inverted, extracting a probability array of multiple vehicle load ranges corresponding to the range from the bridge information database;

[0065] S4, based on the extracted vehicle load intervals and their probability arrays, using the probability of each vehicle load interval as a weight, a weighted sampling method is adopted to determine the vehicle load interval of the dynamic deflection monitoring data to be inverted, and simple random sampling is used within the vehicle load interval to determine the vehicle load corresponding to the dynamic deflection monitoring data to be inverted.

[0066] In a possible implementation of the first aspect, the specific process of step S1 is as follows:

[0067] S101, collecting structural information such as bridge span and cross-section, and collecting dynamic deflection time history and vehicle load data of bridges of different structural types during corresponding periods;

[0068] S102, reading dynamic deflection monitoring data at different time periods in the dynamic deflection time course, calculating the vehicle actuation deflection change amplitude based on the dynamic deflection monitoring data, and performing probability calculation on the vehicle actuation deflection change amplitude and vehicle load data to obtain the probability of vehicle load data corresponding to different vehicle actuation deflection change amplitudes;

[0069] S103, dividing the vehicle actuation deflection variation range and the vehicle load range, and determining a probability array of different vehicle actuation deflection variation ranges corresponding to different vehicle load ranges; Figure 2 As shown in the figure, the range of the change in the actuation deflection of a certain vehicle corresponds to multiple vehicle load ranges (a horizontal row), and the sum of the probabilities of each vehicle load range is 1;

[0070] S104, storing the bridge structure type information, dynamic deflection monitoring data, vehicle-induced deflection variation, vehicle load data, vehicle-induced deflection variation range, vehicle load range, and the probability array of vehicle load ranges corresponding to different vehicle-induced deflection variation ranges into a database to establish a bridge information database; preferably, the bridge structure type information, deflection information, vehicle load information, etc. in the database should be updated regularly.

[0071] In a possible implementation of the first aspect, the bridge vehicle load inversion method based on dynamic deflection further includes the following steps:

[0072] S5, reading the dynamic deflection monitoring data collected by the sensor, calculating the vehicle actuation deflection change amplitude, and accumulating the vehicle actuation deflection change amplitude to obtain a vehicle actuation deflection change amplitude cumulative value;

[0073] S6, monitoring the period when the cumulative value of the change in the actuation deflection of the vehicle increases rapidly, determining the location of the crack to be evaluated based on the sensor position, and extracting the crack monitoring data during this period;

[0074] S7, calculating the importance assessment value of the vehicle's impact on the crack based on the standard value of the crack width, the standard value of the cumulative value of the vehicle-actuated deflection change amplitude, and the crack position correction coefficient.

[0075] Specifically, assuming that the period during which the cumulative value of the vehicle-actuated deflection change increases rapidly is [t1, t2], based on the crack monitoring data during the period [t1, t2], the importance assessment value of the vehicle's impact on the crack during this period is calculated:

[0076] (1) Calculate the standard value of the crack width to be evaluated:

[0077] ;

[0078] a1 represents the crack width before, i.e. the crack width at time t1, and a2 represents the crack width after, i.e. the crack width at time t2. represents the standard value of crack width in the period [t1, t2];

[0079] (2) Calculate the standard value of the cumulative change of the vehicle's actuation deflection during the period [t1, t2] :

[0080] ;

[0081] b represents the cumulative value of the vehicle-driven deflection change before and after the crack develops, d represents the number of vehicle-driven deflection change amplitudes in the period [t1, t2], b1 represents the minimum value of the vehicle-driven deflection change amplitude in the period [t1, t2], b2 represents the maximum value of the vehicle-driven deflection change amplitude in the period [t1, t2], Indicates the standard value of the cumulative change of the vehicle's actuation deflection during the period [t1, t2];

[0082] (3) Calculate the importance assessment value m of the impact of the vehicle on the crack during the period [t1, t2]:

[0083] ;

[0084] ;

[0085] The importance assessment value m of the vehicle's impact on the crack is used to characterize the degree of the vehicle's impact on the crack; c represents the crack position correction coefficient, which is determined by a vehicle load test or by simulating the load effect of the vehicle load obtained by inversion. represents the maximum value of the load effect within the span, Indicates the maximum load effect at the crack.

[0086] Furthermore, the bridge vehicle load inversion method based on dynamic deflection further includes the following steps:

[0087] The importance assessment values ​​are ranked. The larger the importance assessment value, the greater the impact of the crack on the vehicle. Therefore, cracks with larger assessment values ​​should be reinforced in a timely manner.

[0088] like Figure 3 As shown, during the deflection time course (deflection is negative), the vehicle load will cause different degrees of dynamic deflection changes, which are defined in this application as the vehicle-actuated deflection change amplitude. This application preferably uses the following method to calculate the vehicle-actuated deflection change amplitude:

[0089] intercepting an interval of the deflection time history curve containing a plurality of troughs; preferably, the number of troughs is at least three;

[0090] Find and mark the valleys in the deflection time history curve, recording them as valley 1, valley 2, ... valley n;

[0091] Taking the valley value i as the starting point, i∈[1,n], extend along the left and right of the deflection time history curve respectively until a lower valley value appears or reaches the end point of the deflection time history curve, forming the left and right interval segments starting from the valley value i;

[0092] Find the maximum values ​​max_l and max_r of each interval in the left and right intervals. The maximum values ​​max_l and max_r are the peaks or endpoints of the deflection time history curve in the left and right intervals. Specifically, there are 8 cases as follows:

[0093] (1) If the valley value i is higher than the valley value i-1 on the left and the valley value i+1 on the right, the left interval segment is formed by extending from the valley value i to the left to the valley value i-1, and the right interval segment is formed by extending from the valley value i to the right to the valley value i+1. The maximum values ​​of the left and right interval segments, max_l1 and max_r1, are taken respectively.

[0094] (2) If the left side of the valley value i is the endpoint of the deflection time history curve, and the valley value i is higher than the valley value i+1 on the right side, the left interval segment is extended from the valley value i to the left end point of the deflection time history curve, and the right interval segment is extended from the valley value i to the right to the valley value i+1, and the maximum values ​​of the left and right interval segments, max_l2 and max_r2, are taken respectively;

[0095] (3) If the valley value i is lower than the peak value i-1 on the left, and the right side of the valley value i is the endpoint of the deflection time history curve, the left interval segment is formed by extending from the valley value i to the left to the valley value i-1, and the right interval segment is formed by extending from the valley value i to the right to the right endpoint of the deflection time history curve. The maximum values ​​of the left and right interval segments, max_l3 and max_r3, are taken respectively;

[0096] (4) If the valley value i is the lowest valley value in the deflection time history curve interval, extend leftward and rightward from the valley value i as the starting point until reaching the left and right end points of the deflection time history curve, forming the left and right interval segments with the valley value i as the starting point, and take the maximum values ​​max_l4 and max_r4 of the left and right interval segments respectively;

[0097] (5) If the valley value i is lower than the valley value i-1 on the left, but higher than the valley value i+1 on the right, the left interval segment is formed by extending from the valley value i to the left to a lower valley value or the left end point of the deflection time history curve. The right interval segment is formed by extending from the valley value i to the right to the valley value i+1. The maximum values ​​of the left and right interval segments, max_l5 and max_r5, are taken respectively.

[0098] (6) If the valley value i is higher than the valley value i-1 on the left but lower than the valley value i+1 on the right, the left interval segment is formed by extending from the valley value i to the left to the valley value i-1. The right interval segment is formed by extending from the valley value i to the right to a lower valley value or the right end point of the deflection time history curve. The maximum values ​​of the left and right interval segments, max_l6 and max_r6, are taken respectively.

[0099] (7) If the valley value i is lower than the valley value i-1 on the left, and the right side of the valley value i is the endpoint of the deflection time history curve, the left interval segment is formed by extending from the valley value i to the left to the lower valley value or the left endpoint of the deflection time history curve. The right interval segment is formed by extending from the valley value i to the right to the right endpoint of the deflection time history curve. The maximum values ​​of the left and right interval segments, max_l7 and max_r7, are taken respectively.

[0100] (8) If the left side of the valley value i is the endpoint of the deflection time history curve, and the valley value i is lower than the valley value i+1 on the right side, the left interval segment is formed by extending from the valley value i to the left to the left endpoint of the deflection time history curve. The right interval segment is formed by extending from the valley value i to the right to a lower valley value or the right endpoint of the deflection time history curve. The maximum values ​​of the left and right interval segments, max_l8 and max_r8, are taken respectively.

[0101] Take the smaller value between the two maximum values ​​max_l and max_r determined above, and the difference between the valley value i and the smaller value is the vehicle actuated deflection change amplitude; this method can accurately determine the numerical value and quantity of the vehicle actuated deflection change amplitude, and the vehicle actuated deflection change amplitude interval is determined based on the element value of the vehicle actuated deflection change amplitude vector, in which there may be multiple vehicle actuated deflection change amplitudes.

[0102] In a second aspect, the present application provides a system for executing the bridge vehicle load inversion method, comprising:

[0103] A database construction module constructs a bridge information database based on bridge structure type information, dynamic deflection monitoring data, vehicle-driven deflection change amplitude, vehicle load data corresponding to the vehicle-driven deflection change amplitude and its probability array;

[0104] A vehicle-actuated deflection variation calculation module is used to read the to-be-inverted dynamic deflection monitoring data and calculate the vehicle-actuated deflection variation of the to-be-inverted dynamic deflection monitoring data;

[0105] a vehicle load probability extraction module, which reads the vehicle load data and its probability array corresponding to the vehicle-driven deflection variation amplitude of the dynamic deflection monitoring data to be inverted from the bridge information database based on the current bridge type information and the vehicle-driven deflection variation amplitude of the dynamic deflection monitoring data to be inverted;

[0106] The vehicle load inversion module determines the vehicle load range of the dynamic deflection monitoring data to be inverted based on the read vehicle load data and its probability array, using the probability of each vehicle load data as the weight and adopting the weighted sampling method. The vehicle load corresponding to the dynamic deflection monitoring data to be inverted is determined by simple random sampling within the vehicle load range.

[0107] In a possible implementation of the second aspect, the system further includes:

[0108] A vehicle actuation deflection accumulation module is used to add the vehicle actuation deflection change amplitudes to obtain a cumulative value of the vehicle actuation deflection change amplitude within a corresponding time period;

[0109] The crack monitoring module determines the location of the crack to be evaluated based on the growth rate of the cumulative value of the vehicle's actuation deflection change amplitude and the sensor position;

[0110] The importance assessment value calculation module is used to calculate the standard value of crack width and the standard value of the cumulative value of the vehicle-actuated deflection change amplitude, and calculate the importance assessment value of the vehicle's impact on the crack based on the standard value of crack width, the standard value of the cumulative value of the vehicle-actuated deflection change amplitude and the crack position correction coefficient.

[0111] Furthermore, the system further comprises:

[0112] The importance evaluation module is used to sort the importance evaluation values, judge the degree to which the cracks are affected by the vehicle according to the importance evaluation values, and perform reinforcement treatment on cracks with larger evaluation values.

[0113] It should be understood that the division of the processing modules in the above system is merely a division of logical functions. In actual implementation, they may be fully or partially integrated into a single physical entity, or they may be physically separated. In addition, the processing units in the system may be implemented in the form of a processor calling software; for example, the system includes a processor connected to a memory, the memory storing instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or the functions of the processing units of the system, wherein the processor is a general-purpose processor, such as a central processing unit or a microprocessor, and the memory is a memory within the system or a memory outside the system.

[0114] The following is an example of applying the vehicle load inversion method based on dynamic deflection monitoring to the G344 Baoying Canal Third Bridge (installed with a WIM system). Combined with this example, the feasibility and effectiveness of this application are explained.

[0115] Calculate the probability array of vehicle load interval according to equations (1) to (4);

[0116] (1);

[0117] (2);

[0118] (3);

[0119] (4);

[0120] Where d is the vehicle-actuated deflection variation vector, l is the vehicle load vector, and the number of elements in d and l are both m; the endpoint value vector of the vehicle-actuated deflection variation range is , the endpoint value vector of the vehicle load interval is ;con is the counting function;

[0121] The probability of a vehicle load in the jth vehicle load interval obtained by inverting the change amplitude of the actuated deflection of a vehicle in the i-th vehicle actuated deflection range is: The first half of , Represents the element in row i and column j of the inversion basis array;

[0122] The probability of vehicle load is used as the weight and the inverted vehicle load is obtained through weighted sampling. The inversion result is as follows: Figure 4 As shown, the inverted total weight is 757.14t, the WIM measured total weight is 671.65t, and the inverted value / measured value (%) is 112.7%.

[0123] The monitoring data of the cracks at the bottom of the left box girder of the bridge from 0:00 on January 20, 2025 to 0:00 on January 27, 2025 are as follows: Figure 5 shown.

[0124] (1) Calculate the standard value of crack width =0.435;

[0125] (2) Calculate the standard value of the cumulative value of the vehicle's actuation deflection change =1.224;

[0126] (3) Calculate the importance assessment value of the impact of the vehicle on the crack during this period =0.330, crack position correction coefficient =0.928, indicating that the crack is less affected by vehicle load.

[0127] Other structural type demonstration projects and inversion results are shown in Table 1.

[0128] Table 1 Inversion results of the demonstration project

[0129] Bridge Name Route number Main span (m) Daily heavy vehicle load (t) Inversion value / WIM measured value (%) Cailing Port Bridge G312 25 1783 97.0 Xiacheng Bridge G312 20 1624 93.7 Dongdatong River Bridge G312 30 1672 104.1 Xidatong River Bridge G312 30 1826 100.8 Yejiaqiao G312 20 1847 87.5 Polder Bridge G312 16 1437 98.2 Wuyi River Bridge G312 75 1874 114.2 Houshu River Bridge G312 16 1863 108.0 Houshi Bridge G312 16 1646 110.5 Hexi River Bridge G312 16 1674 86.8 Yangjiaqiao G312 10 1784 103.4 Benniu South Interchange G312 30 1864 74.2 Xihe Bridge G312 10 1569 104.3 Baoying Lake Water Reduction Gate Bridge G344 70 2186 85.5 Left side of Maoshan River Bridge S231 40 1372 119.9

[0130] Table 2 shows the importance assessment values ​​of the impact of vehicles on cracks in the above-mentioned demonstration projects, which are concentrated in the range of 0.4 to 0.6. Among them, the importance assessment value of Dongdatong River Bridge is 0.877, and the surface cracks are most susceptible to vehicle loads.

[0131] Table 2 Evaluation value of the importance of the impact of vehicles on cracks in the demonstration project

[0132] Bridge Name Importance Assessment Value Cailing Port Bridge 0.473 Xiacheng Bridge 0.548 Dongdatong River Bridge 0.877 Xidatong River Bridge 0.536 Yejiaqiao 0.545 Polder Bridge 0.521 Wuyi River Bridge 0.127 Houshu River Bridge 0.437 Houshi Bridge 0.671 Hexi River Bridge 0.318 Yangjiaqiao 0.875 Benniu South Interchange 0.462 Xihe Bridge 0.461 Baoying Lake Water Reduction Gate Bridge 0.599 Left side of Maoshan River Bridge 0.674

[0133] The engineering examples have verified that the vehicle load inversion method of the present application is feasible and effective. In the vehicle load inversion method, the error rate between the inversion value and the WIM measured value is within 20%.

[0134] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A bridge vehicle load inversion method based on dynamic deflection, characterized in that: Includes the following: Constructing a bridge information database; the bridge information database stores bridge structure information, dynamic deflection monitoring data, vehicle-activated deflection variation amplitude, vehicle load data, vehicle-activated deflection variation amplitude intervals, vehicle load intervals, and a probability array of vehicle load intervals corresponding to different vehicle-activated deflection variation amplitude intervals; The dynamic deflection monitoring data to be inverted is read, the vehicle actuation deflection variation amplitude of the dynamic deflection monitoring data to be inverted is calculated, and the vehicle actuation deflection variation amplitude range in which the vehicle actuation deflection variation amplitude falls is determined; the vehicle actuation deflection variation amplitude is calculated using the following method: Intercept the deflection time history curve interval containing multiple troughs; Find and mark the valleys in the deflection time history curve, recording them as valley 1, valley 2, ..., valley n; Taking the valley value i as the starting point, i∈[1,n], extend along the left and right of the deflection time history curve respectively until a lower valley value appears or reaches the end point of the deflection time history curve, forming the left and right interval segments starting from the valley value i; Find the maximum values ​​max_l and max_r of each interval in the left and right interval segments; Take the smaller value between the two maximum values ​​max_l and max_r, and the difference between the valley value i and the smaller value is the change amplitude of the vehicle's actuation deflection; Extracting a probability array of multiple vehicle load intervals corresponding to the interval from the bridge information database based on the current bridge type information and the vehicle-driven deflection variation amplitude interval of the dynamic deflection monitoring data to be inverted; According to the extracted vehicle load interval and its probability array, the weighted sampling method is used with the probability of each vehicle load interval as the weight to determine the vehicle load interval of the dynamic deflection monitoring data to be inverted. Simple random sampling is used within the vehicle load interval to determine the vehicle load corresponding to the dynamic deflection monitoring data to be inverted.

2. The bridge vehicle load inversion method according to claim 1 is characterized in that: The specific process of constructing the bridge information database is as follows: Collect bridge structure information, dynamic deflection monitoring data of bridges with different structural types and corresponding vehicle load data; Calculating the vehicle actuation deflection variation amplitude based on the dynamic deflection monitoring data, performing probability calculation on the vehicle actuation deflection variation amplitude and the vehicle load data, and obtaining the probability of the vehicle load data corresponding to different vehicle actuation deflection variation amplitudes; Dividing the vehicle actuation deflection variation range and the vehicle load range, and determining a probability array of different vehicle actuation deflection variation ranges corresponding to different vehicle load ranges; A bridge information database is established based on bridge structure type information, dynamic deflection monitoring data, vehicle-induced deflection variation, vehicle load data, vehicle-induced deflection variation range, vehicle load range, and a probability array of vehicle load ranges corresponding to different vehicle-induced deflection variation ranges.

3. The bridge vehicle load inversion method according to claim 1 is characterized in that: The step of calculating the importance assessment value of the vehicle's impact on the crack is also included: Adding the change amplitudes of the vehicle actuation deflection to obtain the cumulative value of the change amplitude of the vehicle actuation deflection in the corresponding period; Determine the location of the crack to be evaluated based on the growth rate of the cumulative value of the vehicle actuation deflection change amplitude and the sensor position; Assuming that the time period before and after the crack to be evaluated is [t1, t2], calculate the standard value of the width of the crack to be evaluated in the time period [t1, t2]: ； a1 represents the crack width at time t1, a2 represents the crack width at time t2, represents the standard value of crack width in the period [t1, t2]; Calculate the standard value of the cumulative change in vehicle-actuated deflection before and after the crack develops: ； b represents the cumulative value of the vehicle actuation deflection change during the period [t1, t2], d represents the number of vehicle actuation deflection change during the period [t1, t2], b1 represents the minimum value of the vehicle actuation deflection change during the period [t1, t2], b2 represents the maximum value of the vehicle actuation deflection change during the period [t1, t2], Indicates the standard value of the cumulative change of the vehicle's actuation deflection during the period [t1, t2]; Calculate the importance assessment value of the vehicle's impact on the crack: ； ； m represents the importance assessment value of the vehicle's impact on the crack, which is used to characterize the degree of influence of the vehicle on the crack; c represents the crack position correction coefficient, represents the maximum value of the load effect within the span, Indicates the maximum load effect at the crack.

4. The bridge vehicle load inversion method according to claim 3 is characterized in that: The crack position correction factor is determined by a vehicle load test.

5. The bridge vehicle load inversion method according to claim 3 is characterized in that: The crack position correction coefficient is determined by simulating the load effect of the vehicle load obtained by inversion.

6. The bridge vehicle load inversion method according to claim 3 is characterized in that: The following steps are included in the vehicle load effect assessment: It is used to sort the importance evaluation values ​​and judge the degree to which the crack is affected by the vehicle according to the importance evaluation values.

7. A system for executing the bridge vehicle load inversion method according to any one of claims 1 to 6, characterized in that: include: A database construction module constructs a bridge information database based on bridge structure type information, dynamic deflection monitoring data, vehicle-induced deflection variation amplitude, vehicle load data, vehicle-induced deflection variation amplitude interval, vehicle load interval, and a probability array of vehicle load intervals corresponding to different vehicle-induced deflection variation amplitude intervals; a vehicle actuated deflection variation amplitude calculation module, configured to read the to-be-inverted dynamic deflection monitoring data, calculate the vehicle actuated deflection variation amplitude of the to-be-inverted dynamic deflection monitoring data, and determine the vehicle actuated deflection variation amplitude interval within which the vehicle actuated deflection variation amplitude lies; A vehicle load probability extraction module extracts a probability array of multiple vehicle load intervals corresponding to the interval from the bridge information database based on the current bridge type information and the vehicle-induced deflection change amplitude interval of the dynamic deflection monitoring data to be inverted; The vehicle load inversion module determines the vehicle load interval of the dynamic deflection monitoring data to be inverted based on the read vehicle load interval and its probability array, using the probability of each vehicle load interval as the weight and adopting a weighted sampling method. Simple random sampling is used within the vehicle load interval to determine the vehicle load corresponding to the dynamic deflection monitoring data to be inverted.

8. The system according to claim 7, characterized in that Also includes: A vehicle actuation deflection accumulation module is used to add the vehicle actuation deflection change amplitudes to obtain a cumulative value of the vehicle actuation deflection change amplitude within a corresponding time period; The crack monitoring module determines the location of the crack to be evaluated based on the growth rate of the cumulative value of the vehicle's actuation deflection change amplitude and the sensor position; The importance assessment value calculation module is used to calculate the standard value of crack width and the standard value of the cumulative value of the vehicle-actuated deflection change amplitude, and calculate the importance assessment value of the vehicle's impact on the crack based on the standard value of crack width, the standard value of the cumulative value of the vehicle-actuated deflection change amplitude and the crack position correction coefficient.

9. The system according to claim 8, characterized in that Also includes: The importance evaluation module is used to sort the importance evaluation values ​​and determine the degree to which the crack is affected by the vehicle according to the importance evaluation values.

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