A method and system for data acquisition and monitoring in road and bridge engineering

Abstract

This invention belongs to the field of computer and auxiliary equipment repair, and proposes a method and system for data acquisition and monitoring in road and bridge engineering. The method includes the following steps: constructing a three-dimensional virtual model of the bridge; identifying the pier areas of the bridge's three-dimensional virtual model that contact the river and segmenting the bridge's three-dimensional virtual model to obtain pier models; during the engineering process, monitoring the river flow velocity and river temperature data of the piers in real time using monitoring sensors, and calculating the pier impact pressure index to identify high-risk piers; visualizing the high-risk piers in the bridge's three-dimensional virtual model, and setting up gabions, concrete base protection, or steel mesh around the corresponding high-risk piers. According to the acquisition and monitoring method of this invention, rapid early warning can be provided before extreme weather events occur using computers and auxiliary equipment.

Description

Technical Field

[0001] This invention belongs to the field of computer and auxiliary equipment repair, and specifically relates to a method and system for data acquisition and monitoring of road and bridge engineering. Background Technology

[0002] Traditional bridge monitoring techniques typically rely on periodic manual inspections and static data collection. While this method can assess the overall condition of a bridge to some extent, it has significant limitations, especially in dealing with sudden impact events such as floods and rapid currents. Due to the low monitoring frequency, bridge piers may experience structural damage or instability in a short period when encountering extreme changes in flow velocity, and relevant departments may not be able to obtain information on these dynamic changes in a timely manner.

[0003] Specifically, traditional monitoring methods fail to reflect the stress on bridge piers under instantaneous impacts in real time, leading to a lag in the identification of potential risks. This lag may severely threaten bridge safety under extreme weather conditions, potentially causing structural failure and resulting in significant property damage and casualties. Furthermore, the lack of effective real-time monitoring tools 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] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, the first objective of this invention is to propose a method for data acquisition and monitoring in road and bridge engineering, which can provide rapid early warning before extreme weather events occur;

[0005] The second objective of this invention is to provide a data acquisition and monitoring system for road and bridge engineering.

[0006] To achieve the above objectives, a first aspect of the present invention provides a method for data acquisition and monitoring in road and bridge engineering, the method comprising the following steps:

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

[0008] S200 identifies the bridge pier area in contact with the river in the 3D virtual model of the bridge and segments the 3D virtual model of the bridge to obtain the bridge pier model.

[0009] S300, during the engineering process, monitors the river flow velocity and river temperature data of the bridge piers in real time through monitoring sensors, and calculates the bridge pier impact pressure index to identify high-risk bridge piers.

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

[0011] According to the data collection and monitoring method of the present invention, rapid early warning can be given before extreme weather occurs using computers and auxiliary equipment.

[0012] Furthermore, in step S100, the two-dimensional drawings of the bridge are imported into the BIM software FreeCAD to create three-dimensional models of each bridge component. The connection points between each pier are marked on the three-dimensional models of each bridge component. This includes opening a new project in FreeCAD and importing the drawings containing the bridge design. Using the modeling tools in FreeCAD, each component of the bridge is constructed one by one in three-dimensional space according to the design in the two-dimensional drawings.

[0013] Furthermore, in step S200, the bridge pier areas in contact with the river in the three-dimensional virtual model of the bridge are identified, and the three-dimensional virtual model of the bridge is segmented to obtain the bridge pier model, including:

[0014] Identify the pier areas of the 3D virtual model of the bridge that contact the river, mark the pier areas that contact the river as regions of interest, segment the model, and extract the pier areas of the 3D virtual model of the bridge that contact the river as the pier model.

[0015] Traditional bridge monitoring often relies on periodic manual inspections and static data, which fails to reflect the stress on bridge piers under instantaneous impacts (such as floods and rapid currents) in a timely manner. Specifically, when bridge piers experience extreme changes in flow velocity, structural damage or instability may occur within a short period. However, due to the lack of real-time monitoring, relevant departments may be unable to identify these high-risk situations in the first instance, thus delaying emergency response and repair measures. Specifically, the impact of temperature on concrete bridges is mainly reflected in overall temperature fluctuations and temperature gradients: overall temperature changes cause changes in the internal stress of the bridge, especially in continuous steel bridges. Because internal stress cannot be offset by support deformation, significant stress occurs at the pier-beam joints, affecting the bridge's load-bearing performance and operational safety. Temperature changes also affect the setting and strength of concrete. Excessively high temperatures may cause concrete to set prematurely, while excessively low temperatures prolong the setting time, affecting the concrete's strength and durability. Therefore, measures need to be taken to control temperature changes during construction to ensure the quality of concrete. In extreme weather conditions such as floods or rapid currents, changes in flow velocity can cause bridge piers to be subjected to instantaneous impact forces, threatening the structural stability of the piers. Rapid changes in flow velocity can also cause turbulence and eddies in the water flow, increasing the hydrodynamic load on the bridge piers and leading to structural damage or instability. To solve the above problems, this invention proposes step S300.

[0016] Furthermore, in step S300, during the engineering process, the river flow velocity and river temperature data of the bridge piers 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 through the bridge pier impact pressure index are as follows:

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

[0018] Obtain the average flow velocity vp and average river temperature YRT of the river one month before the start of the road and bridge project. Record the ratio of the average flow velocity vp to the average river temperature YRT as the original river's impact temperature effect quantity KG.

[0019] During bridge construction, the river velocity of the j-th 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 piers; the average river velocity of the j-th pier on the previous day is denoted as TG(j), and the average river temperature of the j-th pier on the previous day is denoted as MID(j).

[0020] Furthermore, let YRT(j) be the river impact temperature effect of the j-th pier, where YRT(j) = TG(j) / MID(j); create an empty sequence and denote it as the river impact temperature effect sequence YRTO; import all YRT(j) into the river impact temperature effect sequence and denote the average value of the river impact temperature effect in the river impact temperature effect sequence as YRTM;

[0021] S302, the range of the first river impact temperature effect a, the range of the second river impact temperature effect b, and the range of the third river impact temperature effect c are obtained through the river impact temperature effect sequence;

[0022] Calculate the absolute value JCZ of the difference between the original river's isothermal effect quantity KG and the average value YRTM in the river's isothermal effect quantity sequence. Then, internally classify the river's isothermal effect quantity sequence using the original river's isothermal effect quantity KG and JCZ. Specifically: Let KG minus JCZ equal TGY, and KG plus JCZ equal TGK. Rivers with isothermal effect quantities less than or equal to TGY in the river isothermal effect quantity sequence YRTO are classified into the first river isothermal effect quantity range a; those with isothermal effect quantities greater than TGY in the river isothermal effect quantity sequence YRTO are classified into the first river isothermal effect quantity range a. Rivers with a flow rate (Y) less than TGK are classified as the second river impact temperature range (b); those river impact temperature ranges (YRTO) with flow rates greater than or equal to TGK are classified as the third river impact temperature range (c). The absolute value (JCZ) of the difference between the original river impact temperature range (KG) and the average value (YRTM) in the river impact temperature range (YRTO) is calculated to obtain the difference between KG and YRTM. The difference (JCZ) can reflect how much the river's flow velocity and temperature have changed compared to the original state during the actual construction process.

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

[0024] Wherein, the interval [FA,FB] represents the range a of the first river alluvial temperature effect, where FA is the minimum value in the YRTO river alluvial temperature effect sequence, and FB is the value in the YRTO that is closest to TGY among all river alluvial temperature effects not exceeding TGY; the interval [SC,SD] represents the range b of the second river alluvial temperature effect, where SC is the value in the YRTO that is closest to TGY among all river alluvial temperature effects exceeding TGY, and SD is the value in the YRTO that is closest to TGK among all river alluvial temperature effects not exceeding TGK; the interval [TE,TF] represents the range c of the third river alluvial temperature effect, where TE is the value in the YRTO that is closest to TGK among all river alluvial temperature effects not less than TGK, and TF is the maximum value in the YRTO.

[0025] S303, calculate the impact pressure index CJa of the first pier and the impact pressure index CKb of the second pier by using the impact temperature effect range a of the first river, the impact temperature effect range b of the second river, and the impact temperature effect range c of the third river.

[0026] The impact pressure index CJa of the first pier is the maximum value FB in the first river impact temperature effective range a minus the difference in the river impact temperature effective range, where the difference in the river impact temperature effective range 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 effective range a plus the difference in the river impact temperature effective range.

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

[0029] S304. Based on 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 indices, and denot it as the impact effect quantity V(T). Here, T is the pier number whose river impact temperature effect quantity does not belong to the first pier impact pressure index CJa and the second pier impact pressure index CKb. The piers corresponding to the impact temperature effect quantity V(T) are marked as high-risk piers.

[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 bridge piers can be effectively identified. The principle behind this identification is as follows: the impact pressure index reflects the impact force intensity that a bridge pier can withstand under normal water flow conditions in its basin, while the river impact temperature effect, the ratio of flow velocity to temperature, reveals the degree of influence of water flow on the bridge pier. Under extreme weather conditions, significant changes in river velocity and temperature indicate that the bridge pier is subjected to abnormal impact forces, thereby increasing the risk of structural damage or instability. By extracting these data and conducting dynamic monitoring, this method can promptly capture the stress changes of bridge piers under instantaneous impacts, quickly identifying bridge piers subjected to instantaneous abnormal impact forces, such as floods and rapid currents, avoiding serious consequences caused by delayed emergency response. This method not only improves the efficiency and accuracy of bridge monitoring but also provides engineering managers with quantitative analysis indicators to help take preventive measures such as reinforcement or closure before extreme weather or floods occur, thereby effectively maintaining the safety and durability of bridges.

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

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

[0033] This method uses sensors to acquire real-time data on river flow velocity and temperature for different bridge piers from the previous day during construction, enabling rapid early warning before extreme weather events and replacing traditional, delayed inspection methods.

[0034] To achieve the above objectives, a second aspect of the present invention also proposes a road and bridge engineering data acquisition and monitoring system. The road and bridge engineering data acquisition and monitoring system 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, it implements the steps of a road and bridge engineering data acquisition and monitoring method. The road and bridge engineering data acquisition and monitoring system operates on computing devices such as satellites, desktop computers, laptops, handheld computers, and cloud data centers.

[0035] By implementing a road and bridge engineering data acquisition and monitoring system, a method for collecting and monitoring road and bridge engineering data can be used to provide rapid early warnings before extreme weather events occur. Attached Figure Description

[0036] Figure 1 The diagram shows a flowchart of a method for data acquisition and monitoring in road and bridge engineering.

[0037] Figure 2 The diagram shows the structure of a road and bridge engineering data acquisition and monitoring system. Detailed Implementation

[0038] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0039] Figure 1 The diagram shows a flowchart of a method for data acquisition and monitoring in road and bridge engineering.

[0040] Reference Figure 1 This invention proposes a method for data acquisition and monitoring in road and bridge engineering, the method comprising the following steps:

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

[0042] S200 identifies the bridge pier area in contact with the river in the 3D virtual model of the bridge and segments the 3D virtual model of the bridge to obtain the bridge pier model.

[0043] S300, during the engineering process, monitors the river flow velocity and river temperature data of the bridge piers in real time through monitoring sensors, and calculates the bridge pier impact pressure index to identify high-risk bridge piers.

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

[0045] According to the data collection and monitoring method of the present invention, rapid early warning can be given before extreme weather occurs using computers and auxiliary equipment.

[0046] Furthermore, in step S100, the two-dimensional drawings of the bridge are imported into the BIM software FreeCAD to create three-dimensional models of each bridge component. The connection points between each pier are marked on the three-dimensional models of each bridge component. This includes opening a new project in FreeCAD and importing the drawings containing the bridge design. Using the modeling tools in FreeCAD, each component of the bridge is constructed one by one in three-dimensional space according to the design in the two-dimensional drawings.

[0047] Furthermore, in step S200, the bridge pier areas in contact with the river in the three-dimensional virtual model of the bridge are identified, and the three-dimensional virtual model of the bridge is segmented to obtain the bridge pier model, including:

[0048] Identify the pier areas of the 3D virtual model of the bridge that contact the river, mark the pier areas that contact the river as regions of interest, segment the model, and extract the pier areas of the 3D virtual model of the bridge that contact the river as the pier model.

[0049] Furthermore, in step S300, during the engineering process, the river flow velocity and river temperature data of the bridge piers 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 through the bridge pier impact pressure index are as follows:

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

[0051] Obtain the average flow velocity vp and average river temperature YRT of the river one month before the start of the road and bridge project. Record the ratio of the average flow velocity vp to the average river temperature YRT as the original river's impact temperature effect quantity KG.

[0052] During bridge construction, the river velocity of the j-th 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 piers; the average river velocity of the j-th pier on the previous day is denoted as TG(j), and the average river temperature of the j-th pier on the previous day is denoted as MID(j).

[0053] Furthermore, let YRT(j) be the river impact temperature effect of the j-th pier, where YRT(j) = TG(j) / MID(j); create an empty sequence and denote it as the river impact temperature effect sequence YRTO; import all YRT(j) into the river impact temperature effect sequence and denote the average value of the river impact temperature effect in the river impact temperature effect sequence as YRTM;

[0054] S302, the range of the first river impact temperature effect a, the range of the second river impact temperature effect b, and the range of the third river impact temperature effect c are obtained through the river impact temperature effect sequence;

[0055] Calculate the absolute value JCZ of the difference between the original river's isothermal effect quantity KG and the average value YRTM in the river's isothermal effect quantity sequence. Then, internally classify the river's isothermal effect quantity sequence using the original river's isothermal effect quantity KG and JCZ. Specifically: Let KG minus JCZ equal TGY, and KG plus JCZ equal TGK. Rivers with isothermal effect quantities less than or equal to TGY in the river isothermal effect quantity sequence YRTO are classified into the first river isothermal effect quantity range a; those with isothermal effect quantities greater than TGY in the river isothermal effect quantity sequence YRTO are classified into the first river isothermal effect quantity range a. Rivers with a flow rate (Y) less than TGK are classified as the second river impact temperature range (b); those river impact temperature ranges (YRTO) with flow rates greater than or equal to TGK are classified as the third river impact temperature range (c). The absolute value (JCZ) of the difference between the original river impact temperature range (KG) and the average value (YRTM) in the river impact temperature range (YRTO) is calculated to obtain the difference between KG and YRTM. The difference (JCZ) can reflect how much the river's flow velocity and temperature have changed compared to the original state during the actual construction process.

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

[0057] Wherein, the interval [FA,FB] represents the range a of the first river alluvial temperature effect, where FA is the minimum value in the YRTO river alluvial temperature effect sequence, and FB is the value in the YRTO that is closest to TGY among all river alluvial temperature effects not exceeding TGY; the interval [SC,SD] represents the range b of the second river alluvial temperature effect, where SC is the value in the YRTO that is closest to TGY among all river alluvial temperature effects exceeding TGY, and SD is the value in the YRTO that is closest to TGK among all river alluvial temperature effects not exceeding TGK; the interval [TE,TF] represents the range c of the third river alluvial temperature effect, where TE is the value in the YRTO that is closest to TGK among all river alluvial temperature effects not less than TGK, and TF is the maximum value in the YRTO.

[0058] S303, calculate the impact pressure index CJa of the first pier and the impact pressure index CKb of the second pier by using the impact temperature effect range a of the first river, the impact temperature effect range b of the second river, and the impact temperature effect range c of the third river.

[0059] The impact pressure index CJa of the first pier is the maximum value FB in the first river impact temperature effective range a minus the difference in the river impact temperature effective range, where the difference in the river impact temperature effective range 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 effective range a plus the difference in the river impact temperature effective range.

[0061] S304. Based on 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 indices, and denot it as the impact effect quantity V(T). Here, T is the pier number whose river impact temperature effect quantity does not belong to the first pier impact pressure index CJa and the second pier impact pressure index CKb. The piers corresponding to the impact temperature effect quantity V(T) are marked as high-risk piers.

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

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

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

[0065] Figure 2 The diagram shows the structure 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 acquisition 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, it implements the steps of a road and bridge engineering data acquisition and monitoring method. The road and bridge engineering data acquisition and monitoring system 20 runs on computing devices such as satellites, desktop computers, laptops, handheld computers, 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. The processor executes the computer program within the following units of the acquisition and monitoring system:

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

[0069] The conversion unit 22 is used to identify the bridge pier area in contact with the river in the three-dimensional virtual model of the bridge and to segment the three-dimensional virtual model of the bridge to obtain the bridge pier model.

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

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

[0072] The aforementioned road and bridge engineering data acquisition and monitoring system can run on computing devices such as desktop computers, laptops, handheld computers, and cloud servers. The running acquisition and monitoring system may include, but is not limited to, processors and memory. Those skilled in the art will understand that the example described is merely an illustration of a road and bridge engineering data acquisition and monitoring system 20 and does not constitute a limitation on the system. It may include more or fewer components, or combine certain components, or use different components. For example, the aforementioned road and bridge engineering data acquisition and monitoring system may also include input / output devices, network access devices, buses, etc.

[0073] By implementing a road and bridge engineering data acquisition and monitoring system 20, a method for acquiring and monitoring road and bridge engineering data can be used to provide rapid early warnings before extreme weather events occur.

[0074] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0075] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0076] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions 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 one or more embodiments or examples.

[0077] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0078] Furthermore, the terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this invention can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this invention, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly specified in the embodiments.

[0079] In this invention, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing" appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; 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 the internal communication of two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific implementation.

[0080] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0081] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for data acquisition and monitoring in road and bridge engineering, characterized in that, The method includes the following steps: S100, constructing a three-dimensional virtual model of the bridge; S200 identifies the bridge pier areas in contact with the river in the 3D virtual model of the bridge and segments the 3D virtual model of the bridge to obtain the bridge pier model. S300, during the engineering process, the river flow velocity and river temperature data of the bridge piers are monitored in real time by monitoring sensors, and the impact pressure index of the bridge piers is calculated to identify high-risk bridge piers; wherein, step S300 includes: S301, Obtain river flow velocity and river temperature data for the river one month prior to the start of the road and bridge construction project; wherein, step S301 includes: obtaining the average river flow velocity vp and average river temperature YRT for the river one month prior to the start of the road and bridge construction project, and recording the ratio of the average river flow velocity vp to the average river temperature YRT as the original river impact temperature effect quantity KG; during bridge construction, obtaining the river flow velocity of the j-th pier on the previous day through a river velocity sensor, where j is the pier number, j=1,2,…,M, M is… The number of bridge piers; let TG(j) be the average river flow velocity of the j-th bridge pier on the previous day, and MID(j) be the average river temperature of the j-th bridge pier on the previous day; let YRT(j) be the river impact temperature effect of the j-th bridge pier, where YRT(j) = TG(j) / MID(j); create an empty sequence and denote it as the river impact temperature effect sequence YRTO, import all YRT(j) into the river impact temperature effect sequence, and denote the average value of the river impact temperature effect in the river impact temperature effect sequence as YRTM; S302, obtaining the first river alluvial temperature range a, the second river alluvial temperature range b, and the third river alluvial temperature range c through the river alluvial temperature effect sequence; wherein, step S302 includes: Calculate the absolute value JCZ of the difference between the original river's impact temperature effect quantity KG and the average value YRTM in the river's impact temperature effect quantity sequence. Then, internally classify the river's impact temperature effect quantity sequence using the original river's impact temperature effect quantity KG and JCZ. Specifically: let TGY be the value of KG minus JCZ, and TGK be the value of KG plus JCZ. Classify the river impact temperature effect quantity sequence YRTO with impact temperature effects less than or equal to TGY as the first river impact temperature effect quantity range a; classify the river impact temperature effect quantity sequence YRTO with impact temperature effects greater than TGY and less than TGK as the second river impact temperature effect quantity range b; classify the river impact temperature effect quantity sequence YRTO with impact temperature effects greater than or equal to TGK as the third river impact temperature effect quantity range c; the intervals of the first river impact temperature effect quantity range a, the second river impact temperature effect quantity range b, and the third river impact temperature effect quantity range c are defined as [FA, FB], [SC, SD], and [TE, TF], respectively. S303, using the first river impact temperature range a, the second river impact temperature range b, and the third river impact temperature range c, calculate the first pier impact pressure index CJa and the second pier impact pressure index CKb; wherein, in step S303: the first pier impact pressure index CJa is the maximum value FB in the first river impact temperature range a minus the difference in river impact temperature ranges, where the difference in river impact temperature ranges 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 range c plus the difference in river impact temperature ranges; S304. Based on 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 indices, and denot it as impact effect quantity V(T). Where T is the pier number whose river impact temperature effect quantity does not belong to the first pier impact pressure index CJa and the second pier impact pressure index CKb. The piers corresponding to the impact temperature effect quantity V(T) are marked as high-risk piers. S400 visualizes high-risk bridge piers in a 3D virtual model of a bridge.

2. The method for data acquisition and monitoring of road and bridge engineering according to claim 1, characterized in that, Step S200 includes: identifying the bridge pier area in contact with the river in the three-dimensional virtual model of the bridge, marking the bridge pier area in contact with the river as the region of interest, segmenting the model, and extracting the bridge pier area in contact with the river in the three-dimensional virtual model of the bridge as the bridge pier model.

3. A data acquisition and monitoring system for road and bridge engineering, characterized in that, The road and bridge engineering data acquisition 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, it implements the steps of the road and bridge engineering data acquisition and monitoring method according to any one of claims 1 to 2. The road and bridge engineering data acquisition and monitoring system runs on a desktop computer, a laptop computer, a handheld computer, or a cloud data center.

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