Bridge component design method and system based on degradation model and storage medium

Abstract

The invention discloses a bridge component design method and system based on a degradation model and a storage medium, and the method comprises the steps: determining a bridge structure importance coefficient and a load effect combination value according to the design specifications of highway bridges and culverts; according to the bearing capacity function of the whole life cycle of the component, the bearing capacity design value of the component is calculated, and the bearing capacity function of the whole life cycle of the component is constructed by combining the bridge component degradation model and the bearing capacity function of the component; according to the fact that the product of the bridge structure importance coefficient and the load effect combination value is smaller than or equal to the component bearing capacity design value, the material strength design value and the geometric parameter design value of the component are determined; according to the method, the static reliability theory is expanded into a time-varying reliability design framework, so that the material strength design value and the geometric parameter design value of the component designed according to the bearing capacity function of the whole life cycle of the component are kept in a good performance state in each period in the operation cycle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of bridge design, and in particular to a bridge component design method and system based on a degradation model and a storage medium. BACKGROUND

[0002] Traditional bridge design concepts mainly focus on the safety and applicability of structures during the construction phase and short-term use process, often ignoring the performance changes and maintenance costs of structures throughout their service life. This design concept leads to many bridges experiencing serious durability problems in the later stages of operation, requiring frequent maintenance and reinforcement, which not only increases a large amount of economic costs, but also can cause serious traffic disruptions and even endanger public safety. Therefore, how to ensure that the bridge maintains a good performance state within the designed service life has become an important problem to be solved in the field of bridge engineering. The theory of life cycle design provides a new approach and method to solve the above problems. This theory emphasizes the entire life cycle of a bridge from planning, design, construction, operation to retirement, and comprehensively considers factors such as the safety, durability, economy, and environmental protection of the structure. Through optimized design and scientific management, the performance and cost of the structure throughout its life cycle are optimized. In the theory of life cycle design, establishing an accurate and reliable degradation model for reinforced concrete components is one of the key links. Through this degradation model, the performance degradation law of the component under different environmental conditions and load actions can be predicted, providing a scientific basis for the design, maintenance, and management of bridges, thereby effectively improving the life cycle performance of bridges and reducing the life cycle cost.

[0003] In related technologies, the patent application document with publication number CN108345568A proposes a heavy-load railway concrete bearing capacity evaluation method based on health monitoring characteristic parameters, which can make the calculation results of the bearing capacity of heavy-load railway bridges more consistent with the actual operation state of the bridge. However, in this scheme, the calculation object of the bearing capacity is the operating bridge, and the bearing capacity is evaluated based on monitoring data during operation. SUMMARY

[0004] The technical problem to be solved by the present application is how to ensure that the reliability of bridge components meets the target requirements at each period within the long design life.

[0005] The present application solves the above technical problems by the following technical means: A bridge component design method based on a degradation model is proposed, which comprises: According to the design specifications of highway bridges and culverts, the bridge structure importance coefficient and load effect combination value are determined; According to the bearing capacity function of the component whole life cycle, the component bearing capacity design value is calculated, wherein the bearing capacity function of the component whole life cycle is constructed by combining the bridge component degradation model and the component bearing capacity function; According to the product of the bridge structure importance coefficient and the load effect combination value being less than or equal to the component bearing capacity design value, the material strength design value and the geometric parameter design value of the component are determined.

[0006] Further, the bridge structure importance coefficient and the load effect combination value are determined according to the design specification of the highway bridge and culvert, and the bridge structure importance coefficient and the load effect combination value are determined according to the design specification of the highway bridge and culvert. According to the bridge and culvert structure design safety level in the general specification for highway bridge and culvert design, the bridge structure importance coefficient is determined. According to the load effect combination value calculated according to the basic combination of actions in the persistent design condition in the general specification for highway bridge and culvert design.

[0007] Further, the bearing capacity function of the component whole life cycle is expressed by the following formula:

[0008] In the formula, denotes the bearing capacity function of the component whole life cycle, denotes the bridge component degradation model, denotes the component initial state bearing capacity design value.

[0009] Further, the component bearing capacity function is expressed by the following formula: R0=R( , ) In the formula, is the material strength design value, is the geometric parameter design value.

[0010] Further, the bridge component degradation model is expressed by the following formula:

[0011] In the formula, denotes the performance degradation function of the component over time, denotes the dynamic degradation coefficient.

[0012] Further, the calculation formula of the dynamic degradation coefficient is as follows:

[0013] In the formula, is the time-varying maintenance repair efficiency coefficient corresponding to the maintenance measure, is the environmental deterioration coefficient corresponding to the environmental condition, ​a time-varying load damage coefficient corresponding to a traffic load, a material property coefficient corresponding to a material property.

[0014] Further, the material strength design value and the geometric parameter design value of the component are determined according to the following formula: γ0S ≤ R(t) In the formula, γ0 is a bridge structure importance coefficient, S is a load effect combination value, and R(t) represents a bearing capacity function of the component in a whole life cycle.

[0015] In addition, the present application also provides a bridge component design system based on a degradation model, and the system comprises: a parameter determination module configured to determine a bridge structure importance coefficient and a load effect combination value according to a design specification of a highway bridge and culvert; a bearing capacity design value calculation module configured to calculate a bearing capacity design value of the component according to a bearing capacity function of the component in a whole life cycle, wherein the bearing capacity function of the component in the whole life cycle is constructed by combining a bridge component degradation model and a bearing capacity function of the component; a design module configured to determine a material strength design value and a geometric parameter design value of the component according to a product of the bridge structure importance coefficient and the load effect combination value being less than or equal to the bearing capacity design value of the component.

[0016] In addition, the present application also provides a computer readable storage medium having a computer program stored thereon, and the computer program is executed by a processor to implement the bridge component design method based on the degradation model.

[0017] The present application has the following advantages: (1) The existing bridge design specification, such as “Highway Reinforced Concrete and Prestressed Concrete Bridge and Culvert Design Specification” (JTG3362-2018), adopts This bearing capacity design formula is used for calculating the bearing capacity design value of the component, but it is a static bearing capacity design formula, does not consider the bearing capacity attenuation caused by material degradation during the operation period and the different degree of improvement of the component function by maintenance measures, and cannot adapt to the changes of various dynamic factors during the operation period; the calculation object of the present application is the design bearing capacity of the newly-built bridge, the bearing capacity function of the component throughout the life cycle is constructed by combining the degradation model of the bridge component and the component bearing capacity function, the component function gradually degrades with the working age according to the whole life cycle concept, therefore the bearing capacity function throughout the life cycle constructed can reflect the dynamic change of the bearing capacity design value under the component performance degradation law, the static reliability theory is extended to the time-varying reliability design framework, the dynamic bearing capacity design considers the influence of the component performance degradation in the later period, improves the design safety margin, and only normal maintenance is needed in the later period, without the need of overhaul or reconstruction, therefore the material strength design value and the geometric parameter design value of the component designed according to the bearing capacity function of the component throughout the life cycle can maintain good performance in each period during the operation period, and can ensure that the reliability in each period during the long design life of 200 years can meet the target requirements, and the long-life bridge design theory blank is filled.

[0018] (2) The traditional degradation model does not consider the degradation of the component with time in the later operation process, while the present application designs a dynamic degradation coefficient considering the coupling of environment-load-material-maintenance, and constructs a functional degradation index model by taking the dynamic degradation function as an index, the functional degradation index model is a nonlinear time-varying degradation model, by introducing the dynamic degradation coefficient, the time-varying characteristics of the multi-factor coupling effect are reflected, and the technical problem that the coefficient is fixed and cannot adapt to the long-term performance change of the bridge component in the traditional model is solved.

[0019] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0020] The drawings accompanying the specification of the present application form a part thereof, serve to provide further understanding of the present application, and together with the description, explain the present application and do not limit the present application in any manner Figure 1 is a flowchart of a bridge component design method based on a degradation model according to an embodiment of the present application; Figure 2 is a functional degradation curve diagram of a long-life bridge component according to an embodiment of the present application; Figure 3 is a structural diagram of a bridge component design system based on a degradation model according to an embodiment of the present application. DETAILED DESCRIPTION

[0021] In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0022] As shown in Figure 1 the first embodiment of the present application proposes a bridge component design method based on a degradation model, which comprises the following steps: S10, determining a bridge structure importance coefficient and a load effect combination value according to the design specification of a highway bridge and culvert; It should be noted that the bridge structure importance coefficient and the load effect combination value can be determined according to the relevant design specification in the General Specification for Design of Highway Bridges and Culverts (JTG D60-2015).

[0023] S20, calculating a component bearing capacity design value according to a bearing capacity function of the whole life cycle of the component, wherein the bearing capacity function of the whole life cycle of the component is constructed by combining a bridge component degradation model and a component bearing capacity function; It should be noted that the existing bridge design specification such as the General Specification for Design of Highway Reinforced Concrete and Prestressed Concrete Bridges and Culverts (JTG 3362-2018) adopts this bearing capacity design formula to calculate the component bearing capacity design value, but it is a static bearing capacity design formula and does not consider the bearing capacity attenuation caused by material degradation during the operation period and the different degrees of improvement of the component function by maintenance measures. The bearing capacity function of the whole life cycle of the component constructed by combining the bridge component degradation model and the component bearing capacity function in the embodiment gradually degrades the component function with the working age according to the whole life cycle concept. The static reliability theory is extended to a time-varying reliability design framework. The design bearing capacity of the to-be-built bridge is calculated by the method of the embodiment. The whole life cycle function state of the component is predicted according to the initial state parameters and the parameter values of the relevant specification. The dynamic bearing capacity design considers the influence of the performance degradation of the component in the later period. The design parameters obtained according to the bearing capacity function of the whole life cycle consider the degradation influence of the component in the later operation period. Therefore, the design parameters of the component are more conservative than the design parameters obtained by the existing design method. The component has high safety margin. The method can be used to guide the design of the newly-built bridge, improve the design safety margin, and only need normal maintenance and repair in the later period, without the need for overhaul or reconstruction. The method can ensure that the reliability in each period meets the target requirements within the long design life of 200 years, and fills the design theory blank of long-life bridges.

[0024] S30, multiplying the bridge structure importance coefficient and the load effect combination value to determine the material strength design value and the geometric parameter design value of the component.

[0025] As a further preferred technical solution, the step S10 of determining the bridge structure importance coefficient and the load effect combination value according to the design specification of the highway bridge and culvert specifically comprises the following steps: S21, determining the bridge structure importance coefficient according to the bridge and culvert structure design safety level in the General Specification for Design of Highway Bridges and Culverts; It should be noted that the bridge structure importance coefficient γ0 is used to reflect the safety level and importance of the bridge structure, and is used to adjust the design safety margin; in this embodiment, the value of the bridge structure importance coefficient is determined according to the content of Clause 4.1.5 in the General Specification for Design of Highway Bridges and Culverts (JTG D60-2015), which is specifically: For first-class highway bridges and culverts (super-large bridges and important bridges): γ0= 1.1; For second-class highway bridges and culverts (general bridges and medium bridges): γ0= 1.0; For third-class highway bridges and culverts (small bridges and culverts): γ0= 0.9.

[0026] S22, calculating the load effect combination value according to the basic combination of the action under the permanent design condition in the General Specification for Design of Highway Bridges and Culverts.

[0027] It should be noted that the load effect combination design value S is the internal force combination value produced under various load actions, including dead load, live load, temperature load, etc.; in this embodiment, the load combination is specifically performed according to Clause 4.1.6 in the General Specification for Design of Highway Bridges and Culverts (JTG D60-2015), and the impact coefficient : =0.05 ~ 0.15 (calculated according to the bridge structure fundamental frequency) is considered for the automobile load, and the load partial coefficient is considered as: dead load =1.2, live load =1.4.

[0028] As a further preferred technical solution, the component life cycle bearing capacity function is expressed by the formula:

[0029] In the formula, represents the component life cycle bearing capacity function, represents the bridge component degradation model, represents the initial state bearing capacity design value of the component.

[0030] Specifically, the existing "Code for Design of Highway Reinforced Concrete and Prestressed Concrete Bridges and Culverts" (JTG 3362-2018) adopts This bearing capacity design formula, the component bearing capacity design value = , is the material strength design value, is the geometric parameter design value, is the component bearing capacity function. In this embodiment, the component bearing capacity design value calculated by the component bearing capacity function in the existing design specification is taken as the bearing capacity design value of the component in the initial state (t=0) , and the bridge component degradation model is combined to construct the component bearing capacity function in the whole life cycle .

[0031] It should be noted that the specific formula of the component bearing capacity function in the whole life cycle of the component is as follows:

[0032] As a further preferred technical solution, the formula of the bridge component degradation model is:

[0033] In the formula, represents the performance degradation function of the component over time , and represents the dynamic degradation coefficient.

[0034] Specifically, the calculation formula of the dynamic degradation coefficient is:

[0035] In the formula, is the time-varying maintenance and repair efficiency coefficient corresponding to the maintenance measures, is the environmental deterioration coefficient corresponding to the environmental conditions, is the time-varying load damage coefficient corresponding to the traffic load, is the material property coefficient corresponding to the material properties.

[0036] It should be noted that this embodiment, by designing a dynamic degradation coefficient that considers the coupling of multiple factors such as environment, load, material, and maintenance, not only takes into account the influence of natural factors such as environment, load, and material on the natural degradation of bridge components, but also quantifies the dynamic intervention effect of maintenance measures and establishes a quantifiable degradation coefficient correlation mechanism. The dynamic degradation function is used as an index to construct a functional degradation index model. This model considers the regulatory effect of active maintenance on the degradation path. This functional degradation index model is a nonlinear time-varying degradation model, which can describe the performance degradation process of reinforced concrete components from their initial state to their target lifespan. Therefore, this embodiment, by introducing a dynamic degradation coefficient, reflects the time-varying characteristics of the multi-factor coupling effect, solving the technical problem that traditional models do not consider the degradation of components over time during later operation and cannot adapt to long-term performance changes in bridge components.

[0037] As a further preferred technical solution, the formula for calculating the time-varying maintenance and repair efficiency coefficient is as follows: = ·

[0038] In the formula, for initial value, The most recent maintenance time. The maintenance effect attenuation coefficient, Indicates time.

[0039] Specifically, and The value selection method is shown in Table 1: Table 1 and The value of

[0040] It should be noted that routine maintenance plus preventative care is "preventing disease before it occurs," maintaining basic performance through frequent inspections and minor interventions; regular repairs plus localized repairs are "treating minor ailments," accurately repairing localized problems based on testing data; and emergency repairs plus post-disaster repairs are "rescuing from emergencies," responding to disasters with rapid response and permanent restoration.

[0041] It should be noted that the classification of maintenance levels in this embodiment and and The method of value selection is only for illustrative purposes; those skilled in the art can classify the maintenance level according to the actual situation. and The specific value of is not specifically limited in this embodiment.

[0042] It should be noted that the time-varying maintenance repair efficiency coefficient is designed to evaluate the recovery efficiency of the maintenance measures on the structure performance, which can provide basis and reference for preventive maintenance plan optimization and infrastructure operation decision; and the time-varying maintenance repair efficiency coefficient calculation method is simple, which is linked with the current specification maintenance grade, and is convenient and applicable.

[0043] As a further preferred technical solution, the calculation formula of the time-varying load damage coefficient is: = ·[1+α·ln(t / t0)] In the formula, is the initial value of , and is the growth coefficient, represents time, and

[0044] t0 represents the initial time, that is, the time corresponding to the initial state of the newly built structure. Specifically, and the value of are shown in Table 2: Table 2 Value of

[0045] and The value of and is only for illustration, and the skilled in the art can divide the maintenance grade and determine the specific value of and

[0046] according to the actual situation, and the present embodiment is not limited in this regard. As a further preferred technical solution, the environmental deterioration coefficient is valued according to the influence degree of bridge environment determined in the “Durability Design Specification for Concrete Structures of Highway Engineering” (JTG / T 3310-2019), and is shown in Table 3: Table 3 Value of environmental deterioration coefficient

[0047] As a further preferred technical solution, the material property coefficient is valued according to the following Table 4: Table 4 Value of material property coefficient

[0048] Wherein, w / b represents the water to binder ratio, which refers to the mass ratio of water to cementitious materials (cement + mineral admixtures) in concrete, Cr represents chromium element, and Ni represents nickel element.

[0049] It should be noted that the specific value mode of the material characteristic coefficient in the embodiment is only for illustration, and the person skilled in the art can set the value of the material characteristic coefficient according to the actual situation, and the embodiment is not limited specifically.

[0050] It should be noted that, for example, the component function degradation index model takes 200 years of design life as a hard constraint (γ0=1.0) , a dimensionless index describing the degradation of component performance over time, from the initial value 1.0 to the end of life 0.7, and by adjusting the dynamic degradation coefficient Change the degradation curve shape of the bridge component, so that components with the same service life show different performance states due to different maintenance strategies.

[0051] Specifically, the embodiment will improve the component function to different degrees at each maintenance, and due to the unpredictability of maintenance time, the component function curve is simplified as a smooth curve, as shown in Figure 2 , the component function function is an index reflecting the change of the function of the reinforced concrete component over time under normal maintenance conditions, describing the performance degradation process of the reinforced concrete component from the initial state (γ0=1.0) to the target life of 200 years (γ0=0.7) , the initial state: corresponds to the intact state of the component function; and the end state: (complete failure).

[0052] As a further preferred technical solution, in the step S30, the product of the bridge structure importance coefficient and the load effect combination value is less than or equal to the component bearing capacity design value, to determine the material strength design value and the geometric parameter design value of the component, including: According to the following formula, the material strength design value and the geometric parameter design value of the component are determined: γ0S ≤ R(t) In the formula, γ0 is the bridge structure importance coefficient, S is the load effect combination value, and R(t) represents the bearing capacity function of the component throughout the life cycle.

[0053] In addition, as shown in Figure 3 , the second embodiment of the present application discloses a bridge component design system based on a degradation model, which comprises: A parameter determination module 10 is used to determine the bridge structure importance coefficient and the load effect combination value according to the design specification of the highway bridge and culvert; A bearing capacity design value calculation module 20 is used to calculate the bearing capacity design value of the component according to the bearing capacity function of the component throughout the life cycle, wherein the bearing capacity function of the component throughout the life cycle is constructed by combining the bridge component degradation model and the component bearing capacity function. The design module 30 is used for determining the material strength design value and the geometric parameter design value of the component according to the product of the bridge structure importance coefficient and the load effect combination value being less than or equal to the component bearing capacity design value.

[0054] As a further preferred technical solution, the parameter determination module 10 specifically comprises: The first determination unit is used for determining the bridge structure importance coefficient according to the bridge and culvert structure design safety level in the General Specification for Design of Highway Bridges and Culverts. The second determination unit is used for calculating the load effect combination value according to the basic combination of the action in the General Specification for Design of Highway Bridges and Culverts.

[0055] As a further preferred technical solution, the bearing capacity function of the component in the whole life cycle is expressed by a formula as follows:

[0056] In the formula, represents the bearing capacity function of the component in the whole life cycle, represents the bridge component degradation model, and represents the component initial state bearing capacity design value.

[0057] It should be noted that the calculation method of the component initial state bearing capacity design value may adopt the method of R0=R( , ) proposed in the above method embodiment, and the form of the bridge component degradation model can be .

[0058] In addition, the third embodiment of the present application further proposes a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to realize the bridge component design method based on the degradation model as described in the method embodiment.

[0059] It should be noted that other embodiments or specific implementation methods of the bridge component design system based on the degradation model and the storage medium of the present application can refer to the above method embodiments, and will not be described here.

[0060] It should be noted that the computer readable medium disclosed in the above embodiment can be a computer readable signal medium or a computer readable storage medium or any combination of the above two. The computer readable storage medium may, for example, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination of the above. More specific examples of the computer readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, the computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or apparatus. In the present disclosure, the computer readable signal medium can include a data signal carried in a baseband or as a part of a carrier wave, which carries computer readable program code. Such a propagated data signal can take various forms, including but not limited to an electromagnetic signal, an optical signal or any suitable combination of the above. The computer readable signal medium can also be any computer readable medium other than the computer readable storage medium, which can send, propagate or transmit a program for use by or in conjunction with an instruction execution system, device or apparatus. The program code contained in the computer readable medium can be transmitted by any suitable medium, including but not limited to a wire, a cable, an RF (radio frequency) or the like, or any suitable combination of the above.

[0061] The computer readable medium described above can be contained in the electronic device described above; or can exist separately and not be assembled into the electronic device. The computer readable medium described above carries one or more programs, which, when executed by the electronic device, cause the electronic device to perform the zero sample image anomaly detection method of the above embodiment.

[0062] Computer program code for carrying out operations of the present disclosure can be written in one or more programming languages or combinations of languages including object oriented programming languages such as Java, Smalltalk, C++ or conventional procedural programming languages such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server.

[0063] In situations in which the remote computer is connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the computer is connected to the Internet through an Internet Service Provider (ISP), the remote computer can be a server computer, a printer server, or any other network node.

[0064] It should be understood that various parts of the present application can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, various steps or methods can be implemented in software or firmware which is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any of the following technologies, known in the art, or their combinations can be used: discrete logic circuitry having logic gates for implementing logic functions upon data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and so on.

[0065] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like is intended to indicate that a specific feature, structure, material or characteristic being described is included in at least one embodiment or example of the present application. Such an expression does not necessarily indicate that the described feature is included in only one, or a corresponding, embodiment or example of the present application. Furthermore, the description of a specific feature, structure, material or characteristic as an "option" does not necessarily mean that the specific feature, structure, material or characteristic is not included in some embodiments or examples of the present application.

[0066] In addition, the terms "first", "second", and the like, are used merely as a label to distinguish one element from another, and do not necessarily indicate a relative importance or a specific characteristic of the identified element. Thus, a "first" and "second" feature can include at least one of the features. In the description of the present application, the meaning of "a plurality" or "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically defined.

[0067] Although the embodiments of the present application have been shown and described above, it should be understood that the above-described embodiments are exemplary, and are not intended to limit the present application, and those skilled in the art can make various changes, modifications, replacements and variations to the above-described embodiments within the scope of the present application.

Claims

1. A bridge component design method based on a degradation model, characterized in that, include: Based on the design specifications for highway bridges and culverts, determine the structural importance coefficient and load effect combination value of the bridge; The design value of the component's bearing capacity is calculated based on the component's bearing capacity function throughout its entire life cycle. The bearing capacity function throughout the component's entire life cycle is constructed by combining the bridge component degradation model and the component's bearing capacity function. The design values ​​of the material strength and geometric parameters of the components are determined based on the principle that the product of the bridge structure importance coefficient and the combined value of the load effect is less than or equal to the design value of the component's bearing capacity.

2. The bridge component design method based on a degradation model as described in claim 1, characterized in that, The determination of the importance coefficient and load effect combination value of the bridge structure according to the design specifications for highway bridges and culverts includes: The importance coefficient of the bridge structure is determined according to the safety level of the bridge and culvert structure design in the "General Specifications for Highway Bridge and Culvert Design". According to the "General Specifications for Highway Bridge and Culvert Design", the load effect combination value is calculated based on the basic combination of actions for the sustained design condition.

3. The bridge component design method based on a degradation model as described in claim 1, characterized in that, The bearing capacity function of the component throughout its entire life cycle is expressed by the following formula: In the formula, The bearing capacity function represents the entire life cycle of the component. This represents a degradation model for bridge components. This represents the design value of the initial bearing capacity of the component.

4. The bridge component design method based on a degradation model as described in claim 3, characterized in that, The formula for the bridge component degradation model is expressed as follows: In the formula, Indicates the component over time The performance degradation function, This represents the dynamic degradation coefficient.

5. The bridge component design method based on a degradation model as described in claim 4, characterized in that, The formula for calculating the dynamic degradation coefficient is as follows: In the formula, The time-varying maintenance and repair efficiency coefficient corresponding to the maintenance measures. This represents the environmental degradation coefficient corresponding to the environmental conditions. This represents the time-varying load damage coefficient corresponding to traffic load. These are the material property coefficients corresponding to the material properties.

6. The bridge component design method based on a degradation model as described in claim 5, characterized in that, The formula for calculating the time-varying maintenance and repair efficiency coefficient is as follows: = · In the formula, for initial value, The most recent maintenance time. The maintenance effect attenuation coefficient, Indicates time.

7. The bridge component design method based on a degradation model as described in claim 5, characterized in that, The formula for calculating the time-varying load damage coefficient is as follows: = ·[1+α·ln(t / t0)] In the formula, for The initial value, where α is the growth coefficient. t represents time, where t0 represents the initial time.

8. The bridge component design method based on a degradation model as described in claim 3, characterized in that, The determination of the material strength design value and geometric parameter design value of a component based on the principle that the product of the bridge structure importance coefficient and the combined load effect value is less than or equal to the component's bearing capacity design value includes: The design values ​​of the material strength and geometric parameters of the component are determined using the following formulas: γ0S ≤ R(t) In the formula, γ0 is the importance coefficient of the bridge structure, S is the combined value of load effects, and R(t) represents the bearing capacity function of the component throughout its entire life cycle.

9. A bridge component design system based on a degradation model, characterized in that, include: The parameter determination module is used to determine the structural importance coefficient and load effect combination value of the bridge according to the design specifications of highway bridges and culverts. The load-bearing capacity design value calculation module is used to calculate the load-bearing capacity design value of a component based on the load-bearing capacity function throughout the component's life cycle. The load-bearing capacity function throughout the component's life cycle is constructed by combining the bridge component degradation model and the component's load-bearing capacity function. The design module is used to determine the material strength design value and geometric parameter design value of a component based on the condition that the product of the bridge structure importance coefficient and the combined value of load effects is less than or equal to the component bearing capacity design value.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the bridge component design method based on the degradation model as described in any one of claims 1-8.

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