Road and bridge engineering data acquisition and monitoring method and system

Abstract

The invention belongs to the field of computer and auxiliary equipment repair, and provides a road and bridge engineering data acquisition and monitoring method and system, and the method comprises the following steps: constructing a three-dimensional virtual model of a bridge; recognizing a bridge pier area, in contact with a river, of the three-dimensional virtual model of the bridge, and segmenting the three-dimensional virtual model of the bridge to obtain a bridge pier model; in the engineering process, data of river flow velocity and river temperature of a pier are monitored in real time through a monitoring sensor, a pier impact pressure index is calculated, and a high-risk pier is obtained through the pier impact pressure index; and visualizing the high-risk pier in the three-dimensional virtual model of the bridge, and arranging a gabion, a concrete protection bottom or a reinforcing mesh around the high-risk pier corresponding to the bridge. According to the collecting and monitoring method provided by the embodiment of the invention, rapid early warning can be performed through a computer and auxiliary equipment before extreme weather comes.

Description

Technical Field

[0001] The invention belongs to the field of computer and auxiliary equipment repair, and in particular relates to a road and bridge engineering data collection and monitoring method and system. Background Art

[0002] Traditional bridge monitoring technology typically relies on periodic manual inspections and static data collection. While this approach can assess the overall condition of a bridge to a certain extent, it has significant limitations, particularly when responding to transient impact events such as floods and rapids. Due to infrequent monitoring, bridge piers can experience structural damage or instability in a short period of time when encountering extreme flow velocity fluctuations, without the relevant authorities being able to obtain timely information on these dynamic changes.

[0003] Specifically, traditional monitoring methods fail to reflect the stresses on bridge piers under instantaneous impacts in real time, resulting in delayed identification of potential risks. This delay can seriously threaten bridge safety in extreme weather conditions, potentially even leading to structural failure, resulting in significant property damage and casualties. Furthermore, the lack of effective real-time monitoring methods using computers and auxiliary equipment reduces the efficiency of bridge maintenance and emergency response, hindering the rapid implementation of necessary protective measures. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the first object of the present invention is to propose a method for collecting and monitoring road and bridge engineering data, which can quickly warn before the onset of extreme weather;

[0005] The second object of the present invention is to provide a road and bridge engineering data collection and monitoring system.

[0006] To achieve the above-mentioned object, a first embodiment of the present invention provides a method for collecting and monitoring road and bridge engineering data, the method comprising the following steps:

[0007] S100, builds a three-dimensional virtual model of the bridge;

[0008] S200, identifying a pier area of ​​the three-dimensional virtual model of the bridge that contacts the river and segmenting the three-dimensional virtual model of the bridge to obtain a pier model;

[0009] During the construction process, S300 uses sensors to monitor the river flow rate and temperature of bridge piers in real time, calculates the impact pressure index of bridge piers, and identifies high-risk bridge piers based on the impact pressure index of bridge piers;

[0010] S400, visualizes high-risk bridge piers in a 3D virtual model of the bridge.

[0011] According to the collection and monitoring method of the embodiment of the present invention, a rapid early warning can be issued before extreme weather occurs through computers and auxiliary equipment.

[0012] Furthermore, in step S100, the 2D bridge drawings are imported into the BIM software FreeCAD to create 3D models of the bridge components. Marking the connections between the piers on the 3D models of the bridge components includes: opening a new project in the BIM software FreeCAD and importing the drawings containing the bridge design. Using the modeling tools in FreeCAD, the bridge components are constructed one by one in 3D space based on the 2D drawings.

[0013] Furthermore, in step S200, identifying the pier area of ​​the three-dimensional virtual model of the bridge that contacts the river and segmenting the three-dimensional virtual model of the bridge to obtain the pier model includes:

[0014] Identify the pier area of ​​the three-dimensional virtual model of the bridge that contacts the river, mark the pier area that contacts the river as the region of interest, segment the model, extract the pier area of ​​the three-dimensional virtual model of the bridge that contacts the river and record it as the pier model;

[0015] Because traditional bridge monitoring often relies on regular manual inspections and static data, it is difficult to timely reflect the stress conditions of bridge piers under transient impacts (such as floods and rapids). Specifically, when bridge piers are subjected to extreme flow rate changes, they may suffer structural damage or instability in a short period of time. However, due to the lack of real-time monitoring, relevant departments may not be able to identify these high-risk situations immediately, thereby delaying the implementation of emergency response and repair measures. Specifically, the impact of temperature on concrete bridges is mainly reflected in the overall temperature rise and fall and temperature gradient: overall temperature changes will cause changes in the internal stress of the bridge. Especially in continuous steel bridges, since internal stress cannot be offset by support deformation, it will cause large stresses at the pier-beam junction, affecting the bridge's load-bearing performance and safety of use. Temperature changes also affect the solidification and strength of concrete. Excessively high temperatures may cause concrete to solidify prematurely, while excessively low temperatures will prolong the solidification time, affecting the strength and durability of concrete. Therefore, measures need to be taken to control temperature changes during the construction process to ensure the quality of the concrete. In addition, in extreme weather conditions such as floods or rapids, changes in flow velocity can cause instantaneous impact forces on the bridge piers, threatening the structural stability of the bridge piers. Rapid changes in flow velocity can also trigger turbulence and eddies in the water flow, increasing the hydrodynamic load on the bridge piers and causing structural damage or instability. In order to solve the above problems, the present invention proposes step S300.

[0016] Furthermore, in step S300, during the construction process, the river flow velocity and river temperature data of the bridge pier are monitored in real time by monitoring sensors, and the bridge pier impact pressure index is calculated. The specific steps for obtaining high-risk bridge piers based on the bridge pier impact pressure index are as follows:

[0017] S301, obtaining data on river flow velocity and river temperature of the river one month before the start of the road and bridge project;

[0018] Obtain the average flow velocity vp and average temperature YRT of the river one month before the start of the road and bridge project, and record the ratio of the average flow velocity vp and the average temperature YRT as the impact temperature effect KG of the original river;

[0019] During the bridge construction process, the river velocity of the j-th bridge pier on the previous day is obtained through a river velocity sensor, where j is the pier number, j = 1, 2, ..., M, and M is the number of bridge piers. The average river velocity of the j-th bridge pier on the previous day is recorded as TG(j), and the average river temperature of the j-th bridge pier on the previous day is recorded as MID(j).

[0020] Furthermore, the river impact temperature effect of the j-th bridge pier is recorded as YRT(j), where YRT(j) = TG(j) / MID(j); an empty sequence is created and recorded as the river impact temperature effect sequence YRTO, all YRT(j) are imported into the river impact temperature effect sequence, and the average value of the river impact temperature effect in the river impact temperature effect sequence is recorded as YRTM;

[0021] S302, obtaining a first river impact temperature effect value range a, a second river impact temperature effect value range b, and a third river impact temperature effect value range c through a river impact temperature effect value sequence;

[0022] Calculate the absolute value JCZ of the difference between the original river's shock temperature effect KG and the average value YRTM in the river shock temperature effect sequence, and classify the river shock temperature effect sequence internally by the original river's shock temperature effect KG and JCZ. Specifically, record the value of KG minus JCZ as TGY, and the value of KG plus JCZ as TGK. The river shock temperature effect sequence YRTO with a river shock temperature effect less than or equal to TGY is classified as the first river shock temperature effect range a; the river shock temperature effect sequence YRTO with a river shock temperature effect greater than TGY is classified as the first river shock temperature effect range a. Y and less than TGK are classified as the second river impact temperature effect range b; the river impact temperature effect in the river impact temperature effect sequence YRTO with a value greater than or equal to TGK is classified as the third river impact temperature effect range c; the absolute value JCZ of the difference between the original river impact temperature effect KG and the average value YRTM in the river impact temperature effect sequence YRTO is calculated to obtain the gap between KG and YRTM. The gap JCZ can reflect how much the river flow rate and temperature have changed compared to the original state during the actual construction process;

[0023] The intervals of the first river impact temperature effect range a, the second river impact temperature effect range b, and the third river impact temperature effect range c are defined as [FA, FB], [SC, SD], and [TE, TF], respectively.

[0024] Among them, the interval [FA, FB] represents the first river impact temperature effect range a, FA is the minimum value in the river impact temperature effect sequence YRTO, and FB is the value closest to TGY among all river impact temperature effects that do not exceed TGY in YRTO; the interval [SC, SD] ​​represents the second river impact temperature effect range b, SC is the value closest to TGY among all river impact temperature effects that exceed TGY in YRTO, and SD is the value closest to TGK among all river impact temperature effects that do not exceed TGK in YRTO; the interval [TE, TF] represents the third river impact temperature effect range c, TE is the value closest to TGK among all river impact temperature effects that are not less than TGK in YRTO, and TF is the maximum value in YRTO.

[0025] S303, calculating the first bridge pier impact pressure index CJa and the second bridge pier impact pressure index CKb based on the first river impact temperature effect range a, the second river impact temperature effect range b, and the third river impact temperature effect range c;

[0026] The impact pressure index CJa of the first pier is the maximum value FB in the first river impact temperature effect range a minus the river impact temperature effect range difference, where the river impact temperature effect range difference is the product of FA and the river temperature-velocity balance ratio, where the river temperature-velocity balance ratio is the ratio of YRTM to 2×KG;

[0027] The impact pressure index CKb of the second pier is the maximum value TF in the first river impact temperature effect range a plus the river impact temperature effect range difference;

[0028] This step has the following beneficial effects: Under extreme weather conditions, the dynamic characteristics of water flow (such as turbulence and eddies) can change significantly, causing bridge piers to experience varying degrees of impact force. The pier impact pressure index can reflect these dynamic characteristics, providing early warning of extreme weather impacts and quickly identifying high-risk piers. Furthermore, long-term monitoring of the impact pressure index can establish a historical data archive of pier stresses, providing a scientific basis for future maintenance and management. It can also help optimize pier structures during the design phase, improving their impact resistance and thus enhancing overall bridge safety.

[0029] S304, according to the boundary values ​​of the first pier impact pressure index CJa and the second pier impact pressure index CKb, extract the river impact temperature effect data that is not between these two indexes, and record it as the impact effect quantity V(T), where T is the pier number whose river impact temperature effect is not between the first pier impact pressure index CJa and the second pier impact pressure index CKb, and the pier corresponding to the impact temperature effect quantity V(T) is marked as a high-risk pier.

[0030] By extracting river impact temperature effect data that falls between the impact pressure index (CJa) of the first pier and the impact pressure index (CKb) of the second pier, potentially high-risk piers can be effectively identified. The identification principle is as follows: the impact pressure index reflects the impact force that a pier can withstand under normal flow conditions in its basin, while the river impact temperature effect, a ratio of flow velocity to temperature, reveals the extent of water flow's impact on the pier. Under extreme weather conditions, significant changes in river velocity and temperature indicate abnormal impact forces on the pier, increasing the risk of structural damage or instability. By extracting this data and conducting dynamic monitoring, this method can promptly capture changes in the forces acting on the pier under transient impacts, allowing rapid identification of piers experiencing abnormal transient impact forces, such as floods or rapids, and avoiding the serious consequences of delayed emergency response. This method not only improves the efficiency and accuracy of bridge monitoring but also provides project managers with quantitative analysis indicators, helping them implement preventive measures such as reinforcement or closure before extreme weather or flooding occurs, effectively maintaining bridge safety and durability.

[0031] S400 visualizes high-risk piers in the 3D virtual model of the bridge and sets gabions, concrete bottom protection or steel mesh around the corresponding high-risk piers of the bridge.

[0032] In the 3D virtual model of the bridge, the identified high-risk piers are marked and highlighted in red or orange;

[0033] This method uses sensors to obtain real-time river velocity and temperature data of different bridge piers the day before during construction, which can quickly provide early warnings before extreme weather arrives, replacing traditional delayed inspection methods.

[0034] To achieve the above-mentioned purpose, the second embodiment of the present invention also proposes a road and bridge engineering data collection and monitoring system, 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 road and bridge engineering data collection and monitoring method. The road and bridge engineering data collection and monitoring system runs on computing devices such as satellites, desktop computers, notebooks, handheld computers, and cloud data centers.

[0035] A road and bridge engineering data collection and monitoring system is used to collect and monitor road and bridge engineering data, thereby providing a rapid warning before extreme weather occurs. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 Shown is a flow chart of a method for collecting and monitoring road and bridge engineering data;

[0037] Figure 2 Shown is a structural diagram of a road and bridge engineering data acquisition and monitoring system. DETAILED DESCRIPTION

[0038] 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.

[0039] Figure 1 Shown is a flow chart of a method for collecting and monitoring road and bridge engineering data.

[0040] Reference Figure 1 The present invention proposes a method for collecting and monitoring road and bridge engineering data, the method comprising the following steps:

[0041] S100, builds a three-dimensional virtual model of the bridge;

[0042] S200, identifying a pier area of ​​the three-dimensional virtual model of the bridge that contacts the river and segmenting the three-dimensional virtual model of the bridge to obtain a pier model;

[0043] During the construction process, S300 uses sensors to monitor the river flow rate and temperature of bridge piers in real time, calculates the impact pressure index of bridge piers, and identifies high-risk bridge piers based on the impact pressure index of bridge piers;

[0044] S400 visualizes high-risk piers in the 3D virtual model of the bridge and sets gabions, concrete bottom protection or steel mesh around the corresponding high-risk piers of the bridge.

[0045] According to the collection and monitoring method of the embodiment of the present invention, a rapid early warning can be issued before extreme weather occurs through computers and auxiliary equipment.

[0046] Furthermore, in step S100, the 2D bridge drawings are imported into the BIM software FreeCAD to create 3D models of the bridge components. Marking the connections between the piers on the 3D models of the bridge components includes: opening a new project in the BIM software FreeCAD and importing the drawings containing the bridge design. Using the modeling tools in FreeCAD, the bridge components are constructed one by one in 3D space based on the 2D drawings.

[0047] Furthermore, in step S200, identifying the pier area of ​​the three-dimensional virtual model of the bridge that contacts the river and segmenting the three-dimensional virtual model of the bridge to obtain the pier model includes:

[0048] Identify the pier area of ​​the three-dimensional virtual model of the bridge that contacts the river, mark the pier area that contacts the river as the region of interest, segment the model, extract the pier area of ​​the three-dimensional virtual model of the bridge that contacts the river and record it as the pier model;

[0049] Furthermore, in step S300, during the construction process, the river flow velocity and river temperature data of the bridge pier are monitored in real time by monitoring sensors, and the bridge pier impact pressure index is calculated. The specific steps for obtaining high-risk bridge piers based on the bridge pier impact pressure index are as follows:

[0050] S301, obtaining data on river flow velocity and river temperature of the river one month before the start of the road and bridge project;

[0051] Obtain the average flow velocity vp and average temperature YRT of the river one month before the start of the road and bridge project, and record the ratio of the average flow velocity vp and the average temperature YRT as the impact temperature effect KG of the original river;

[0052] During the bridge construction process, the river velocity of the j-th bridge pier on the previous day is obtained through a river velocity sensor, where j is the pier number, j = 1, 2, ..., M, and M is the number of bridge piers. The average river velocity of the j-th bridge pier on the previous day is recorded as TG(j), and the average river temperature of the j-th bridge pier on the previous day is recorded as MID(j).

[0053] Furthermore, the river impact temperature effect of the j-th bridge pier is recorded as YRT(j), where YRT(j) = TG(j) / MID(j); an empty sequence is created and recorded as the river impact temperature effect sequence YRTO, all YRT(j) are imported into the river impact temperature effect sequence, and the average value of the river impact temperature effect in the river impact temperature effect sequence is recorded as YRTM;

[0054] S302, obtaining a first river impact temperature effect value range a, a second river impact temperature effect value range b, and a third river impact temperature effect value range c through a river impact temperature effect value sequence;

[0055] Calculate the absolute value JCZ of the difference between the original river's shock temperature effect KG and the average value YRTM in the river shock temperature effect sequence, and classify the river shock temperature effect sequence internally by the original river's shock temperature effect KG and JCZ. Specifically, record the value of KG minus JCZ as TGY, and the value of KG plus JCZ as TGK. The river shock temperature effect sequence YRTO with a river shock temperature effect less than or equal to TGY is classified as the first river shock temperature effect range a; the river shock temperature effect sequence YRTO with a river shock temperature effect greater than TGY is classified as the first river shock temperature effect range a. Y and less than TGK are classified as the second river impact temperature effect range b; the river impact temperature effect in the river impact temperature effect sequence YRTO with a value greater than or equal to TGK is classified as the third river impact temperature effect range c; the absolute value JCZ of the difference between the original river impact temperature effect KG and the average value YRTM in the river impact temperature effect sequence YRTO is calculated to obtain the gap between KG and YRTM. The gap JCZ can reflect how much the river flow rate and temperature have changed compared to the original state during the actual construction process;

[0056] The intervals of the first river impact temperature effect range a, the second river impact temperature effect range b, and the third river impact temperature effect range c are defined as [FA, FB], [SC, SD], and [TE, TF], respectively.

[0057] Among them, the interval [FA, FB] represents the first river impact temperature effect range a, FA is the minimum value in the river impact temperature effect sequence YRTO, and FB is the value closest to TGY among all river impact temperature effects that do not exceed TGY in YRTO; the interval [SC, SD] ​​represents the second river impact temperature effect range b, SC is the value closest to TGY among all river impact temperature effects that exceed TGY in YRTO, and SD is the value closest to TGK among all river impact temperature effects that do not exceed TGK in YRTO; the interval [TE, TF] represents the third river impact temperature effect range c, TE is the value closest to TGK among all river impact temperature effects that are not less than TGK in YRTO, and TF is the maximum value in YRTO.

[0058] S303, calculating the first bridge pier impact pressure index CJa and the second bridge pier impact pressure index CKb based on the first river impact temperature effect range a, the second river impact temperature effect range b, and the third river impact temperature effect range c;

[0059] The impact pressure index CJa of the first pier is the maximum value FB in the first river impact temperature effect range a minus the river impact temperature effect range difference, where the river impact temperature effect range difference is the product of FA and the river temperature-velocity balance ratio, where the river temperature-velocity balance ratio is the ratio of YRTM to 2×KG;

[0060] The impact pressure index CKb of the second pier is the maximum value TF in the first river impact temperature effect range a plus the river impact temperature effect range difference;

[0061] S304, according to the boundary values ​​of the first pier impact pressure index CJa and the second pier impact pressure index CKb, extract the river impact temperature effect data that is not between these two indexes, and record it as the impact effect quantity V(T), where T is the pier number whose river impact temperature effect is not between the first pier impact pressure index CJa and the second pier impact pressure index CKb, and the pier corresponding to the impact temperature effect quantity V(T) is marked as a high-risk pier.

[0062] By extracting river impact temperature effect data that is not between the first pier impact pressure index CJa and the second pier impact pressure index CKb, potentially high-risk piers can be effectively identified. The stress conditions of the piers under water impact can be dynamically monitored, providing project managers with quantitative analysis indicators so that preventive measures such as reinforcement or closure can be taken in a timely manner before extreme weather or floods occur.

[0063] S400 visualizes high-risk piers in the 3D virtual model of the bridge and sets gabions, concrete bottom protection or steel mesh around the corresponding high-risk piers of the bridge.

[0064] In the 3D virtual model of the bridge, the identified high-risk piers were marked, highlighted in red, and gabion structures were set up around them.

[0065] Figure 2 Shown is a structural diagram of a road and bridge engineering data acquisition and monitoring system.

[0066] Reference Figure 2The present invention also proposes a road and bridge engineering data collection and monitoring system 20, which 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 road and bridge engineering data collection and monitoring method are implemented. The road and bridge engineering data collection and monitoring system 20 runs on computing devices such as satellites, desktop computers, notebooks, PDAs, and cloud data centers.

[0067] The acquisition and monitoring 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 acquisition and monitoring system:

[0068] An acquisition unit 21 is used to construct a three-dimensional virtual model of the bridge;

[0069] a conversion unit 22 for identifying a pier region of the three-dimensional virtual model of the bridge that contacts the river and segmenting the three-dimensional virtual model of the bridge to obtain a pier model;

[0070] The monitoring unit 23 is used to monitor the river flow velocity and river temperature of the bridge piers in real time through monitoring sensors during the construction process, and calculate the bridge pier impact pressure index, and identify high-risk bridge piers based on the bridge pier impact pressure index;

[0071] The loading unit 24 is used to visualize the high-risk piers in the three-dimensional virtual model of the bridge and set gabions, concrete bottom protection or steel mesh around the corresponding high-risk piers of the bridge.

[0072] The road and bridge engineering data collection and monitoring system can be run on computing devices such as desktop computers, laptops, PDAs, and cloud servers. The road and bridge engineering data collection and monitoring system can include, but is not limited to, a processor and memory. Those skilled in the art will appreciate that the example is merely an example of a road and bridge engineering data collection and monitoring system 20 and does not constitute a limitation on the road and bridge engineering data collection and monitoring 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 engineering data collection and monitoring system can also include input and output devices, network access devices, buses, and the like.

[0073] By using a road and bridge engineering data collection and monitoring system 20 to execute a road and bridge engineering data collection and monitoring method, a rapid warning can be provided before extreme weather occurs.

[0074] 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 (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable compact disk 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.

[0075] 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: 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 (PGA), a field programmable gate array (FPGA), etc.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] 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 method for collecting and monitoring road and bridge engineering data, characterized in that: The method comprises the following steps: S100, builds a three-dimensional virtual model of the bridge; S200, identifying a pier area of ​​the three-dimensional virtual model of the bridge that contacts the river and segmenting the three-dimensional virtual model of the bridge to obtain a pier model; During the construction process, S300 uses sensors to monitor the river flow rate and temperature of bridge piers in real time, calculates the impact pressure index of bridge piers, and identifies high-risk bridge piers based on the impact pressure index of bridge piers; S400, visualizes high-risk bridge piers in a 3D virtual model of the bridge.

2. A road and bridge engineering data collection and monitoring method according to claim 1, characterized in that: Step S200 includes: identifying the pier area of ​​the three-dimensional virtual model of the bridge that contacts the river, marking the pier area that contacts the river as an area of ​​interest, segmenting the model, extracting the pier area of ​​the three-dimensional virtual model of the bridge that contacts the river and recording it as a pier model.

3. A road and bridge engineering data collection and monitoring method according to claim 1, characterized in that: Step S300 includes: S301, obtaining data on river flow velocity and river temperature of the river one month before the start of the road and bridge project; S302, obtaining a first river impact temperature effect value range a, a second river impact temperature effect value range b, and a third river impact temperature effect value range c through a river impact temperature effect value sequence; S303, calculating the first bridge pier impact pressure index CJa and the second bridge pier impact pressure index CKb based on the first river impact temperature effect range a, the second river impact temperature effect range b, and the third river impact temperature effect range c; S304, according to the boundary values ​​of the first pier impact pressure index CJa and the second pier impact pressure index CKb, extract the river impact temperature effect data that is not between these two indexes, and record it as the impact effect quantity V(T), where T is the pier number whose river impact temperature effect is not between the first pier impact pressure index CJa and the second pier impact pressure index CKb, and the pier corresponding to the impact temperature effect quantity V(T) is marked as a high-risk pier.

4. A road and bridge engineering data collection and monitoring method according to claim 3, characterized in that: Step S301 includes: Obtain the average flow velocity vp and average temperature YRT of the river one month before the start of the road and bridge project, and record the ratio of the average flow velocity vp to the average temperature YRT of the river as the impact temperature effect KG of the original river; during the bridge construction process, obtain the river flow velocity of the j-th bridge pier on the previous day through the river velocity sensor, where j is the sequence number of the bridge pier, j = 1, 2, ..., M, and M is the number of bridge piers; record the average river flow velocity of the j-th bridge pier on the previous day as TG(j), and record the average river temperature of the j-th bridge pier on the previous day as MID(j); record the river impact temperature effect of the j-th bridge pier as YRT(j), where YRT(j) = TG(j) / MID(j); create an empty sequence and record it as the river impact temperature effect sequence YRTO, import all YRT(j) into the river impact temperature effect sequence, and record the average value of the river impact temperature effect in the river impact temperature effect sequence as YRTM.

5. A road and bridge engineering data collection and monitoring method according to claim 4, characterized in that: Step S302 includes: Calculate the absolute value JCZ of the difference between the shock temperature effect KG of the original river and the average value YRTM in the river shock temperature effect sequence, and use the shock temperature effect KG and JCZ of the original river to internally classify the river shock temperature effect sequence. Specifically, let the value of KG minus JCZ be TGY, and the value of KG plus JCZ be TGK. The rivers in the river shock temperature effect sequence YRTO with shock temperature effects less than or equal to TGY are classified as the first river shock temperature effect range a; the rivers in the river shock temperature effect sequence YRTO with shock temperature effects greater than TGY and less than TGK are classified as the second river shock temperature effect range b; the rivers in the river shock temperature effect sequence YRTO with shock temperature effects greater than or equal to TGK are classified as the third river shock temperature effect range c; the intervals of the first river shock temperature effect range a, the second river shock temperature effect range b, and the third river shock temperature effect range c are defined as [FA, FB], [SC, SD], and [TE, TF], respectively.

6. A method for collecting and monitoring road and bridge engineering data according to claim 5, characterized in that: In step S303: the first pier impact pressure index CJa is the maximum value FB in the first river impact temperature effect range a minus the river impact temperature effect range difference, where the river impact temperature effect range difference is the product of FA and the river temperature-velocity balance ratio, where the river temperature-velocity balance ratio is the ratio of YRTM to 2×KG; the second pier impact pressure index CKb is the maximum value TF in the first river impact temperature effect range a plus the river impact temperature effect range difference.

7. A road and bridge engineering data acquisition and monitoring system, characterized in that: The road and bridge engineering data collection and monitoring system 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 of the road and bridge engineering data collection and monitoring method described in any one of claims 1 to 6 are implemented. The road and bridge engineering data collection and monitoring system runs on a desktop computer, a laptop computer, a handheld computer or a cloud data center.

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