Bridge safe operation load limit management method and system

Abstract

The invention relates to the field of bridge load limit management, and particularly discloses a bridge safe operation load limit management method and system, which can check the appearance and the internal structure of a bridge regularly in detail, evaluate the damage coefficient of the bridge structure, review the traffic flow condition of the bridge and check whether new traffic changes exist or not. The traffic load weighting coefficient of the bridge is analyzed, whether the bearing capacity of the bridge is changed or not is judged according to the results of bridge structure review and traffic flow review, then the theoretical bearing capacity of the bridge is corrected in time, a load limiting scheme is adjusted in time, and therefore the safety of the bridge is better guaranteed; when the bearing capacity of the bridge declines, the reason type of decline of the bearing capacity of the bridge is further analyzed, so that a scientific basis is provided for targeted management and maintenance of bridge safety in the later period and formulation of management measures of related departments.

Description

Technical Field

[0001] The present invention relates to the field of bridge load limit management, and relates to a method and system for managing the safe operation load limit of bridges. Background Art

[0002] As a key node in the transportation network, the safety management of bridges is of crucial importance. Once a safety problem occurs in a bridge, it will not only cause traffic interruption but also may lead to serious accidents.

[0003] Bridge load limit management, as the core part of bridge safety management, is of great significance. Overloading will bring excessive stress to the bridge structure, accelerate its aging and damage, and reduce its service life. By implementing load limit management, it can effectively ensure the safe operation of the bridge within the design load range, extend the service life of the bridge, and avoid huge economic losses and social impacts caused by bridge damage, which has practical significance.

[0004] However, the existing methods for managing the safe operation load limit of bridges still have some limitations and deficiencies in practical applications.

[0005] For example, the existing Chinese patent with the authorization announcement number CN112580138B discloses a method for determining the load limit of urban bridges based on traffic flow data and reliability theory. In view of the increasingly serious overloading of the original bridges by muck trucks and other heavy freight vehicles, it uses dynamic weighing equipment to collect data of passing vehicles, establishes a random traffic flow model based on random sampling of load limit values, uses the influence line to load the random traffic flow model to obtain extreme value samples of the response of the bridge control section, and then fits the extreme value distribution of the bridge control section response through the generalized extreme value distribution. Based on the dead load effect and bridge bearing capacity calculated by design documents, finite element software, and relevant detection tests, and according to the reliability theory and the bridge ultimate state equation, the reliability index corresponding to the current load limit value is determined, and a suitable bridge load limit value is selected by the reliability index. It provides a scientific basis for the formulation of management measures by relevant departments and the safe maintenance of bridges, and provides a calculation method for solving the problem that the load limit values of some current bridges are unclear and inaccurate.

[0006] For example, the existing Chinese patent with the publication number CN115905772A discloses a method, device, electronic device, and storage medium for calculating the ultimate bearing capacity of a bridge. The method includes: applying a load to the bridge to be measured and obtaining the acoustic emission data during the loading process; the load is greater than the historical maximum load borne by the current bridge to be measured; according to the acoustic emission data, the Felicity ratio of the bridge to be measured is determined; and according to the Felicity ratio and the load, the ultimate bearing capacity of the bridge to be measured is calculated, which can effectively improve the calculation accuracy of the ultimate bearing capacity.

[0007] Deficiencies of the above patent: First, the management of bridge load limits mostly focuses on the preliminary design stage, analyzing the bridge load limit value or ultimate bearing capacity, thereby improving the accuracy of the bridge's ultimate bearing capacity and providing a scientific basis for the formulation of management measures by relevant departments and the safe maintenance of bridges. However, the actual bearing capacity of the bridge is not continuously tracked later. For example, based on the damage condition of the bridge and traffic changes, the theoretical bearing capacity of the bridge is not corrected, and thus the safety of the bridge cannot be better guaranteed.

[0008] Second, when the bearing capacity of the bridge decreases, the reasons are not further analyzed, which is not conducive to providing a basis for the targeted maintenance of the bridge's safety in the later stage. Summary of the Invention

[0009] In view of this, to solve the problems raised in the above background technology, a bridge safety operation load limit management method and system are proposed.

[0010] The technical solution adopted by the present invention to solve its technical problems is: First, the present invention provides a bridge safety operation load limit management method, including the following steps: Step 1. Collection and evaluation of preliminary bridge data: Collect the structural data of the bridge in the design stage, analyze the theoretical bearing weight of the bridge, obtain the traffic flow data at the location of the bridge during the historical monitoring period, formulate a load limit plan for the bridge, and file it.

[0011] Step 2. Re-inspection of the bridge structure: Obtain the appearance information and internal structure information of the bridge during the re-inspection period. The appearance information includes surface crack information, deformation information, and spalling information, and the internal structure information includes internal concrete crack information and steel structure corrosion information. Analyze the appearance damage factor and internal structure damage factor of the bridge, and further evaluate the bridge structure damage coefficient.

[0012] Step 3. Re-inspection of traffic flow: Obtain the traffic flow data of the bridge during the re-inspection period, and compare it with the traffic flow data at the location of the bridge during the historical monitoring period to analyze the traffic load increase coefficient of the bridge.

[0013] Step 4. Judgment of the need for adjusting the load limit plan: According to the bridge structure damage coefficient and the traffic load increase coefficient of the bridge, analyze the bridge bearing capacity compliance expected index, judge whether the load limit plan of the bridge needs to be adjusted, and give feedback.

[0014] Step 5. Analysis of the reasons for the decrease in bearing capacity: Analyze the types of reasons for the decrease in the bearing capacity of the bridge, where the types of reasons include bridge structure, traffic flow, bridge structure and traffic flow, and give feedback.

[0015] In a second aspect, the present invention further provides a bridge safety operation load limit management system, including: An early-stage bridge data collection and evaluation module: used to collect the structural data of the bridge during the design stage, analyze the theoretical load-bearing weight of the bridge, obtain the traffic flow data at the location of the bridge during the historical monitoring period, formulate a load limit plan for the bridge, and file it.

[0016] A bridge structure re-inspection module: used to obtain the appearance information and internal structure information of the bridge during the re-inspection period, where the appearance information includes surface crack information, deformation information, and spalling information, and the internal structure information includes internal concrete crack information and steel structure corrosion information, analyze the appearance damage factor and internal structure damage factor of the bridge, and further evaluate the bridge structure damage coefficient.

[0017] A traffic flow re-inspection module: used to obtain the traffic flow data of the bridge during the re-inspection period, compare it with the traffic flow data at the location of the bridge during the historical monitoring period, and analyze the traffic load increase coefficient of the bridge.

[0018] A load limit plan adjustment requirement judgment module: used to analyze the bridge bearing capacity compliance expectation index according to the bridge structure damage coefficient and the traffic load increase coefficient of the bridge, judge whether the load limit plan of the bridge needs to be adjusted, and give feedback.

[0019] A bearing capacity decline cause analysis module: used to analyze the cause types of the decline in the bearing capacity of the bridge, where the cause types include bridge structure, traffic flow, bridge structure and traffic flow, and give feedback.

[0020] A database: used to store the load factors of various types of past vehicles, and store the predicted values of the bridge structure damage coefficient during the re-inspection period.

[0021] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. The present invention regularly conducts a detailed inspection of the appearance and internal structure of the bridge, evaluates the bridge structure damage coefficient, re-inspects the traffic flow of the bridge, checks for new traffic changes, analyzes the traffic load increase coefficient of the bridge, and judges whether the bearing capacity of the bridge has changed based on the results of the bridge structure re-inspection and traffic flow re-inspection, and then timely corrects the theoretical bearing capacity of the bridge and adjusts the load limit plan, so as to better ensure the safety of the bridge.

[0022] 2. When the bearing capacity of the bridge decreases, the present invention further analyzes the cause types of the decrease in the bearing capacity of the bridge, and thus provides a scientific basis for the targeted maintenance of the bridge safety in the later stage and the formulation of management measures by relevant departments. Description of the Drawings

[0023] To more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0024] Figure 1 It is a schematic flow chart of the method of the present invention.

[0025] Figure 2 It is a connection diagram of the system modules of the present invention.

[0026] Figure 3 It is a flow chart for analyzing the reasons for the decline of the bridge bearing capacity of the present invention. Specific embodiments

[0027] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0028] Please refer to Figure 1 As shown, the first aspect of the present invention provides a method for managing the load limit for the safe operation of bridges, including the following steps: Step 1. Collection and evaluation of bridge data in the early stage: Collect the structural data of the bridge in the design stage, analyze the theoretical bearing weight of the bridge, obtain the traffic flow data at the location of the bridge during the historical monitoring period, formulate the load limit plan for the bridge, and file it.

[0029] Exemplarily, the specific analysis process of Step 1 is: Collect the structural data of the bridge in the design stage, where the structural data includes bridge type, geometric dimension information, and material information used in bridge construction. According to the collected structural data of the bridge, use the structural mechanics analysis method to calculate the theoretical bearing weight of the bridge.

[0030] As a preferred solution, the structural data of the bridge in the design stage can be obtained by detailed recording of the design drawings of the bridge and the bridge construction information.

[0031] As a preferred solution, the method for obtaining the traffic flow data at the location of the bridge during the historical monitoring period is the same in principle as the method for obtaining the traffic flow data of the bridge during the review period.

[0032] As a preferred solution, the bridge types include, but are not limited to, beam bridges, arch bridges, cable-stayed bridges, etc.

[0033] As a preferred solution, the geometric dimension information includes, but is not limited to, basic geometric dimensions such as span, width, height, etc.

[0034] As a preferred solution, the material information used in the bridge construction includes, but is not limited to, the strength grade of concrete, the model and mechanical properties of steel, etc. Different material characteristics will directly affect the load-bearing limit of the bridge.

[0035] In a specific embodiment, the finite element analysis method is used to calculate the theoretical load-bearing weight of the bridge. Finite element analysis can simulate the stress and strain distributions of the bridge under different load conditions, so as to determine the ultimate load-bearing capacity of the bridge.

[0036] As a preferred solution, using the structural mechanics analysis method to calculate the theoretical load-bearing weight of the bridge is a relatively mature existing technology, which will not be elaborated here.

[0037] Set the duration of the monitoring period, and obtain the traffic flow data at the location of the bridge during the historical monitoring period. The traffic flow data includes the duration of the traffic flow peak, the peak value of the traffic flow, the set of types of passing vehicles, the proportion of the number of each type of passing vehicle, the proportion of overweight vehicles, and the average driving speed.

[0038] As a preferred solution, the duration of the monitoring period can be one day, three days, one week, etc.

[0039] As a preferred solution, the types of passing vehicles include, but are not limited to, cars, trucks, buses, etc.

[0040] According to the theoretical load-bearing weight of the bridge and the traffic flow data at the location of the bridge during the historical monitoring period, evaluate the load-bearing weight limit of the bridge, formulate a load limit plan for the bridge, and file it.

[0041] As a preferred solution, a relationship model between the theoretical load-bearing weight of the bridge, the traffic flow data at the location of the bridge, and the load-bearing weight limit of the bridge can be constructed based on historical experience or relevant theories. Then, combined with the theoretical load-bearing weight and traffic flow data of the bridge, evaluate the load-bearing weight limit of the bridge, and further formulate a load limit plan for the bridge. The load-bearing weight limit of the bridge is less than the theoretical load-bearing weight of the bridge.

[0042] Step 2: Bridge structure review: Obtain the appearance information and internal structure information of the bridge during the review period. The appearance information includes surface crack information, deformation information, and spalling information, and the internal structure information includes internal concrete crack information and steel structure corrosion information. Analyze the appearance damage factor and internal structure damage factor of the bridge, and further evaluate the bridge structure damage coefficient.

[0043] Exemplarily, the specific analysis process of the second step includes: F1: Set the time interval for bridge review, and set the review cycle according to the principle of equal duration as the monitoring cycle.

[0044] As a preferred solution, the time interval for bridge review refers to how often the bridge is reviewed. In a specific embodiment, the time interval for bridge review can be one year, two years, or three years.

[0045] As a preferred solution, obtain the appearance information and internal structure information of the bridge during the review cycle through on-site survey.

[0046] Obtain the surface crack information of the bridge during the review cycle, and obtain the position, length, and depth of each crack on the surface of the bridge during the review cycle.

[0047] Divide the bridge structure according to a preset principle to obtain each part of the bridge, set the importance factor of each part of the bridge, and denote it as , indicating the number of the th part of the bridge, .

[0048] According to the position of each crack on the surface of the bridge during the review cycle, screen the length and depth of each crack on the surface of each part of the bridge during the review cycle, and denote them as , indicating the number of the th crack, .

[0049] Through the analysis formula obtain the surface crack coefficient of the bridge during the review cycle, where respectively represent the influence factors corresponding to the preset unit crack length and unit crack depth.

[0050] F2: Obtain the deformation information of the bridge during the review cycle, obtain the deformation amount of each deformation area on the surface of the bridge during the review cycle, further screen the deformation amount of each deformation area on the surface of each part of the bridge during the review cycle, and analyze to obtain the surface deformation coefficient of the bridge during the review cycle.

[0051] As a preferred solution, according to the deformation amount of each deformation area on the surface of each part of the bridge during the review cycle, obtain the number of deformation areas and the maximum deformation amount of the deformation area of each part of the bridge during the review cycle, and substitute them into the relationship function between the number of deformation areas and the maximum deformation amount of the deformation area of each part of the bridge and the surface deformation coefficient of the bridge, to obtain the surface deformation coefficient of the bridge during the review cycle.

[0052] As a preferred solution, the relationship function between the number of deformation regions and the maximum deformation of each part of the bridge and the bridge surface deformation coefficient is a positive correlation function, that is, the more the number of deformation regions and the greater the maximum deformation of the deformation regions, the greater the bridge surface deformation coefficient.

[0053] F3: Obtain the spalling information of the bridge during the review period, get the area of the spalling regions on the surface of the bridge at each location during the review period, screen the areas of the spalling regions on the surface of each part of the bridge during the review period, and analyze the bridge surface spalling coefficient during the review period.

[0054] As a preferred solution, according to the areas of the spalling regions on the surface of each part of the bridge during the review period, count the total area of the spalling regions on the surface of each part of the bridge during the review period, and substitute it into the relationship function between the total area of the spalling regions on the surface of each part of the bridge and the bridge surface spalling coefficient preset, to obtain the bridge surface spalling coefficient during the review period.

[0055] As a preferred solution, the relationship function between the total area of the spalling regions on the surface of each part of the bridge and the bridge surface spalling coefficient is a positive correlation function, that is, the greater the total area of the spalling regions on the surface, the greater the bridge surface spalling coefficient.

[0056] F4: Calculate the weighted average of the bridge surface crack coefficient, deformation coefficient, and spalling coefficient during the review period to obtain the appearance damage factor of the bridge.

[0057] As a preferred solution, the weights of the bridge surface crack coefficient, deformation coefficient, and spalling coefficient are set values, and the sum is 1. In a specific embodiment, the weights of the bridge surface crack coefficient, deformation coefficient, and spalling coefficient are 0.4, 0.4, and 0.2 respectively.

[0058] As a preferred solution, the weights of the bridge surface crack coefficient, deformation coefficient, and spalling coefficient are set according to their influence degrees on the appearance of the bridge.

[0059] Exemplarily, the specific analysis process of the second step further includes: E1: Obtain the internal concrete crack information of the bridge during the review period, get the lengths of each internal concrete crack of the bridge during the review period, screen the lengths of each internal concrete crack of each part of the bridge during the review period, count the cumulative number and cumulative length of the internal concrete cracks of each part of the bridge during the review period, and record them as , through the analysis formula obtain the internal concrete crack coefficient of the bridge during the review period , where represents the natural constant, respectively represent the influence factors corresponding to the preset unit number of internal concrete cracks and the unit length of internal concrete cracks.

[0060] E2: Obtain the steel structure corrosion information of the bridge within the re-inspection period, get the corrosion depth and corrosion area of the steel structure corrosion areas at various parts of the bridge within the re-inspection period, screen the corrosion depth and corrosion area of the steel structure corrosion areas at various parts of each part of the bridge within the re-inspection period, and analyze the steel structure corrosion coefficient of the bridge within the re-inspection period.

[0061] As a preferred solution, according to the corrosion depth and corrosion area of the steel structure corrosion areas at various parts of each part of the bridge within the re-inspection period, statistically calculate the maximum corrosion depth and cumulative corrosion area of the steel structure corrosion areas of each part of the bridge within the re-inspection period, and substitute them into the relationship function between the maximum corrosion depth and cumulative corrosion area of the steel structure corrosion areas of each part of the bridge and the steel structure corrosion coefficient of the bridge, so as to obtain the steel structure corrosion coefficient of the bridge within the re-inspection period.

[0062] As a preferred solution, the relationship function between the maximum corrosion depth and cumulative corrosion area of the steel structure corrosion areas of each part of the bridge and the steel structure corrosion coefficient of the bridge is a positive correlation function, that is, the greater the maximum corrosion depth and cumulative corrosion area of the steel structure corrosion area, the greater the steel structure corrosion coefficient of the bridge.

[0063] E3: Calculate the weighted average of the concrete internal crack coefficient and the steel structure corrosion coefficient of the bridge within the re-inspection period to obtain the internal structure damage factor of the bridge.

[0064] As a preferred solution, the weights of the concrete internal crack coefficient and the steel structure corrosion coefficient are set values, and the sum is 1. In a specific embodiment, the weights of the concrete internal crack coefficient and the steel structure corrosion coefficient are 0.6 and 0.4 respectively.

[0065] As a preferred solution, non-destructive testing techniques can be used to inspect the internal defects of the bridge concrete and the corrosion conditions of the steel structure.

[0066] Exemplarily, the specific analysis process of the second step further includes: calculating the weighted average of the appearance damage factor and the internal structure damage factor of the bridge to obtain the bridge structure damage coefficient.

[0067] As a preferred solution, the weights of the appearance damage factor and the internal structure damage factor of the bridge are set values, and the sum is 1. In a specific embodiment, the weights of the appearance damage factor and the internal structure damage factor of the bridge are 0.4 and 0.6 respectively.

[0068] Step three, traffic flow re-inspection: Obtain the traffic flow data of the bridge within the re-inspection period, and compare it with the traffic flow data at the location of the bridge within the historical monitoring period to analyze the traffic load increase coefficient of the bridge.

[0069] Exemplarily, the specific analysis process of step three includes: setting a traffic flow threshold, obtaining the time periods during the review period when the bridge traffic flow is greater than the traffic flow threshold, denoting them as the peak traffic flow time periods of the bridge during the review period, obtaining the duration of the peak traffic flow time periods of the bridge during the review period, denoting it as the peak traffic flow duration of the bridge during the review period, and representing it as .

[0070] Obtaining the maximum value of the bridge traffic flow during the review period, denoting it as the peak traffic flow value of the bridge during the review period, and representing it as .

[0071] Obtaining the types of each passing vehicle on the bridge during the review period, constructing a set of passing vehicle types on the bridge during the review period, obtaining the ratio between the number of passing vehicles of each type on the bridge during the review period and the total number of passing vehicles, denoting it as the proportion of the number of passing vehicles of each type on the bridge during the review period, and representing it as , representing the number of the type of passing vehicle, , obtaining the ratio between the number of overweight vehicles and the total number of passing vehicles of its type among the passing vehicles of each type on the bridge during the review period, denoting it as the overweight vehicle proportion of the passing vehicles of each type on the bridge during the review period, and representing it as , further monitoring the driving speed of each vehicle among the passing vehicles of each type on the bridge during the review period, and calculating the average value to obtain the average driving speed of the passing vehicles of each type on the bridge during the review period, denoting it as .

[0072] As a preferred solution, the types of passing vehicles include but are not limited to cars, trucks, buses, etc.

[0073] Extracting the load factors of passing vehicles of each type stored in the database, denoting them as .

[0074] Through the analysis formula obtaining the traffic load coefficient of the bridge during the review period , where respectively represent the preset peak traffic flow duration and the threshold of the peak traffic flow value, respectively represent the preset proportion of the number of passing vehicles, the overweight vehicle proportion, and the threshold of the average driving speed.

[0075] Exemplarily, the specific analysis process of step three further includes: Similarly, according to the analysis method of the traffic load coefficient of the bridge during the review period, obtaining the traffic load coefficient at the location of the bridge during the historical monitoring period, denoting it as .

[0076] By analyzing the formula the traffic load intensification coefficient of the bridge is obtained .

[0077] Step Four, Judging the Need for Adjusting the Load Limit Scheme: According to the bridge structure damage coefficient and the traffic load intensification coefficient of the bridge, analyze the bridge bearing capacity compliance expected index, judge whether the load limit scheme of the bridge needs to be adjusted, and give feedback

[0078] Exemplarily, the specific analysis process of the said Step Four is: Denote the bridge structure damage coefficient as , extract the predicted value of the bridge structure damage coefficient stored in the database during the recheck period, and denote it as .

[0079] By analyzing the formula the bridge bearing capacity compliance expected index is obtained , where represents the threshold value of the preset traffic load intensification coefficient

[0080] Compare the bridge bearing capacity compliance expected index with the preset bridge bearing capacity compliance expected index threshold. If the bridge bearing capacity compliance expected index is less than the preset bridge bearing capacity compliance expected index threshold, then the load limit scheme of the bridge needs to be adjusted and feedback is given

[0081] In this embodiment, the present invention regularly conducts a detailed inspection on the appearance and internal structure of the bridge, evaluates the bridge structure damage coefficient, rechecks the traffic flow condition of the bridge to check whether there are new traffic changes, analyzes the traffic load intensification coefficient of the bridge, and according to the results of the bridge structure recheck and traffic flow recheck, judges whether the bridge bearing capacity has changed, and then timely corrects the theoretical bearing capacity of the bridge and adjusts the load limit scheme, so as to better ensure the safety of the bridge

[0082] Step Five, Analyzing the Reasons for the Decrease in Bearing Capacity: Analyze the types of reasons for the decrease in the bridge bearing capacity, where the reason types include bridge structure, traffic flow, bridge structure and traffic flow, and give feedback

[0083] Exemplarily, as shown in Figure 3 , the specific analysis process of the said Step Five is: Obtain the upward adjustment amount of the bridge structure damage coefficient relative to the predicted value, and denote it as the upward adjustment amount of the bridge structure damage coefficient

[0084] Obtain the upward adjustment amount of the traffic load intensification coefficient of the bridge relative to the threshold value, and denote it as the upward adjustment amount of the traffic load intensification coefficient of the bridge

[0085] If the increase in the bridge structure damage coefficient is greater than the set threshold of the increase in the bridge structure damage coefficient and the increase in the traffic load aggravation coefficient of the bridge is less than or equal to the set threshold of the increase in the traffic load aggravation coefficient, the cause type of the decrease in the bridge bearing capacity is the bridge structure. If the increase in the bridge structure damage coefficient is less than or equal to the set threshold of the increase in the bridge structure damage coefficient and the increase in the traffic load aggravation coefficient of the bridge is greater than the set threshold of the increase in the traffic load aggravation coefficient, the cause type of the decrease in the bridge bearing capacity is the traffic flow. If the increase in the bridge structure damage coefficient is greater than the set threshold of the increase in the bridge structure damage coefficient and the increase in the traffic load aggravation coefficient of the bridge is greater than the set threshold of the increase in the traffic load aggravation coefficient, the cause type of the decrease in the bridge bearing capacity is the bridge structure and the traffic flow.

[0086] In this embodiment, when the bearing capacity of the bridge decreases, the present invention further analyzes the cause type of the decrease in the bridge bearing capacity, thereby providing a scientific basis for the targeted maintenance of the bridge safety in the later stage and the formulation of management measures by relevant departments.

[0087] Refer to Figure 2 As shown, the second aspect of the present invention provides a bridge safety operation load limit management system, including a preliminary bridge data collection and evaluation module, a bridge structure review module, a traffic flow review module, a load limit scheme adjustment requirement judgment module, a bearing capacity decrease cause analysis module, and a database.

[0088] The bridge structure review module is respectively connected to the preliminary bridge data collection and evaluation module and the traffic flow review module. The load limit scheme adjustment requirement judgment module is respectively connected to the traffic flow review module and the bearing capacity decrease cause analysis module. The database is respectively connected to the traffic flow review module and the load limit scheme adjustment requirement judgment module.

[0089] The preliminary bridge data collection and evaluation module is used to collect the structural data of the bridge in the design stage, analyze the theoretical bearing weight of the bridge, obtain the traffic flow data at the location of the bridge during the historical monitoring period, formulate the load limit scheme of the bridge, and file it.

[0090] The bridge structure review module is used to obtain the appearance information and internal structure information of the bridge during the review period. The appearance information includes surface crack information, deformation information, and spalling information. The internal structure information includes internal concrete crack information and steel structure corrosion information. Analyze the appearance damage factor and internal structure damage factor of the bridge, and further evaluate the bridge structure damage coefficient.

[0091] The traffic flow review module is used to obtain the traffic flow data of the bridge during the review period, compare it with the traffic flow data at the location of the bridge during the historical monitoring period, and analyze the traffic load aggravation coefficient of the bridge.

[0092] The overload limit scheme adjustment requirement judgment module is used to analyze the bridge bearing capacity compliance expected index according to the bridge structure damage coefficient and the traffic load increase coefficient of the bridge, judge whether the overload limit scheme of the bridge needs to be adjusted, and give feedback.

[0093] The bearing capacity decline cause analysis module is used to analyze the cause types of the bridge bearing capacity decline, where the cause types include bridge structure, traffic flow, bridge structure and traffic flow, and give feedback.

[0094] The database is used to store the load factors of various types of past vehicles and store the predicted values of the bridge structure damage coefficient within the review period.

[0095] The above content is only an example and illustration of the concept of the present invention. Those skilled in the art of the present technology make various modifications or supplements or use similar methods to replace the specific embodiments described, as long as they do not deviate from the concept of the invention or exceed the scope defined by the present invention, they should all belong to the protection scope of the present invention.

Claims

1. A bridge safety operation load limit management method, characterized in that It includes the following steps: Step 1. Collection and evaluation of bridge data in the early stage: Collect the structural data of the bridge in the design stage, analyze the theoretical load-bearing capacity of the bridge, obtain the traffic flow data at the location of the bridge during the historical monitoring period, formulate a load limit plan for the bridge, and file it; Step 2. Re-inspection of the bridge structure: Obtain the appearance information and internal structure information of the bridge during the re-inspection period. The appearance information includes surface crack information, deformation information, and spalling information, and the internal structure information includes internal concrete crack information and steel structure corrosion information. Analyze the appearance damage factor and internal structure damage factor of the bridge, and further evaluate the bridge structure damage coefficient; Step 3. Re-inspection of traffic flow: Obtain the traffic flow data of the bridge during the re-inspection period, and compare it with the traffic flow data at the location of the bridge during the historical monitoring period to analyze the traffic load increase coefficient of the bridge; Step 4. Judgment of the need for adjusting the load limit plan: According to the bridge structure damage coefficient and the traffic load increase coefficient of the bridge, analyze the bridge's load-bearing capacity compliance with the expected index, judge whether the load limit plan of the bridge needs to be adjusted, and give feedback; Step 5. Analysis of the reasons for the decrease in load-bearing capacity: Analyze the types of reasons for the decrease in the bridge's load-bearing capacity, where the types of reasons include bridge structure, traffic flow, bridge structure and traffic flow, and give feedback.

2. The bridge safety operation load limit management method according to claim 1, characterized in that: The specific analysis process of Step 1 is as follows: Collect the structural data of the bridge in the design stage, where the structural data includes bridge type, geometric dimension information, and material information used in bridge construction. According to the collected structural data of the bridge, use the structural mechanics analysis method to calculate the theoretical load-bearing capacity of the bridge; Set the duration of the monitoring period, and obtain the traffic flow data at the location of the bridge during the historical monitoring period. The traffic flow data includes the duration of the traffic flow peak, the peak value of the traffic flow, the set of past vehicle types, the proportion of the number of each type of past vehicle, the proportion of overweight vehicles, and the average driving speed; According to the theoretical load-bearing capacity of the bridge and the traffic flow data at the location of the bridge during the historical monitoring period, evaluate the load-bearing weight limit of the bridge, formulate a load limit plan for the bridge, and file it.

3. A bridge safety operation load limit management method according to claim 2, characterized in that: The specific analysis process of Step 2 includes: F1: Set the time interval for bridge re-inspection, and set the re-inspection period according to the principle of equal duration as the monitoring period; Obtain the surface crack information of the bridge during the re-inspection period, and get the location, length, and depth of each surface crack of the bridge during the re-inspection period; Divide the bridge structure according to the preset principles to obtain each part of the bridge, set the importance factor of each part of the bridge, and denote it as , indicating the number of the th part of the bridge, ; According to the positions of each crack on the bridge surface within the re-inspection period, screen the lengths and depths of each crack on the surface of each part of the bridge within the re-inspection period, and record them respectively as , indicating the number of the th crack, ; By analyzing the formula the bridge surface crack coefficient within the recheck period is obtained , where respectively represent the influence factors corresponding to the preset unit crack length and unit crack depth; F2: Obtain the deformation information of the bridge during the re-inspection period, get the deformation amount of each deformation area on the surface of the bridge during the re-inspection period, further screen the deformation amount of each deformation area on the surface of each part of the bridge during the re-inspection period, and analyze to obtain the surface deformation coefficient of the bridge during the re-inspection period; F3: Obtain the spalling information of the bridge during the re-inspection period, get the area of each spalling area on the surface of the bridge during the re-inspection period, screen the area of each spalling area on the surface of each part of the bridge during the re-inspection period, and analyze the surface spalling coefficient of the bridge during the re-inspection period; F4: Calculate the weighted average of the surface crack coefficient, deformation coefficient, and spalling coefficient of the bridge during the re-inspection period to obtain the appearance damage factor of the bridge.

4. A bridge safety operation load limit management method according to claim 3, characterized in that: The specific analysis process of Step 2 also includes: E1: Obtain the information on the internal cracks of the bridge concrete during the re-inspection period, get the lengths of each internal crack of the bridge concrete during the re-inspection period, screen the lengths of each internal crack of the bridge concrete in each part of the bridge during the re-inspection period, and count the cumulative number and cumulative length of the internal cracks of the bridge concrete in each part of the bridge during the re-inspection period, and record them as , and obtain the internal crack coefficient of the bridge concrete during the re-inspection period through the analysis formula , where represents the natural constant , and represent the influence factors corresponding to the preset unit quantity of internal cracks of concrete and the unit length of internal cracks of concrete respectively; E2: Obtain the steel structure corrosion information of the bridge within the re-inspection period, get the corrosion depth and corrosion area of the steel structure corrosion areas at various parts of the bridge within the re-inspection period, screen the corrosion depth and corrosion area of the steel structure corrosion areas at various parts of each part of the bridge within the re-inspection period, and analyze the steel structure corrosion coefficient of the bridge within the re-inspection period; E3: Calculate the weighted average of the concrete internal crack coefficient and the steel structure corrosion coefficient of the bridge within the re-inspection period to obtain the internal structure damage factor of the bridge.

5. A bridge safety operation load limit management method according to claim 1, characterized in that: The specific analysis process of step two further includes: Calculate the weighted average of the appearance damage factor and the internal structure damage factor of the bridge to obtain the bridge structure damage coefficient.

6. A bridge safety operation load limit management method according to claim 1, characterized in that: The specific analysis process of step three includes: Set the traffic flow threshold, obtain the time period during the review cycle when the traffic flow on the bridge is greater than the corresponding traffic flow threshold, record it as the peak traffic flow time period on the bridge during the review cycle, obtain the duration of the peak traffic flow time period on the bridge during the review cycle, record it as the peak traffic flow duration on the bridge during the review cycle, and represent it as ; Obtain the maximum value of the bridge traffic volume within the review period, record it as the peak traffic volume of the bridge within the review period, and represent it as ; Obtain the types of each passing vehicle on the bridge during the re-inspection period, construct a set of passing vehicle types on the bridge during the re-inspection period, obtain the ratio between the number of each type of passing vehicle on the bridge and the total number of passing vehicles during the re-inspection period, denote it as the proportion of the number of each type of passing vehicle on the bridge during the re-inspection period, and represent it as , denote the serial number of the -th type of passing vehicle, obtain the ratio between the number of overweight vehicles and the total number of passing vehicles of its type among each type of passing vehicle on the bridge during the re-inspection period, denote it as the overweight vehicle proportion of each type of passing vehicle on the bridge during the re-inspection period, and represent it as , further monitor the driving speed of each vehicle among each type of passing vehicle on the bridge during the re-inspection period, calculate the average value, obtain the average driving speed of each type of passing vehicle on the bridge during the re-inspection period, and denote it as ; Extract the load factors of various types of past vehicles stored in the database and denote them as ; By analyzing the formula the traffic load coefficient of the bridge within the review period is obtained , where respectively represent the preset duration of the traffic flow peak and the threshold value of the traffic flow peak value, respectively represent the preset proportion of the number of passing vehicles, the proportion of overweight vehicles, and the threshold value of the average driving speed.

7. A bridge safety operation load limit management method according to claim 6, characterized in that: The specific analysis process of step three further includes: Similarly, according to the analysis method of the traffic load coefficient of the bridge within the review period, obtain the traffic load coefficient at the location of the bridge during the historical monitoring period and denote it as ; By analyzing the formula the traffic load increase factor of the bridge is obtained .

8. A bridge safety operation load limit management method according to claim 7, characterized in that: The specific analysis process of step four is: Denote the bridge structure damage coefficient as , extract the predicted value of the bridge structure damage coefficient stored in the database during the review period, and denote it as ; By analyzing the formula the bridge bearing capacity meets the expected index , where represents the threshold of the preset traffic load intensification coefficient; Compare the bridge load-carrying capacity compliance index with the preset bridge load-carrying capacity compliance index threshold. If the bridge load-carrying capacity compliance index is less than the preset bridge load-carrying capacity compliance index threshold, the load limit plan of the bridge needs to be adjusted and feedback is given.

9. The bridge safety operation load limit management method according to claim 8, wherein: The specific analysis process of step five is: Obtain the upward adjustment amount of the bridge structure damage coefficient relative to the estimated value, and record it as the upward adjustment amount of the bridge structure damage coefficient; Obtain the upward adjustment amount of the traffic load increase coefficient of the bridge relative to the threshold value, and record it as the upward adjustment amount of the traffic load increase coefficient of the bridge; If the upward adjustment amount of the bridge structure damage coefficient is greater than the set bridge structure damage coefficient upward adjustment threshold and the upward adjustment amount of the traffic load increase coefficient of the bridge is less than or equal to the set traffic load increase coefficient upward adjustment threshold, the cause type of the bridge load-carrying capacity decline is the bridge structure. If the upward adjustment amount of the bridge structure damage coefficient is less than or equal to the set bridge structure damage coefficient upward adjustment threshold and the upward adjustment amount of the traffic load increase coefficient of the bridge is greater than the set traffic load increase coefficient upward adjustment threshold, the cause type of the bridge load-carrying capacity decline is traffic flow. If the upward adjustment amount of the bridge structure damage coefficient is greater than the set bridge structure damage coefficient upward adjustment threshold and the upward adjustment amount of the traffic load increase coefficient of the bridge is greater than the set traffic load increase coefficient upward adjustment threshold, the cause type of the bridge load-carrying capacity decline is the bridge structure and traffic flow.

10. A bridge safety operation load limit management system, characterized in that, It includes: Pre-stage bridge data collection and evaluation module: used to collect the structural data of the bridge in the design stage, analyze the theoretical load-bearing weight of the bridge, obtain the traffic flow data at the location of the bridge within the historical monitoring period, formulate the load limit plan of the bridge, and archive it; Bridge structure re-inspection module: used to obtain the appearance information and internal structure information of the bridge within the re-inspection period, where the appearance information includes surface crack information, deformation information, and spalling information, and the internal structure information includes concrete internal crack information and steel structure corrosion information, analyze the appearance damage factor and internal structure damage factor of the bridge, and further evaluate the bridge structure damage coefficient; Traffic flow re-inspection module: used to obtain the traffic flow data of the bridge within the re-inspection period, compare it with the traffic flow data at the location of the bridge within the historical monitoring period, and analyze the traffic load increase coefficient of the bridge; Load limit scheme adjustment demand judgment module: used to analyze the bridge bearing capacity compliance index based on the bridge structure damage coefficient and the bridge traffic load aggravation coefficient, determine whether the bridge load limit scheme needs to be adjusted, and provide feedback; Carrying capacity reduction cause analysis module: used to analyze the cause types of bridge carrying capacity reduction, including bridge structure, traffic flow, bridge structure and traffic flow, and provide feedback; Database: used to store the load factors of various types of passing vehicles and store the estimated value of the bridge structure damage coefficient within the review period.

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