Road and bridge structure model anti-seismic optimization method and system

Abstract

The invention belongs to the technical field of bridge anti-seismic design, and provides a road and bridge structure model anti-seismic optimization method which comprises the following steps: acquiring a road and bridge structure model; loading the road and bridge structure model into finite element analysis software, and performing mesh generation on the road and bridge structure model through a mesh generation algorithm to obtain a road and bridge finite element model; identifying a steel structure arc-shaped pipe truss area of the road and bridge finite element model and segmenting the road and bridge finite element model to obtain a truss finite element model; according to the obtained truss finite element model, truss stable tearing analysis is carried out, and a truss stable tearing area is obtained; and marking the position of the stable tearing area of the truss corresponding to the road and bridge structure model. According to the anti-seismic optimization method provided by the embodiment of the invention, the precision and the safety of the road and bridge structure design can be remarkably improved through industrial information and data processing by combining the influence of the dynamic load, the stress distribution and the temperature effect.

Description

Technical Field

[0001] The present invention belongs to the technical field of bridge seismic design, and in particular relates to a seismic optimization method and system for a road-bridge structural model. Background Art

[0002] In road and bridge structural design, trusses, as key load-bearing components, are often subject to complex external environmental influences, including dynamic loads such as earthquakes and vehicle impacts, as well as temperature fluctuations such as diurnal temperature differences and seasonal climate changes. These factors can lead to stress concentration, deformation accumulation, and even the risk of tearing and instability within the trusses.

[0003] However, traditional industrial information and data processing typically relies on static analysis or ignores temperature effects, making it impossible to accurately predict the stress distribution and deformation trends of trusses under the combined effects of dynamic loads and temperature gradients. Consequently, it is difficult to accurately identify the stable tearing areas of the trusses during design, potentially leading to localized instability, fracture, or overall performance degradation in actual operation. This lack of comprehensive analysis not only reduces structural safety but also increases maintenance costs and risks. Summary of the Invention

[0004] The present invention aims to solve, at least to some extent, one of the technical problems in the related art. To this end, the first object of the present invention is to propose a seismic optimization method for road and bridge structural models, which can significantly improve the accuracy and safety of road and bridge structural design by combining the influence of dynamic loads, stress distribution and temperature effects;

[0005] The second object of the present invention is to provide a seismic optimization system for road and bridge structure models.

[0006] To achieve the above-mentioned objectives, a first embodiment of the present invention provides a seismic optimization method for a road and bridge structure model, the method comprising the following steps:

[0007] S100, obtaining a road and bridge structure model;

[0008] S200, loading the road bridge structure model into finite element analysis software, meshing the road bridge structure model using a meshing algorithm to obtain a road bridge finite element model;

[0009] S300, identifying a steel structure curved tube truss region of the road bridge finite element model and segmenting the road bridge finite element model to obtain a truss finite element model;

[0010] S400, performing a truss tear stability analysis based on the obtained truss finite element model to obtain a truss tear stability region;

[0011] S500: Mark the position of the truss stable tearing area corresponding to the road bridge structure model.

[0012] The seismic optimization method according to the embodiment of the present invention can significantly improve the accuracy and safety of road and bridge structure design by combining the influence of dynamic loads, stress distribution and temperature effects.

[0013] In step S100, the method for acquiring a road bridge structure model includes: using 3D scanning technology to perform high-precision digital acquisition of the road bridge to obtain its three-dimensional point cloud data; using professional software to convert the point cloud data into an STL format model to ensure its suitability for subsequent engineering analysis processes; during this process, the model is subjected to necessary noise removal, crack repair, and geometric simplification to optimize model quality and improve its accuracy; after the model optimization is completed, key functional parameters such as material properties, contact conditions, and boundary conditions are further defined to provide a sufficient simulation foundation for finite element analysis. Finally, the processed road bridge structure is imported into the finite element analysis software.

[0014] In step S200, the road bridge structure is loaded into the finite element analysis software, and the road bridge structure is meshed using a meshing algorithm to obtain a finite element model of the road bridge, in which the mesh type is a tetrahedral mesh.

[0015] Traditional road and bridge structural design often fails to accurately predict the morphological changes and stability issues of trusses under extreme conditions, which may lead to local failure or tearing of the structure during actual operation, seriously affecting the safety and service life of the structure. To solve this problem, the present invention proposes step S300;

[0016] In step S300, the steel structure curved tube truss region of the road bridge finite element model is identified and the road bridge finite element model is segmented. The method for obtaining the truss finite element model is as follows:

[0017] Specifically, the method for obtaining the truss finite element model is as follows: marking the steel structure arc tube truss area as the region of interest and determining its boundary; segmenting the model and extracting the truss finite element model.

[0018] Steel curved tube trusses are a crucial component of road and bridge structures, and their stability directly impacts the seismic performance of the entire bridge. Truss structures are subject to complex dynamic loads during earthquakes or high-load conditions, leading to localized stress and deformation concentrations. These areas are often high-risk points for structural failure. To address this issue, the present invention proposes step S400.

[0019] In step S400, a truss tear stability analysis is performed based on the obtained truss finite element model, and obtaining the truss tear stability region includes:

[0020] S401, using dynamic simulation software in finite element analysis software to simulate the seismic or high-load state of the curved tube truss area of the steel structure during movement;

[0021] The dynamic simulation software within the finite element analysis software simulates the deformation of the curved tube truss steel structure under earthquake or high-load conditions. This captures the deformation and stress conditions of the curved tube truss steel structure under different earthquake conditions, records the relevant deformation parameters, analyzes the wave-like deformation characteristics of the curved tube truss steel structure, records the locations of stress concentration, and identifies areas of the curved tube truss steel structure that require reinforcement. This process accurately simulates the mechanical behavior of the road bridge under different conditions, providing detailed numerical support for subsequent analysis.

[0022] S402, obtaining an inverse stable stress range, and obtaining a truss deformation area based on the inverse stable stress range;

[0023] PKL(i) represents the stress value of the i-th grid in the truss finite element model, where i∈[1,n], where n is the number of grids in the truss finite element model, and the stress value of the grid is the average value of the stress in the entire grid; the grids in the truss finite element model are classified to obtain the inverse stress range; the obtained stress PKL(i) of the grid of the truss finite element model is used as the stress sequence iuy, and the stress sequence iuy is composed of n stresses, namely {PKL(1), PKL(2), ..., PKL(n)}, PKL(i) is the i-th stress in the stress sequence iuy, i is the sequence number, and the value range of i is i=1, 2, ..., n, the average value of all stresses in the stress sequence iuy is obtained, and the standard deviation of the stresses in the stress sequence iuy is obtained;

[0024] Furthermore, the stress sequence is internally classified by the standard deviation of the stress in the stress sequence iuy; stress greater than the mean plus the standard deviation is classified as the inverse stable stress range;

[0025] The stress range of the inverse stable stress sequence range is recorded as [r, c]; r is the minimum value of the inverse stable stress range, and c is the maximum value of the inverse stable stress range; the average value of r and c is calculated and recorded as v; [v, c] is recorded as the abnormal stress range; the area composed of grids with stress in the abnormal stress range [v, c] in all truss finite element models is recorded as the truss deformation area;

[0026] S403: Perform stress-distance analysis on the truss deformation area to obtain truss deformation lines; wherein the truss deformation lines include a first truss deformation line, a second truss deformation line, and a third truss deformation line.

[0027] Specifically, take the center points F1 and F2 of the two farthest grids in the truss deformation region, denote the line segment between points F1 and F2 as the first truss deformation line L1, and take the midpoint F3 of L1. Determine the center point of the grid with a stress value of c in the truss deformation region. Then calculate the distances between these grid center points, find the longest distance, and mark the midpoint of this longest distance as F4. If only one grid in the truss deformation region has a stress value of c, then denote the center point of the grid with this stress value of c as F4. Determine the center point of the grid with a stress value of r in the truss deformation region. Then calculate the distances between these grid center points, find the longest distance, and mark the midpoint of this longest distance as F5. If only one grid in the truss deformation region has a stress value of r, then denote the center point of the grid with this stress value of r as F5. Denote the line segment between points F3 and F4 as the second truss deformation line L2, and the line segment between points F3 and F5 as the third truss deformation line L3.

[0028] Truss deformation lines are drawn by analyzing the steady-state relationship between stress distribution and spacing within the truss deformation zone, reflecting deformation trends. These lines represent the stressed edges within the truss deformation zone and are used to locate key locations where the truss deforms under load. Truss deformation lines can help designers identify areas of a road or bridge that are susceptible to excessive stress or thermal expansion during use, guiding material optimization or local design.

[0029] S404, calculating the average temperature value of each point in the area formed by the first truss deformation line, the second truss deformation line, and the third truss deformation line;

[0030] Perform heat conduction simulation on the truss finite element model using finite element analysis software and obtain the temperature value of the grid in the truss finite element model, where the temperature value of the grid is the average temperature of the entire grid;

[0031] The average temperature value of all the grids through which the first truss deformation line passes is FP1, the average temperature value of all the grids through which the second truss deformation line passes is FP2, and the average temperature value of all the grids through which the third truss deformation line passes is FP3.

[0032] S405, calculating a first truss deformation temperature difference, a second truss deformation temperature difference, and a third truss deformation temperature difference by using average temperature values of each point in the region formed by the first truss deformation line, the second truss deformation line, and the third truss deformation line;

[0033] Specifically, the first truss deformation temperature difference △FOp1 is defined by the following formula, reflecting the temperature difference between the first truss and the other trusses: |FP1-(FP2-FP3)|; where FP1, FP2, and FP3 represent the grid average temperatures of the first truss deformation line, the second truss deformation line, and the third truss deformation line, respectively. The second truss deformation temperature difference △FOp2 is defined by the following formula, describing the deformation temperature difference of the second truss relative to the other trusses: |FP2-(FP3-FP1)|; the third truss deformation temperature difference △FOp3 is defined by the following formula, reflecting the temperature difference between the third truss and the other two trusses: |FP3-(FP2-FP1)|; Through this temperature difference metric expression, the deformation trend of the truss under different load and temperature environments can be systematically analyzed, thereby providing a theoretical basis for the subsequent determination of the concentrated area of distortion.

[0034] S406, analyzing the relative magnitudes of the first truss deformation temperature difference, the second truss deformation temperature difference, and the third truss deformation temperature difference to determine a stable tearing region of the truss;

[0035] Methods for determining and establishing a truss stable tear zone include:

[0036] Specifically, when △FOp1<△FOp2 and △FOp3<△FOp2: at this time, the deformation temperature difference of the second truss deformation line and the third truss deformation line is relatively significant, indicating that the areas where the two truss deformation lines are located are both strongly affected by temperature. By connecting the nodes F2, F3, F4, and F5, it can be determined that this area is the truss stable tearing area.

[0037] Preferably, when △FOp1≥△FOp2 and △FOp3≥△FOp2, under this condition, the deformation temperature difference of the first truss shows the largest amplitude, and at this time the deformation temperature differences of the second truss deformation line and the third truss deformation line are both relatively significant, indicating that the areas where the two truss deformation lines are located are both strongly affected by temperature. By connecting the nodes F1, F2, F4, and F5, it can be determined that this area is the truss stable tearing area.

[0038] Preferably, when ΔFOp1 ≥ ΔFOp2 and ΔFOp3 < ΔFOp2, in this case, although the deformation temperature difference of the first truss deformation line is more significant, the deformation temperature difference of the third truss deformation line is lower than that of the second truss deformation line. Based on this distribution, the four-node area formed by connecting the F1, F2, F3, and F5 nodes should be determined as the truss stable tearing zone.

[0039] Preferably, when △FOp1<△FOp2 and △FOp3≥△FOp2; in this case, the deformation temperature difference of the second truss deformation line is significantly greater than that of other truss deformation lines, indicating that the second truss deformation line is affected by a stronger heat source; at this time, the area formed by the connection of nodes F1, F2, F3, and F4 is identified as the truss stable tearing area.

[0040] Due to the uneven load distribution, the truss area will be subjected to greater stress and produce local deformation. The weak points of the joints and connections may lead to stress concentration, which in turn causes deformation. The temperature gradient will aggravate the expansion or contraction of the truss structure, resulting in local severe deformation. Especially under the action of dynamic response and resonance under dynamic loads, such as earthquakes, the deformation will be concentrated in the stable tearing area of the truss.

[0041] The beneficial effects of this step are as follows: This method forms a comprehensive truss stability optimization process through finite element dynamic simulation, precise classification of stress distribution, and comprehensive analysis of temperature effects, significantly improving the accuracy and safety of road and bridge structure design. It also captures the deformation and stress characteristics of the curved tube truss under earthquake or high-load conditions through dynamic simulation, accurately locates the stress concentration position in the truss area, and identifies the instable stress range and abnormal stress range through mean and standard deviation analysis based on the stress series, clearly defining the boundary of the truss deformation area. It further combines the temperature effect analysis to define the truss deformation line, quantify the impact of temperature gradient changes on the truss area, and reveal the relationship between thermal stress and deformation concentration through temperature difference calculation of the three deformation lines. The stable tearing area of the truss is systematically determined through the temperature difference analysis results and the node connection relationship, comprehensively considering the combined influence of dynamic load, stress distribution, and temperature effect. This solves the problem that traditional design methods usually rely on static analysis or ignore temperature effects, and cannot accurately predict the stress distribution and deformation trend of the truss under the combined action of dynamic load and temperature gradient.

[0042] In step S500, marking the position of the truss stable tearing area corresponding to the road bridge structure includes: filling the truss stable tearing area with red to obtain a new road bridge finite element model.

[0043] Preferably, a new road bridge is obtained by adding heat dissipation material to the truss stable tearing area of the road bridge corresponding to the road bridge structure.

[0044] To achieve the above-mentioned purpose, the second aspect of the present invention further proposes a seismic optimization system for a road and bridge structure model, which includes: a processor, a memory, and a computer program stored in the memory and runnable on the processor. When the processor executes the computer program, it implements the steps in a seismic optimization method for a road and bridge structure model. The seismic optimization system for the road and bridge structure model runs on computing devices such as satellites, desktop computers, notebooks, PDAs, and cloud data centers.

[0045] By implementing the seismic optimization method of the road and bridge structure model through the road and bridge structure model seismic optimization system, the accuracy and safety of the road and bridge structure design can be significantly improved by combining the influence of dynamic loads, stress distribution and temperature effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 Shown is a flow chart of a seismic optimization method for a road and bridge structure model;

[0047] Figure 2 Shown is the structural diagram of the seismic optimization system of the road and bridge structure model. DETAILED DESCRIPTION

[0048] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0049] Figure 1 Shown is a flow chart of a seismic optimization method for a road and bridge structure model.

[0050] Reference Figure 1 The present invention proposes a seismic optimization method for a road bridge structure model, the method comprising the following steps:

[0051] S100, obtaining a road and bridge structure model;

[0052] S200, loading the road bridge structure model into finite element analysis software, meshing the road bridge structure model using a meshing algorithm to obtain a road bridge finite element model;

[0053] S300, identifying a steel structure curved tube truss region of the road bridge finite element model and segmenting the road bridge finite element model to obtain a truss finite element model;

[0054] S400, performing a truss tear stability analysis based on the obtained truss finite element model to obtain a truss tear stability region;

[0055] S500: Mark the position of the truss stable tearing area corresponding to the road bridge structure model.

[0056] The seismic optimization method according to the embodiment of the present invention can significantly improve the accuracy and safety of road and bridge structure design by combining the influence of dynamic loads, stress distribution and temperature effects.

[0057] In step S100, the method for acquiring a road bridge structure model includes: using 3D scanning technology to perform high-precision digital acquisition of the road bridge to obtain its three-dimensional point cloud data; using professional software to convert the point cloud data into an STL format model to ensure its suitability for subsequent engineering analysis processes; during this process, the model is subjected to necessary noise removal, crack repair, and geometric simplification to optimize model quality and improve its accuracy; after the model optimization is completed, key functional parameters such as material properties, contact conditions, and boundary conditions are further defined to provide a sufficient simulation foundation for finite element analysis. Finally, the processed road bridge structure is imported into the finite element analysis software CalculiX.

[0058] In step S200, the road bridge structure is loaded into the finite element analysis software, and the road bridge structure is meshed using a meshing algorithm to obtain a finite element model of the road bridge, in which the mesh type is a tetrahedral mesh.

[0059] Traditional road and bridge structural design often fails to accurately predict the morphological changes and stability issues of trusses under extreme conditions, which may lead to local failure or tearing of the structure during actual operation, seriously affecting the safety and service life of the structure. To solve this problem, the present invention proposes step S300;

[0060] In step S300, the steel structure curved tube truss region of the road bridge finite element model is identified and the road bridge finite element model is segmented. The method for obtaining the truss finite element model is as follows:

[0061] Specifically, the method for obtaining the truss finite element model is as follows: marking the steel structure arc tube truss area as the region of interest and determining its boundary; segmenting the model and extracting the truss finite element model.

[0062] Steel curved tube trusses are a crucial component of road and bridge structures, and their stability directly impacts the seismic performance of the entire bridge. Truss structures are subject to complex dynamic loads during earthquakes or high-load conditions, leading to localized stress and deformation concentrations. These areas are often high-risk points for structural failure. To address this issue, the present invention proposes step S400.

[0063] In step S400, a truss tear stability analysis is performed based on the obtained truss finite element model, and obtaining the truss tear stability region includes:

[0064] S401, using OpenSees, a dynamic simulation software in the finite element analysis software, to simulate the seismic or high-load state of the curved tube truss area of the steel structure during movement;

[0065] The dynamic simulation software in the finite element analysis software is used to simulate the deformation state of the steel structure curved tube truss area under seismic or high load conditions, capture the deformation and stress conditions of the steel structure curved tube truss area under different seismic conditions, and record the relevant deformation parameters. The wave-like characteristics of the deformation of the steel structure curved tube truss area are analyzed, and the stress concentration position is recorded to determine the area of the steel structure curved tube truss area that needs to be strengthened.

[0066] Specifically, the model is defined as follows: Material properties: Steel type: Q345 steel. Elastic modulus: E = 2.06 × 105 MPa; Poisson's ratio: ν = 0.3; Yield strength: fy = 345 MPa; Density: ρ = 7850 kg / m3. Geometric properties: Truss tube shape: Curved tube truss, tube diameter: 200 mm, tube wall thickness: mm. Truss span: L = 30 m, height: H = 5 m. Mesh type: Tetrahedral. Mesh size: Average element edge length: 100 mm. Load settings: Seismic load: Seismic wave type: El Centro seismic wave; Seismic directions: X and Z axes; Peak seismic acceleration: 2940 mm / s². Duration: 30 s. Frequency range: 0.1 Hz to 10 Hz.

[0067] The concentrated load is as follows: Application location: top node of each curved tube truss; Force direction: along the Z axis; Force magnitude: 300 kN; Application method: Gradual loading, constant for 5 seconds.

[0068] The dynamic load (simulating wind load or vibration) is as follows: application location: middle node of the truss; force direction: horizontal to the X-axis; force magnitude: 30kN; frequency: 2Hz; duration: 10s.

[0069] Boundary conditions: Fixed constraints: The nodes at both ends of the truss are completely fixed, limiting all degrees of freedom of displacement and rotation in the X, Y, and Z directions. Support type: Rigid support.

[0070] Through this process, the mechanical behavior of roads and bridges under different conditions can be accurately simulated, providing detailed numerical support for subsequent analysis.

[0071] S402, obtaining an inverse stable stress range, and obtaining a truss deformation area based on the inverse stable stress range;

[0072] PKL(i) represents the stress value of the i-th grid in the truss finite element model, where i∈[1,n], where n is the number of grids in the truss finite element model, and the stress value of the grid is the average value of the stress in the entire grid; the grids in the truss finite element model are classified to obtain the inverse stable stress range and the unstable stress value range; the obtained stress PKL(i) of the grid of the truss finite element model is used as the stress sequence iuy, and the stress sequence iuy is composed of n stresses, namely {PKL(1), PKL(2), ..., PKL(n)}, PKL(i) is the i-th stress in the stress sequence iuy, i is the sequence number, and the value range of i is i=1, 2, ..., n, the average value of all stresses in the stress sequence iuy is obtained, and the standard deviation of the stresses in the stress sequence iuy is obtained;

[0073] Furthermore, the stress sequence is internally classified by the standard deviation of the stress in the stress sequence iuy; stress greater than the mean plus the standard deviation is classified as the inverse stable stress range;

[0074] The stress range of the inverse stable stress sequence range is recorded as [r, c]; r is the minimum value of the inverse stable stress range, and c is the maximum value of the inverse stable stress range; the average value of r and c is calculated and recorded as v; [v, c] is recorded as the abnormal stress range; the area composed of grids with stress in the abnormal stress range [v, c] in all truss finite element models is recorded as the truss deformation area;

[0075] S403: Perform stress-distance analysis on the truss deformation area to obtain truss deformation lines; wherein the truss deformation lines include a first truss deformation line, a second truss deformation line, and a third truss deformation line.

[0076] Specifically, take the center points F1 and F2 of the two farthest grids in the truss deformation region, denote the line segment between points F1 and F2 as the first truss deformation line L1, and take the midpoint F3 of L1. Determine the center point of the grid with a stress value of c in the truss deformation region. Then calculate the distances between these grid center points, find the longest distance, and mark the midpoint of this longest distance as F4. If only one grid in the truss deformation region has a stress value of c, then denote the center point of the grid with this stress value of c as F4. Determine the center point of the grid with a stress value of r in the truss deformation region. Then calculate the distances between these grid center points, find the longest distance, and mark the midpoint of this longest distance as F5. If only one grid in the truss deformation region has a stress value of r, then denote the center point of the grid with this stress value of r as F5. Denote the line segment between points F3 and F4 as the second truss deformation line L2, and the line segment between points F3 and F5 as the third truss deformation line L3.

[0077] Truss deformation lines are drawn by analyzing the steady-state relationship between stress distribution and spacing within the truss deformation zone, reflecting deformation trends. These lines represent the stressed edges within the truss deformation zone and are used to locate key locations where the truss deforms under load. Truss deformation lines can help designers identify areas of a road or bridge that are susceptible to excessive stress or thermal expansion during use, guiding material optimization or local design.

[0078] S404, calculating the average temperature value of each point in the area formed by the first truss deformation line, the second truss deformation line, and the third truss deformation line;

[0079] Perform heat conduction simulation on the truss finite element model using finite element analysis software and obtain the temperature value of the grid in the truss finite element model, where the temperature value of the grid is the average temperature of the entire grid;

[0080] The average temperature value of all the grids through which the first truss deformation line passes is FP1, the average temperature value of all the grids through which the second truss deformation line passes is FP2, and the average temperature value of all the grids through which the third truss deformation line passes is FP3.

[0081] S405, calculating a first truss deformation temperature difference, a second truss deformation temperature difference, and a third truss deformation temperature difference by using average temperature values of each point in the region formed by the first truss deformation line, the second truss deformation line, and the third truss deformation line;

[0082] Specifically, the first truss deformation temperature difference △FOp1 is defined by the following formula, reflecting the temperature difference between the first truss and the other trusses: |FP1-(FP2-FP3)|; where FP1, FP2, and FP3 represent the grid average temperatures of the first truss deformation line, the second truss deformation line, and the third truss deformation line, respectively. The second truss deformation temperature difference △FOp2 is defined by the following formula, describing the deformation temperature difference of the second truss relative to the other trusses: |FP2-(FP3-FP1)|; the third truss deformation temperature difference △FOp3 is defined by the following formula, reflecting the temperature difference between the third truss and the other two trusses: |FP3-(FP2-FP1)|; Through this temperature difference metric expression, the deformation trend of the truss under different load and temperature environments can be systematically analyzed, thereby providing a theoretical basis for the subsequent determination of the concentrated area of distortion.

[0083] S406, analyzing the relative magnitudes of the first truss deformation temperature difference, the second truss deformation temperature difference, and the third truss deformation temperature difference to determine a stable tearing region of the truss;

[0084] Methods for determining and establishing a truss stable tear zone include:

[0085] Specifically, when △FOp1<△FOp2 and △FOp3<△FOp2: at this time, the deformation temperature difference of the second truss deformation line and the third truss deformation line is relatively significant, indicating that the areas where the two truss deformation lines are located are both strongly affected by temperature. By connecting the nodes F2, F3, F4, and F5, it can be determined that this area is the truss stable tearing area.

[0086] Preferably, when △FOp1≥△FOp2 and △FOp3≥△FOp2, under this condition, the deformation temperature difference of the first truss shows the largest amplitude, and at this time the deformation temperature differences of the second truss deformation line and the third truss deformation line are both relatively significant, indicating that the areas where the two truss deformation lines are located are both strongly affected by temperature. By connecting the nodes F1, F2, F4, and F5, it can be determined that this area is the truss stable tearing area.

[0087] Preferably, when ΔFOp1 ≥ ΔFOp2 and ΔFOp3 < ΔFOp2, in this case, although the deformation temperature difference of the first truss deformation line is more significant, the deformation temperature difference of the third truss deformation line is lower than that of the second truss deformation line. Based on this distribution, the four-node area formed by connecting the F1, F2, F3, and F5 nodes should be determined as the truss stable tearing zone.

[0088] Preferably, when △FOp1<△FOp2 and △FOp3≥△FOp2; in this case, the deformation temperature difference of the second truss deformation line is significantly greater than that of other truss deformation lines, indicating that the second truss deformation line is affected by a stronger heat source; at this time, the area formed by the connection of nodes F1, F2, F3, and F4 is identified as the truss stable tearing area.

[0089] The beneficial effects of this step are as follows: This method forms a comprehensive truss stability optimization process through finite element dynamic simulation, precise classification of stress distribution, and comprehensive analysis of temperature effects, significantly improving the accuracy and safety of road and bridge structure design. It also captures the deformation and stress characteristics of the curved tube truss under earthquake or high-load conditions through dynamic simulation, accurately locates the stress concentration position in the truss area, and identifies the instable stress range and abnormal stress range through mean and standard deviation analysis based on the stress series, clearly defining the boundary of the truss deformation area. It further combines the temperature effect analysis to define the truss deformation line, quantify the impact of temperature gradient changes on the truss area, and reveal the relationship between thermal stress and deformation concentration through temperature difference calculation of the three deformation lines. The stable tearing area of the truss is systematically determined through the temperature difference analysis results and the node connection relationship, comprehensively considering the combined influence of dynamic load, stress distribution, and temperature effect. This solves the problem that traditional design methods usually rely on static analysis or ignore temperature effects, and cannot accurately predict the stress distribution and deformation trend of the truss under the combined action of dynamic load and temperature gradient.

[0090] In step S500, marking the position of the truss stable tearing area corresponding to the road bridge structure includes: filling the truss stable tearing area with red to obtain a new road bridge finite element model.

[0091] Preferably, a new road bridge is obtained by adding heat dissipation material to the truss stable tearing area of the road bridge corresponding to the road bridge structure.

[0092] Figure 2 Shown is the structural diagram of the seismic optimization system of the road and bridge structure model.

[0093] Reference Figure 2 The present invention also proposes a seismic optimization system 20 for a road and bridge structure model. The seismic optimization system 20 for a road and bridge structure model includes: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of a seismic optimization method for a road and bridge structure model are implemented. The seismic optimization system 20 for a road and bridge structure model runs on computing devices such as satellites, desktop computers, notebooks, PDAs, and cloud data centers.

[0094] The seismic optimization system includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to run in the following units of the seismic optimization system:

[0095] Acquisition unit 21, used to obtain the road and bridge structure model;

[0096] The conversion unit 22 is used to load the road bridge structure model into the finite element analysis software, and perform meshing on the road bridge structure model using a meshing algorithm to obtain a finite element model of the road bridge;

[0097] The loading unit 23 is used to identify the steel structure curved tube truss region of the road bridge finite element model and segment the road bridge finite element model to obtain a truss finite element model;

[0098] An analysis unit 24 is configured to perform a truss tear stability analysis based on the obtained truss finite element model to obtain a truss tear stability region;

[0099] The display unit 25 is used to mark the position of the truss stable tearing area corresponding to the road bridge structure model.

[0100] The road and bridge structure model seismic optimization system can be run on computing devices such as desktop computers, laptops, PDAs, and cloud servers. The road and bridge structure model seismic optimization system can include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that the example is merely an example of a road and bridge structure model seismic optimization system 20 and does not constitute a limitation on the road and bridge structure model seismic optimization system 20. The system can include more or fewer components than the example, or a combination of certain components, or different components. For example, the road and bridge structure model seismic optimization system can also include input and output devices, network access devices, buses, and the like.

[0101] By implementing the seismic optimization method of the road and bridge structure model through the road and bridge structure model seismic optimization system 20, the accuracy and safety of the road and bridge structure design can be significantly improved by combining the influence of dynamic loads, stress distribution and temperature effects.

[0102] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device), or in conjunction with such instruction execution system, apparatus, or device. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, apparatus, or device, or in conjunction with such instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion having one or more wires (electronic device), a portable computer disk cartridge (magnetic device), random access memory (RRAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0103] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement the hardware: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGr), a field programmable gate array (FPGr), etc.

[0104] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0105] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0106] In addition, the terms "first" and "second" used in the embodiments of the present invention are only used for descriptive purposes and should not be understood as indicating or implying relative importance, or implicitly indicating the number of technical features indicated in this embodiment. Therefore, the features defined by the terms "first" and "second" in the embodiments of the present invention can explicitly or implicitly indicate that the embodiment includes at least one of such features. In the description of the present invention, the word "plurality" means at least two or two or more, such as two, three, four, etc., unless otherwise clearly and specifically defined in the embodiments.

[0107] In the present invention, unless otherwise clearly specified or limited in the embodiments, the terms "installed," "connected," "connect," and "fixed" appearing in the embodiments should be understood in a broad sense. For example, the connection may be a fixed connection, a detachable connection, or an integral connection. It can also be a mechanical connection, an electrical connection, etc.; of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements, or an interaction between two elements. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood based on the specific implementation.

[0108] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0109] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A seismic optimization method for a road and bridge structure model, characterized in that: The method comprises the following steps: S100, obtaining a road and bridge structure model; S200, loading the road bridge structure model into finite element analysis software, meshing the road bridge structure model using a meshing algorithm to obtain a road bridge finite element model; S300, identifying a steel structure curved tube truss region of the road bridge finite element model and segmenting the road bridge finite element model to obtain a truss finite element model; S400, performing a truss tear stability analysis based on the obtained truss finite element model to obtain a truss tear stability region; S500: Mark the position of the truss stable tearing area corresponding to the road bridge structure model.

2. A seismic optimization method for a road and bridge structure model according to claim 1, characterized in that: In step S100, the method for obtaining the road and bridge structure model includes: using 3D scanning technology to perform high-precision digital acquisition of the road and bridge to obtain its three-dimensional point cloud data; using professional software to convert the point cloud data into an STL format model to ensure its suitability for subsequent engineering analysis processes; during this process, it is necessary to remove noise, repair cracks and simplify the geometry of the model to optimize the model quality and improve its accuracy; after the model optimization is completed, define material properties, contact conditions and boundary conditions for it; provide a sufficient simulation basis for finite element analysis; finally, import the processed road and bridge structure into the finite element analysis software.

3. The seismic optimization method for a road and bridge structure model according to claim 1, characterized in that: In step S200, the road bridge structure is loaded into the finite element analysis software, and the road bridge structure is meshed using a meshing algorithm to obtain a finite element model of the road bridge, in which the mesh type is a tetrahedral mesh.

4. The seismic optimization method for a road and bridge structure model according to claim 1, characterized in that: In step S300 , the method for obtaining the truss finite element model is as follows: marking the steel structure arc tube truss region as a region of interest and determining its boundary; segmenting the model and extracting the truss finite element model.

5. The seismic optimization method for a road and bridge structure model according to claim 1, characterized in that: Step S400 includes: S401, using dynamic simulation software in finite element analysis software to simulate the seismic or high-load state of the curved tube truss area of the steel structure during movement; S402, obtaining an inverse stable stress range, and obtaining a truss deformation area based on the inverse stable stress range; S403, performing strain-distance analysis on the truss deformation area to obtain truss deformation lines; wherein the truss deformation lines include a first truss deformation line, a second truss deformation line, and a third truss deformation line; S404, calculating the average temperature value of each point in the area formed by the first truss deformation line, the second truss deformation line, and the third truss deformation line; S405, calculating a first truss deformation temperature difference, a second truss deformation temperature difference, and a third truss deformation temperature difference by using average temperature values of each point in the region formed by the first truss deformation line, the second truss deformation line, and the third truss deformation line; S406 , analyzing the relative magnitudes of the first truss deformation temperature difference, the second truss deformation temperature difference, and the third truss deformation temperature difference to determine a truss stable tearing region.

6. The seismic optimization method for a road and bridge structure model according to claim 1, characterized in that: Step S500 includes: using red filling trusses to stabilize the torn area and obtaining a new finite element model of the road bridge.

7. A seismic optimization device for a road and bridge structure model, characterized in that: The seismic optimization device for a road and bridge structure model includes: a processor, a memory, and a computer program stored in the memory and running on the processor. When the processor executes the computer program, the steps in the seismic optimization method for a road and bridge structure model described in any one of claims 1 to 6 are implemented.

Images