Concrete compressive strength detection method

Abstract

The invention discloses a concrete compressive strength detection method, and relates to the technical field of concrete strength detection, and the method comprises the following steps: carrying out the data preprocessing of a rebound value measured each time, an environment temperature, surface humidity, surface hardness and a vibration acceleration value of each measurement point through a data processing module; and outputting the rebound value, the vibration acceleration value, the temperature correction coefficient, the surface hardness value and the humidity value. According to the method, aiming at the axle coupling vibration interference quantity and other interference factors such as humidity and surface hardness, the interference factors are analyzed and calculated, corresponding coefficients are introduced for calculation and then are removed from the rebound value, so that deviation calibration of detection data of the rebound apparatus is realized, and the detection accuracy of the rebound apparatus is improved. The influence of vibration generated by the vehicle on rebound resilience detection data is avoided, the detection accuracy is improved, and the effect and efficiency of concrete compressive strength detection are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of concrete strength detection, in particular to a concrete compressive strength detection method. BACKGROUND

[0002] With the rapid construction of bridges, the importance of bridges in life also gradually increases, in order to improve the safety, it is necessary to detect the compressive strength of the concrete used on the bridge frequently, generally, the strength detection of the bridge concrete mainly uses the rebound hammer to detect the rebound of the concrete at each part of the bridge, and then the strength of the concrete can be obtained.

[0003] However, in the existing method for detecting the compressive strength of the concrete by using the rebound hammer, since the rebound hammer detection belongs to a non-destructive detection method, the accuracy may be disturbed by external factors, resulting in a large error, for example, when the bridge is normally used, many vehicles will travel on the bridge, and the vehicle-bridge coupling vibration may be generated on the bridge during the travel, and then the measurement value of the rebound hammer may change when the data is measured, resulting in a certain deviation of the rebound hammer during the detection, and affecting the actual detection progress and accuracy. SUMMARY

[0004] The present application aims to provide a concrete compressive strength detection method, which solves the problems in the background art.

[0005] To achieve the above object, the present application provides the following technical scheme: a concrete compressive strength detection method, comprising the following steps: Step I: the data acquisition module is used to measure multiple times at the to-be-detected area of the concrete bridge, and outputs the rebound value of each measurement, and collects the environmental temperature, surface humidity, surface hardness and vibration acceleration value of each measurement point, and transmits the collected data to the database for storage; Step II: the data processing module is used to pre-process the rebound value of each measurement, and the vibration acceleration value of each measurement point, and outputs the rebound value of the ith measurement , the vibration acceleration value SJRA of the jth measurement point j , the temperature correction coefficient TCS, the surface hardness value SJRC and the humidity value SJRB; Step III: the rebound value of the ith measurement , the vibration acceleration value SJRA of the jth measurement point j , the temperature correction coefficient TCS, the surface hardness value SJRC and the humidity value SJRB are input into the detection calculation module, and the preliminary rebound value , the comprehensive interference factor SJR, the corrected rebound value and the final compressive strength value FCSD of the concrete; Step IV: inputting the preliminary rebound value , the comprehensive interference factor SJR, the corrected rebound value and the final compressive strength value FCSD of the concrete into the analysis module to judge the compressive strength performance of the bridge concrete, and performing corresponding reinforcement treatment on the area with insufficient compressive strength according to the analysis result.

[0006] Optionally, the detection calculation module comprises a preliminary detection submodule, an interference analysis submodule and a bridge deck concrete compressive strength submodule.

[0007] Optionally, the calculation formula of the preliminary detection submodule is as follows: ; ; wherein: the preliminary rebound value, n represents the total number of measurements, i represents the serial number of measurements, the rebound value of the ith measurement, TCS represents the temperature correction coefficient, the standard deviation of the rebound value, used for evaluating the dispersion degree of the measurement data, the average value of the rebound value; The processing process of the preliminary detection submodule is as follows: inputting the rebound value of the ith measurement and the temperature correction coefficient TCS into the preliminary detection submodule, and outputting the preliminary rebound value and the standard deviation of the rebound value based on the total number of measurements n.

[0008] Optionally, the calculation formula of the interference analysis submodule is as follows: ; ; wherein: SJR represents the comprehensive interference factor, the corrected rebound value, a represents the influence coefficient, m represents the number of measurement points, j represents the index of the measurement point, SJRA j the vibration acceleration value of the jth measurement point, β represents the humidity influence coefficient, SJRB represents the humidity value, γ represents the hardness influence coefficient, and SJRC represents the surface hardness value. the root mean square value of the vibration acceleration, reflecting the overall intensity of the vibration, the interference amount of the vehicle-bridge coupled vibration on the rebound measurement; The processing process of the interference analysis submodule is as follows: the vibration acceleration value SJRA of the jth measuring point is input into the interference analysis submodule, the surface hardness value SJRC and the humidity value SJRB are input into the interference analysis submodule, and the comprehensive interference factor SJR is output based on the influence coefficient alpha, and the corrected rebound value is output based on the preliminary rebound value j . .

[0009] Optionally, the calculation formula of the bridge deck concrete compressive strength submodule is as follows: ; Wherein: FCSD represents the final compressive strength value of the concrete, SSD represents the compressive influence coefficient, and SY represents the compressive influence factor. The processing process of the bridge deck concrete compressive strength submodule is as follows: the preliminary rebound value The operation result of the comprehensive interference factor SJR is input into the bridge deck concrete compressive strength submodule, and the corrected rebound value The final compressive strength value FCSD of the concrete is output based on the compressive influence coefficient SSD.

[0010] Optionally, the data processing module specifically performs denoising and filtering on the input data, and performs smoothing processing on the data, and then verifies the integrity and consistency of the data.

[0011] Optionally, the data acquisition module uses a rebound apparatus, a thermometer, a hygrometer, a hardness meter, an acceleration sensor and a data recording device.

[0012] Optionally, the data acquisition module specifically measures the rebound value of the concrete at the to-be-measured area of the bridge by the rebound apparatus, measures the environmental temperature by the thermometer, measures the surface hardness and humidity of the concrete by the hardness meter and the hygrometer, and measures the vibration acceleration data of the bridge by the acceleration sensor.

[0013] Compared with the prior art, the beneficial effects of the present application are as follows: Firstly, the present application outputs a preliminary rebound value through a preliminary detection submodule, which is the basis for concrete compressive strength detection. The rebound performance of the concrete can be preliminarily evaluated by measuring the rebound value multiple times, and the measurement result accuracy is further improved by introducing a temperature correction coefficient, thereby providing reliable basic data for subsequent strength calculation. The preliminary rebound value provides basic data for subsequent interference quantity estimation and removal, and accurate rebound value measurement and preliminary processing can ensure the accuracy and reliability of the subsequent steps. The preliminary rebound value considers the influence of temperature on rebound measurement, thereby providing more accurate basic data for subsequent interference quantity estimation and removal. ​

[0014] Secondly, the present application can output the comprehensive interference factor and the corrected rebound value through the interference analysis submodule, which can estimate and remove the vehicle-bridge vibration interference in the bridge concrete compressive strength detection, and can quantize and remove the interference through the introduction of the coefficients related to the bridge and the measurement conditions as well as the humidity and hardness, so as to obtain more accurate rebound value, reduce the influence of vehicle driving on the concrete compressive strength detection, and improve the accuracy and reliability of the bridge concrete compressive strength detection, which has important significance. The comprehensive interference factor can quantize the interference of various factors on the rebound measurement, and the more accurate rebound value can be obtained by removing the interference. The corrected rebound value removes the influence of various interference factors, and can more accurately reflect the rebound performance of the concrete.

[0015] Thirdly, the present application can output the final compressive strength value FCSD of the concrete through the bridge concrete compressive strength submodule, which can more accurately reflect the relationship between the rebound value and the compressive strength, and provide convenience for the accurate evaluation of the bridge concrete compressive strength, which is helpful to ensure the safety and durability of the bridge structure. After removing the interference, the submodule uses the corrected rebound value to calculate the compressive strength of the concrete. Since the influence factors such as vehicle-bridge coupling vibration interference are removed, the submodule can more accurately reflect the compressive strength of the concrete.

[0016] Fourthly, the present application can perform cyclic iteration on the influence coefficient based on the final compressive strength value of the concrete. The iteration form can continuously correct the coefficient through the feedback mechanism, so as to accurately estimate and remove the interference caused by the external factors such as vehicle-bridge coupling vibration, and directly improve the accuracy of the rebound instrument measurement value, so that the calculated concrete compressive strength value is closer to the true value. Since the vehicle driving state has uncertainty during the bridge release process, the traditional detection method may be subject to large fluctuations. The iteration form can make the detection result gradually stable through multiple iterations and the judgment of the convergence condition, reduce the fluctuation of the overall detection result caused by single measurement error, and has significant contribution and role in the bridge concrete compressive strength detection, which not only improves the detection accuracy and stability, but also reduces the detection cost and improves the detection efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 The step flow chart of the present concrete compressive strength detection method; Figure 2 The overall structure schematic diagram of the present concrete compressive strength detection method; Figure 3 The structure schematic diagram of the detection calculation module of the present concrete compressive strength detection method. DETAILED DESCRIPTION

[0018] With reference to the accompanying drawings: the technical solutions in the embodiments of the present application will be apparently and completely described, obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor belong to the scope of protection of the present application.

[0019] Regarding the concrete compressive strength detection method, unlike the existing concrete compressive strength detection method, the existing concrete compressive strength detection method mainly uses a rebound hammer for bridge concrete strength detection. Since the rebound hammer measures the rebound pressure value after applying pressure to the concrete surface, there are many vehicles driving on the bridge during normal bridge release. The vehicle driving on the bridge causes vehicle-bridge coupling vibration, which changes the measurement value of the rebound hammer during data measurement, resulting in that the measurement value contains not only the original rebound value but also the vehicle driving vehicle-bridge coupling vibration interference, which interferes with the rebound value measurement of the rebound hammer, and thus the accuracy is poor. The module of the concrete compressive strength detection method effectively eliminates the vehicle driving vehicle-bridge coupling vibration interference and other factors such as humidity and hardness interference by introducing multi-factor interference estimation and removal, thereby improving the accuracy of the rebound hammer measurement.

[0020] Embodiment one: please refer to Figures 1 to 3 The present embodiment provides a concrete compressive strength detection method, comprising the following steps: Step I: through the data acquisition module, multiple measurements are performed at the to-be-measured area of the concrete bridge, and the rebound value of each measurement is output, and the environmental temperature, surface humidity, surface hardness, and vibration acceleration value of each measurement point are collected and transmitted to the database for storage; Step II: through the data processing module, the rebound value of each measurement, and the environmental temperature, surface humidity, surface hardness, and vibration acceleration value of each measurement point are preprocessed, and the rebound value of the ith measurement is output , the vibration acceleration value SJRA of the jth measurement point j , the temperature correction coefficient TCS, the surface hardness value SJRC, and the humidity value SJRB; Step III: the rebound value of the ith measurement , the vibration acceleration value SJRA of the jth measurement point j , the temperature correction coefficient TCS, the surface hardness value SJRC, and the humidity value SJRB are input to the detection calculation module, and the preliminary rebound value , the comprehensive interference factor SJR, and the corrected rebound value and the final compressive strength value FCSD of the concrete; Step IV: input the preliminary rebound value , the comprehensive interference factor SJR, the corrected rebound value and the final compressive strength value FCSD of the concrete into the analysis module to judge the compressive strength performance of the bridge concrete, and according to the analysis result, corresponding reinforcement treatment is carried out for the area with insufficient compressive strength; The detection calculation module includes a preliminary detection submodule, an interference analysis submodule and a bridge deck concrete compressive strength submodule.

[0021] In this embodiment: Please refer to Figures 1 to 3 The processing process of the preliminary detection submodule is as follows: ; ; Among them: refers to the preliminary rebound value, which reflects the overall level of multiple measurement rebound values; n refers to the total number of measurements, i refers to the serial number of measurements, refers to the rebound value of the ith measurement; TCS refers to the temperature correction coefficient, which is used to consider the influence of temperature on rebound measurement; refers to the standard deviation of the rebound value, which is used to evaluate the dispersion degree of the measurement data; refers to the average value of the rebound value, which reflects the overall level of multiple measurement rebound values; The processing process of the preliminary detection submodule is as follows: input the rebound value of the ith measurement and the temperature correction coefficient TCS into the preliminary detection submodule, and output the preliminary rebound value and the standard deviation of the rebound value based on the total number of measurements n.

[0022] In this embodiment: this submodule is the basis of concrete compressive strength detection, by measuring the rebound value multiple times and calculating its weighted average value and standard deviation, the rebound performance of the concrete can be preliminarily evaluated, the weighted average value reflects the overall trend of multiple measurements, and the standard deviation reveals the dispersion degree of the data, which helps to judge the reliability and accuracy of the measurement data, in addition, by introducing the temperature correction coefficient, the measurement result accuracy is further improved, which provides reliable basic data for subsequent strength calculation, this submodule provides basic data for subsequent interference quantity estimation and removal, through accurate rebound value measurement and preliminary processing, the accuracy and reliability of the subsequent steps can be ensured, the preliminary rebound value As the corrected preliminary rebound value, it considers the influence of temperature on rebound measurement, and provides more accurate basic data for subsequent disturbance estimation and removal.

[0023] Please refer to Figures 1 to 3 , the processing process of the interference analysis submodule is as follows: ; ; Among them: SJR refers to the comprehensive interference factor, that is, the sum of the interference of all factors on the rebound measurement; refers to the corrected rebound value; α refers to the influence coefficient, α is a coefficient related to the bridge and measurement conditions, which is used to estimate the interference of vehicle-bridge coupling vibration on rebound measurement; m refers to the number of measurement points, j refers to the index of the measurement point, SJRA j refers to the vibration acceleration value of the jth measurement point, β refers to the humidity influence coefficient, SJRB refers to the humidity value, γ refers to the hardness influence coefficient, and SJRC refers to the surface hardness value; refers to the root mean square value of the vibration acceleration, which reflects the overall intensity of the vibration, refers to the interference of vehicle-bridge coupling vibration on rebound measurement; The processing process of the interference analysis submodule is as follows: the vibration acceleration value SJRA j , the surface hardness value SJRC and the humidity value SJRB of the jth measurement point are input into the interference analysis submodule, and the comprehensive interference factor SJR is output based on the influence coefficient α, and the corrected rebound value is output based on the preliminary rebound value .

[0024] In this embodiment: this submodule estimates and removes the vehicle-bridge coupling vibration interference in the detection of the compressive strength of bridge concrete, by introducing coefficients related to the bridge and measurement conditions and observable parameters such as humidity and hardness, this submodule can quantify and remove these interference, so as to obtain more accurate rebound value, which can reduce the influence of vehicle driving on the detection of concrete compressive strength, and improve the accuracy and reliability of the detection of bridge concrete compressive strength has important significance, the comprehensive interference factor SJR quantifies the interference of multiple factors on rebound measurement, including vehicle-bridge coupling vibration interference, etc., by removing these interference, more accurate rebound value can be obtained, the corrected rebound value is the corrected rebound value, which removes the influence of multiple interference, and further reflects the rebound performance of the concrete more accurately.

[0025] Please refer toFigures 1 to 3 The processing procedure of the bridge deck concrete compressive strength submodule is as follows: ; Wherein: FCSD refers to the final compressive strength value of the concrete, SSD refers to the compressive influence coefficient, and SY refers to the compressive influence factor; The processing procedure of the bridge deck concrete compressive strength submodule is as follows: the preliminary rebound value The rebound value corrected by the operation result of the comprehensive interference factor SJR is input into the bridge deck concrete compressive strength submodule, and the final compressive strength value FCSD of the concrete is output based on the compressive influence coefficient SSD.

[0026] In this embodiment: this submodule uses the corrected rebound value to calculate the compressive strength of the concrete, by introducing a nonlinear relationship and a coefficient, this submodule can more accurately reflect the relationship between the rebound value and the compressive strength, which provides a powerful tool for accurate evaluation of the compressive strength of bridge concrete, helps to ensure the safety and durability of the bridge structure, and after removing the interference quantity, this submodule uses the corrected rebound value to calculate the compressive strength of the concrete, since the vehicle-bridge coupling vibration interference quantity and other influencing factors have been removed, this submodule can more accurately reflect the compressive strength of the concrete, FCSD as the final compressive strength value of the concrete, it is calculated based on the corrected rebound value, more accurately reflects the compressive strength of the concrete, which is of great significance for accurate evaluation and safe use of the compressive strength of bridge concrete.

[0027] It is worth noting that the final compressive strength value FCSD of the concrete is further operated to affect the influence coefficient a in the interference analysis submodule, and the influence coefficient a is iterated in a loop, and the comprehensive interference factor SJR and the final compressive strength value FCSD of the concrete are continuously optimized, and the specific processing procedure is as follows: Firstly: a new = a old + BBA x (FCSS - FCSD); Secondly: set the iteration termination condition: Termination condition one: the iteration number is 100 times; Termination condition two: | FCSD new - FCSD old | < 0.003; Wherein: a new refers to the influence coefficient after iteration, a old refers to the influence coefficient before iteration, BBA refers to the learning rate, FCSS refers to the target compressive strength value, and FCSDnew FCSD refers to the final compressive strength value of the concrete after iteration old FC refers to the final compressive strength value of the concrete before iteration.

[0028] In this embodiment: the core of this iteration form is to continuously correct the coefficient a through the feedback mechanism to more accurately estimate and remove the interference caused by external factors such as vehicle-bridge coupling vibration, which directly improves the accuracy of the rebound value measured by the rebound instrument, and further makes the calculated compressive strength value of the concrete closer to the true value. Due to the uncertainty of the vehicle driving state during the bridge release process, the traditional detection method may be subject to large fluctuations, while the iterative form can make the detection results gradually stable through multiple iterations and convergence condition judgment, reducing the overall detection result fluctuations caused by single measurement error. The introduction of the iterative form makes the detection process more systematic and automated. Through the preset iteration number and convergence condition, it can automatically judge whether to continue iteration, thereby avoiding the subjectivity and uncertainty of manual judgment. Through the optimization of the iterative form, accurate detection results can be obtained more quickly. Compared with the traditional detection method, the iterative form reduces the time cost caused by repeated measurement and correction, improves the detection efficiency, and reduces the repeated detection and repair cost caused by errors. In summary, the iterative form has significant contribution and role in the detection of the compressive strength of bridge concrete, not only improves the detection accuracy and stability, but also reduces the detection cost and improves the detection efficiency. At the same time, its pertinence and adaptability are strong, and the innovative method also provides strong support for subsequent research and development.

[0029] In the specific implementation process, the concrete compressive strength detection method system is composed of multiple sub-modules in the method, and the rebound value measured in the i-th measurement and the temperature correction coefficient TCS are input into the preliminary detection sub-module, and the preliminary rebound value and the standard deviation of the rebound value are output based on the total number of measurements n. This sub-module is the basis for the detection of the compressive strength of concrete. By measuring the rebound value multiple times and calculating the weighted average value and standard deviation, the rebound performance of the concrete can be preliminarily evaluated. The weighted average value reflects the overall trend of multiple measurements, while the standard deviation reveals the dispersion degree of the data, which helps to judge the reliability and accuracy of the measurement data. In addition, the introduction of the temperature correction coefficient further improves the accuracy of the measurement results, providing reliable basic data for subsequent strength calculation. This sub-module provides basic data for subsequent interference estimation and removal. Through accurate rebound value measurement and preliminary processing, the accuracy and reliability of the subsequent steps can be ensured. The preliminary rebound value As a preliminary rebound value after correction, it takes into account the influence of temperature on rebound measurement, providing more accurate basic data for subsequent interference estimation and removal; By measuring the vibration acceleration value SJRA at the j-th measurement point j The surface hardness value SJRC and humidity value SJRB are input into the interference analysis submodule, and the comprehensive interference factor SJR is output based on the influence coefficient α, and based on the preliminary rebound value. Output corrected springback value This submodule estimates and removes vehicle-bridge coupled vibration interference in bridge concrete compressive strength testing. By introducing coefficients related to the bridge and measurement conditions, as well as observable parameters such as humidity and hardness, this submodule can quantify and remove these interferences to obtain more accurate rebound values. Reducing the impact of vehicle traffic on concrete compressive strength testing is of great significance for improving the accuracy and reliability of bridge concrete compressive strength testing. The comprehensive interference factor SJR quantifies the interference of various factors on rebound measurement, including vehicle-bridge coupled vibration interference. By removing these interferences, a more accurate rebound value can be obtained. The corrected rebound value... By eliminating the influence of various interfering factors, the resilience of concrete can be reflected more accurately. By initial rebound value The rebound value after correction with the calculation result of the comprehensive interference factor SJR The input is fed into the bridge deck concrete compressive strength submodule, and the final compressive strength value FCSD of the concrete is output based on the compressive strength influence coefficient SSD. This submodule can more accurately reflect the relationship between the rebound value and the compressive strength, providing a powerful tool for the accurate assessment of the compressive strength of bridge concrete. This helps to ensure the safety and durability of bridge structures. After removing interference, this submodule uses the corrected rebound value to calculate the compressive strength of the concrete. Because the interference of vehicle-bridge coupled vibration and other factors are removed, this submodule can more accurately reflect the compressive strength of the concrete. FCSD, as the final compressive strength value of the concrete, is calculated based on the corrected rebound value, which more accurately reflects the compressive strength of the concrete. This is of great significance for the accurate assessment of the compressive strength of bridge concrete and its safe use. The final compressive strength value FCSD of the concrete is further calculated to affect the influence coefficient a in the interference analysis submodule, so as to cyclically iterate the influence coefficient a and continuously optimize the comprehensive interference factor SJR and the final compressive strength value FCSD of the concrete. The iteration form continuously corrects the coefficient a through a feedback mechanism to accurately estimate and remove the interference caused by external factors such as vehicle-bridge coupling vibration, which directly improves the accuracy of the rebound hammer measurement value, and further makes the calculated concrete compressive strength value closer to the true value. Since the vehicle driving state is uncertain during the bridge release process, the traditional detection method may be subject to large fluctuations, and the iteration form can make the detection result gradually stable through multiple iterations and convergence condition judgment, reducing the overall detection result fluctuation caused by single measurement error. The iteration form has a significant contribution and role in the detection of the bridge concrete compressive strength, which not only improves the detection accuracy and stability, but also reduces the detection cost and improves the detection efficiency. Furthermore, the overall multiple submodules can be calculated in cooperation with each other, and the overall cycle and iteration can also be performed, so that the overall system has the effects of automatic optimization and updating, and the adaptability is better.

[0030] Embodiment two: please refer to Figure 1 , Figure 2 and Figure 3 The data processing module specifically performs denoising and filtering on the input data, and performs smoothing processing on the data, and then verifies the integrity and consistency of the data. The data acquisition module uses a rebound hammer, a thermometer, a hygrometer, a hardness tester, an acceleration sensor and a data recording device. The data acquisition module specifically measures the rebound value of the concrete at the to-be-measured area of the bridge by using the rebound hammer, measures the environmental temperature by using the thermometer, measures the hardness and humidity of the concrete surface by using the hardness tester and the hygrometer, and measures the vibration acceleration data of the bridge by using the acceleration sensor.

[0031] In the embodiment, the data processing module is used to pre-process the collected data to improve the signal-to-noise ratio and accuracy of the data. The smoothing processing helps to reduce the data fluctuation caused by measurement noise and sensor error. The data acquisition module can accurately collect multiple data of the concrete area of the target bridge through multiple detection devices. The accurate collection of multiple data helps to efficiently calculate the concrete compressive strength in the subsequent process.

[0032] Although embodiments of the present application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present application, and the scope of the present application is defined by the appended claims and their equivalents.

Claims

1. A method of detecting the compressive strength of concrete, characterized by: The method comprises the following steps: Step I: multiple measurements are performed at the to-be-measured region of the concrete bridge by the data acquisition module, and the rebound value of each measurement, the environmental temperature, the surface humidity, the surface hardness, and the vibration acceleration value of each measurement point are output and collected, and the collected data are transmitted to the database for storage; Step II: The data processing module pre-processes the rebound value of each measurement, and collects the environmental temperature, surface humidity, surface hardness, and vibration acceleration value of each measurement point, and outputs the rebound value of the ith measurement , the vibration acceleration value SJRA of the jth measurement point j , the temperature correction coefficient TCS, the surface hardness value SJRC, and the humidity value SJRB; Step III: the rebound value of the ith measurement , the vibration acceleration value of the jth measurement point SJRA j , the temperature correction coefficient TCS, the surface hardness value SJRC, and the humidity value SJRB are input into the detection calculation module, and the detection analysis module outputs the preliminary rebound value , the comprehensive interference factor SJR, the corrected rebound value , and the final compressive strength value of the concrete FCSD Step IV: the preliminary rebound value , the comprehensive interference factor SJR, the corrected rebound value and the final compressive strength value FCSD of the concrete are input into the analysis module, the compressive strength performance of the bridge concrete is judged, and corresponding reinforcement treatment is carried out for the area with insufficient compressive strength according to the analysis result.

2. The method of claim 1, wherein: The detection calculation module comprises a preliminary detection submodule, an interference analysis submodule, and a bridge deck concrete compressive strength submodule.

3. The method of claim 2, wherein: The calculation formula of the preliminary detection submodule is as follows: ； ； Wherein: denotes the preliminary rebound value, n denotes the total number of measurements, i denotes the sequence number of the measurement, denotes the rebound value of the i-th measurement, TCS denotes the temperature correction factor, denotes the standard deviation of the rebound values, for assessing the degree of dispersion of the measurement data, denotes the average value of the rebound values; The processing procedure of the preliminary detection submodule is as follows: the rebound value of the ith measurement is input into the preliminary detection submodule and the temperature correction coefficient TCS, and the preliminary rebound value is output based on the total number of measurements n and the standard deviation of the rebound value .

4. The method of claim 3, wherein: The calculation formula of the interference analysis submodule is as follows: ； ； Wherein: SJR refers to a comprehensive interference factor, refers to a corrected rebound value, a refers to an influence coefficient, m refers to a number of measurement points, j refers to an index of a measurement point, SJRA j refers to a vibration acceleration value of the jth measurement point, β refers to a humidity influence coefficient, SJRB refers to a humidity value, γ refers to a hardness influence coefficient, SJRC refers to a surface hardness value; RMS value of the vibration acceleration, reflecting the overall intensity of the vibration, amount of interference of the axle coupled vibration on the rebound measurement; The processing procedure of the interference analysis submodule is as follows: the vibration acceleration value SJRA j of the jth measuring point, the surface hardness value SJRC and the humidity value SJRB are input into the interference analysis submodule, and the comprehensive interference factor SJR is output based on the influence coefficient a, and the corrected rebound value is output based on the preliminary rebound value .

5. The method of claim 4, wherein: The calculation formula of the bridge deck concrete compressive strength submodule is as follows: ； Wherein: FCSD refers to the final compressive strength value of the concrete, SSD refers to the compressive influence coefficient, and SY refers to the compressive influence factor; The processing procedure of the bridge deck concrete compressive strength sub-module is as follows: the preliminary rebound value The rebound value corrected by the operation result of the comprehensive interference factor SJR is input into the bridge deck concrete compressive strength sub-module, and the final compressive strength value FCSD of the concrete is output based on the compressive influence coefficient SSD.

6. The method of claim 1, wherein: The data processing module specifically performs denoising and filtering on the input data, performs smoothing processing on the data, and then checks the integrity and consistency of the data.

7. The method of claim 1, wherein: The data acquisition module uses a rebound device, a thermometer, a hygrometer, a hardness tester, an acceleration sensor, and a data recording device.

8. The method of claim 7, wherein: The data acquisition module specifically uses the rebound device to measure the rebound value of the concrete at the to-be-measured region of the bridge, uses the thermometer to measure the environmental temperature, uses the hardness tester and the hygrometer to measure the surface hardness and humidity of the concrete, and uses the acceleration sensor to measure the vibration acceleration data of the bridge.

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