Road construction safety and quality monitoring system on basement roof position

Abstract

The invention relates to a safety and quality monitoring system for road construction at the position of a basement roof. The method comprises the following steps: acquiring roof response data and vehicle behavior data at a basement position; based on the roof response data, analyzing stress distribution characteristics and a deformation coordination relationship of the concrete structure to obtain roof structure state data; based on the vehicle behavior data, extracting spatial distribution characteristics and a time-varying rule of a vehicle load to obtain load action mode data; inputting the roof structure state data and the load action mode data into a preset coupling analysis model, and evaluating the safety state of the roof by simulating the interaction relationship between the roof structure and the vehicle load to obtain safety quality evaluation data; and generating a safety quality monitoring result based on the safety quality evaluation data in combination with a preset safety threshold and a quality standard. By adopting the method, the monitoring accuracy and comprehensiveness can be improved, and the construction safety is guaranteed.

Description

Technical Field

[0001] This invention belongs to the field of building technology, and in particular relates to a road construction safety and quality monitoring system located on the roof of a basement. Background Technology

[0002] With the deep integration of urban underground space development and road construction, the technology of directly constructing temporary construction roads or municipal roads above basement roofs has been widely adopted. This technology can effectively save land resources, shorten construction transportation distances, and meet the space utilization needs of high-density urban construction projects, and has become a common model in the intersection of modern architecture and transportation engineering.

[0003] Traditional technologies often employ single-dimensional monitoring methods to assess the safety and quality of road construction at the basement roof slab location. Some solutions rely solely on monitoring structural response data such as concrete strain and displacement to determine safety, neglecting the impact of dynamic behaviors like construction vehicle axle loads and travel trajectories on the roof load. Other solutions focus only on vehicle load statistics without considering the correlation analysis between the actual stress and deformation characteristics of the roof structure.

[0004] This separate monitoring mode cannot reflect the dynamic interaction between the roof structure and vehicle loads, making it difficult to accurately characterize the actual stress performance and deformation stability of the roof under load. This can easily lead to misjudgment of safety risks or omission of quality hazards, and cannot provide accurate and reliable safety and quality control basis for the construction process, thus hindering the safe and efficient progress of road construction at the basement roof location. Summary of the Invention

[0005] Therefore, it is necessary to provide a road construction safety and quality monitoring system for the basement roof slab to address the aforementioned technical problems.

[0006] Firstly, this application provides a method for monitoring the safety and quality of road construction at the location of the basement roof slab, including:

[0007] Acquire roof slab response data and vehicle behavior data at the basement location; roof slab response data is used to characterize the structural response of the roof slab under vehicle loads; vehicle behavior data is used to characterize the dynamic behavior of construction vehicles above the roof slab.

[0008] Based on the top slab response data, the stress distribution characteristics and deformation compatibility of the concrete structure are analyzed to obtain the top slab structural state data; the top slab structural state data is used to characterize the actual stress performance and deformation stability of the top slab under load.

[0009] Based on vehicle behavior data, the spatial distribution characteristics and time-varying patterns of vehicle loads are extracted to obtain load action pattern data; the load action pattern data is used to characterize the dynamic intensity and location changes of the vehicle load on the roof.

[0010] The structural status data and load action mode data of the roof are input into a preset coupled analysis model. By simulating the interaction between the roof structure and the vehicle load, the safety status of the roof is evaluated, and safety quality assessment data is obtained.

[0011] Based on safety and quality assessment data, combined with preset safety thresholds and quality standards, safety and quality monitoring results are generated; these results are used to characterize the safety level and quality status of the roof structure under the current construction conditions.

[0012] In one embodiment, acquiring roof slab response data and vehicle behavior data at the basement location includes:

[0013] Dynamic strain time history data of the concrete structure at the bottom of the top slab were collected to obtain the raw strain data;

[0014] Data on the tilt angle changes of the top slab support columns were collected to obtain column deformation data;

[0015] The vertical displacement sequence of the roof slab under vehicle load was collected to obtain deformation response data;

[0016] Real-time acquisition of construction vehicle location coordinates and axle load data yields dynamic vehicle load data;

[0017] The original strain data, column deformation data, deformation response data, and vehicle dynamic load data are synchronized and aligned in time to obtain the roof response data and vehicle behavior data.

[0018] In one embodiment, based on the top slab response data, the stress distribution characteristics and deformation compatibility of the concrete structure are analyzed to obtain the top slab structural state data, including:

[0019] Based on the strain data in the roof response data, the stress at each location of the roof is calculated using the following formula to obtain the stress distribution data:

[0020]

[0021] in, Indicates position The stress value at that point, The elastic modulus of concrete. Indicates position The strain value at the location;

[0022] Based on stress distribution data, the stress change rate between each monitoring point is calculated using the stress gradient analysis method to obtain data on stress concentration areas.

[0023] Based on the deformation response data, the curvature values ​​at various locations on the top plate are calculated using the following formula, thus obtaining the bending curvature data at each location on the top plate:

[0024]

[0025] in, Indicates the first The monitoring point at the 1st Curvature values ​​at each time point For the first The monitoring point at the 1st Vertical displacement values ​​at each time point, The coordinates of the monitoring point location;

[0026] By combining the column deformation data and bending curvature data, deformation compatibility indexes are obtained;

[0027] By fusing stress concentration area data and deformation compatibility indices, the structural state data of the top plate is obtained.

[0028] In one embodiment, based on vehicle behavior data, the spatial distribution characteristics and time-varying patterns of vehicle loads are extracted to obtain load action mode data, including:

[0029] The axle load distribution data of each vehicle is obtained by grouping the vehicle dynamic load data into axle load groups.

[0030] Based on vehicle location coordinate data, a spatial distribution cloud map of vehicle load is generated using spatial interpolation methods to obtain load spatial distribution data.

[0031] Time series analysis of vehicle motion trajectory yields time-varying load characteristic data;

[0032] Based on the axle load distribution data and load spatial distribution data, the equivalent uniformly distributed load value is calculated using the following formula to obtain the load strength index:

[0033]

[0034] in, This is the equivalent uniformly distributed load value. For the first Axle load value, For the first One influence coefficient, To affect the area;

[0035] Load action mode data are obtained based on load strength index and load time-varying characteristic data.

[0036] In one embodiment, the coupling analysis model includes:

[0037] Obtain the design parameters for the roof slab at the basement location; the roof slab design parameters include concrete strength, reinforcement configuration, and structural dimensions.

[0038] A finite element analysis model of the roof structure is established based on the roof design parameters, and the stress distribution data is used as the initial condition of the model to obtain the structural reference model.

[0039] Load spatial distribution data is introduced into the structural baseline model, and the effect of vehicle moving load is simulated by the dynamic load application method to obtain the load-structure coupling model.

[0040] Based on the deformation compatibility index, the boundary conditions of the load-structure coupling model are modified to obtain the modified coupling analysis model.

[0041] Time history analysis was performed using the modified coupled analysis model driven by the time-varying characteristic data of the load to obtain simulation data of the dynamic response of the roof.

[0042] A coupled analysis model is obtained based on the simulated dynamic response data of the top plate and the measured deformation response data.

[0043] In one embodiment, the roof structure state data and load action mode data are input into a preset coupled analysis model. By simulating the interaction between the roof structure and vehicle loads, the safety status of the roof is evaluated, and safety quality assessment data is obtained, including:

[0044] Based on the structural state data and load action mode data of the top slab, the stress safety factor is obtained using the following formula:

[0045]

[0046] in, For the stress safety factor, For the allowable stress of concrete, This is the maximum principal stress;

[0047] To obtain the maximum deflection of the top plate, the deformation safety factor can be calculated using the following formula:

[0048]

[0049] in, For the deformation safety factor, To allow for deflection values, This is the maximum deflection value;

[0050] Based on stress concentration area data, potential crack development areas are identified, and crack development risk assessment data is obtained.

[0051] Based on the deformation compatibility index, the overall stability of the roof is evaluated to obtain the stability evaluation index;

[0052] Safety and quality assessment data are obtained based on stress safety factor, deformation safety factor, crack development risk assessment data, and stability assessment indicators.

[0053] In one embodiment, based on safety quality assessment data and combined with preset safety thresholds and quality standards, safety quality monitoring results are generated, including:

[0054] The stress safety level is obtained based on the stress safety factor and the preset first safety threshold; the stress safety level is used to indicate that the stress state of the top plate is within a safe range.

[0055] The deformation safety level is obtained based on the deformation safety factor and the preset second safety threshold; the deformation safety level is used to indicate that the deformation of the top plate meets the specification requirements.

[0056] Based on crack development risk assessment data and combined with the pre-set durability requirements of the concrete structure, the crack risk level is obtained;

[0057] The stability level is obtained based on the stability assessment indicators and the preset structural stability standards;

[0058] Based on the stress safety level, deformation safety level, crack risk level, and stability level, safety and quality monitoring results are generated.

[0059] Secondly, this application also provides a road construction safety and quality monitoring system at the basement roof slab location, comprising:

[0060] The data acquisition module is used to acquire roof slab response data and vehicle behavior data at the basement location; the roof slab response data is used to characterize the structural response of the roof slab under vehicle loads; the vehicle behavior data is used to characterize the dynamic behavior of construction vehicles above the roof slab.

[0061] The structural state analysis module is used to analyze the stress distribution characteristics and deformation compatibility of the concrete structure based on the top slab response data, and obtain the top slab structural state data; the top slab structural state data is used to characterize the actual stress performance and deformation stability of the top slab under load.

[0062] The load analysis module is used to extract the spatial distribution characteristics and time-varying patterns of vehicle loads based on vehicle behavior data, and obtain load action mode data; the load action mode data is used to characterize the dynamic intensity and location changes of the vehicle load on the roof.

[0063] The safety assessment module is used to input the roof structure status data and load action mode data into a preset coupled analysis model. By simulating the interaction between the roof structure and vehicle load, the safety status of the roof is assessed, and safety quality assessment data is obtained.

[0064] The safety and quality analysis module is used to generate safety and quality monitoring results based on safety and quality assessment data, combined with preset safety thresholds and quality standards. The safety and quality monitoring results are used to characterize the safety level and quality status of the roof structure under the current construction condition.

[0065] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the method described in the first aspect.

[0066] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect.

[0067] The aforementioned road construction safety and quality monitoring system at the basement roof slab location integrates multi-source data on roof slab response and vehicle behavior, breaking through the limitations of traditional separate monitoring. It achieves deep correlation analysis between vehicle load and roof slab structural response, comprehensively capturing roof slab stress distribution, deformation coordination state, and the spatial distribution and time-varying characteristics of vehicle load. By using a coupled analysis model, it accurately simulates the interaction between the two, effectively improving the comprehensiveness and reliability of safety and quality assessment. It can accurately identify potential risks such as stress concentration and deformation incoordination, and provide timely warnings of crack development and structural instability hazards. This provides a scientific basis for construction safety management, effectively ensuring the safe progress and quality of road construction at the basement roof slab location, and meeting relevant specifications and actual construction requirements. Attached Figure Description

[0068] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0069] Figure 1 This is a flowchart illustrating a method for monitoring the safety and quality of road construction on the roof of a basement in one embodiment.

[0070] Figure 2 This is a schematic diagram of a road construction safety and quality monitoring system located on the basement roof in one embodiment. Detailed Implementation

[0071] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0072] In one embodiment, such as Figure 1 As shown, a method for monitoring road construction safety and quality at the basement roof slab is provided. This embodiment illustrates the application of this method to a safety and quality monitoring terminal (hereinafter referred to as the terminal). It is understood that this method can also be applied to a server, or to a system including both a terminal and a server, and implemented through interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0073] S1, acquire the roof response data and vehicle behavior data at the basement location.

[0074] Among them, the roof response data is used to characterize the structural response of the roof under vehicle loads; the vehicle behavior data is used to characterize the dynamic behavior of construction vehicles above the roof.

[0075] For example, the safety and quality monitoring terminal comprehensively acquires roof response data and vehicle behavior data through a sensor network system deployed at key parts of the basement roof structure. Roof response data is collected from strain gauge arrays embedded in the concrete protective layer at the bottom of the roof, tilt sensors installed on the top of the support columns, and displacement monitoring devices arranged in the mid-span and support areas of the roof. This multi-parameter collaborative monitoring system can capture the mechanical response of the structure under vehicle loads in real time. Vehicle behavior data is jointly collected through a dynamic weighing system configured in the construction vehicle access channels and an onboard positioning device based on ultra-wideband positioning technology. The former obtains vehicle axle load configuration information, while the latter tracks the vehicle's spatiotemporal trajectory. The terminal's built-in data synchronization processing unit uses a time reference system combining GPS timing and local clock calibration to precisely align the sampling times of all sensors, eliminating timing deviations caused by the dispersed deployment of acquisition devices. This ultimately forms a structured dataset with strict time consistency, laying the data foundation for subsequent analysis.

[0076] S2, based on the top slab response data, analyzes the stress distribution characteristics and deformation compatibility of the concrete structure to obtain the top slab structural state data.

[0077] Among them, the structural state data of the top plate is used to characterize the actual stress performance and deformation stability of the top plate under load.

[0078] For example, the safety and quality monitoring terminal performs multi-dimensional structural state analysis on the received roof slab response data. First, the terminal's built-in stress calculation engine, based on linear elasticity theory, multiplies the strain time history data at each measuring point by the elastic modulus parameter of the concrete material, converting it into corresponding normal stress and shear stress components, thereby constructing a stress distribution field reflecting the overall stress pattern of the roof slab. Second, the terminal uses a gradient field analysis algorithm to calculate the rate of change of stress vectors along the span and transverse directions of the roof slab, identifying regions of abrupt stress gradient changes. These regions typically correspond to abrupt changes in structural stiffness or irregular geometric structures, and are potential locations prone to stress concentration. At the deformation analysis level, the terminal uses the central difference numerical differentiation method to perform a second derivative operation on the vertical displacement sequence, obtaining the curvature distribution time history at each monitoring point. The curvature data can intuitively reflect the degree of bending deformation of the roof slab and its development trend. Furthermore, the terminal correlates and maps the tilt deformation data of the supporting columns with the curvature data of the roof slab, and evaluates the displacement continuity of the slab-column joint area by constructing a deformation compatibility function, judging the collaborative performance of the structural system. Ultimately, the terminal adopts a feature-level fusion strategy to integrate the spatial coordinates of the stress concentration area, the peak stress, the curvature extreme value, and the deformation compatibility index into a unified top plate structure state data package, thereby achieving a comprehensive quantitative characterization of the actual stress performance and deformation stability of the structure.

[0079] S3, based on vehicle behavior data, extracts the spatial distribution characteristics and time-varying patterns of vehicle loads to obtain load action mode data.

[0080] The load action pattern data is used to characterize the dynamic intensity and location changes of vehicle loads on the roof. For example, the safety and quality monitoring terminal performs deep feature extraction on vehicle behavior data to construct load action patterns. First, the terminal performs axle load clustering on the vehicle dynamic load data, classifying and aggregating axle load parameters according to front axle, middle axle, rear axle, and suspension type, forming an axle load distribution spectrum characterizing vehicle type differences. Then, the terminal calls a spatial interpolation algorithm library, using the vehicle's real-time position coordinates as discrete sampling points, and employs inverse distance weighted interpolation or Kriging interpolation to generate a continuous load spatial distribution cloud map. This cloud map can visually display the pressure diffusion pattern and influence range of the vehicle load on the roof projection surface. In the time series analysis dimension, the terminal uses time series decomposition technology to break down the vehicle motion trajectory data into trend, periodic, and random terms, extracting dynamic feature parameters such as vehicle speed change rate, dwell time, and round-trip frequency to reveal the time-varying laws of load action. The terminal further incorporates influence surface theory, calculating the equivalent uniformly distributed load intensity index by multiplying each axle load value by its corresponding positional influence coefficient, summing the results, and then dividing by the effective influence area. This index transforms the complex moving load system into a uniformly distributed load equivalent value that is easy to compare in engineering projects. Finally, the terminal integrates the axle load distribution spectrum, load space cloud map, time-varying characteristic parameters, and equivalent load intensity into load action mode data, comprehensively characterizing the dynamic intensity and positional migration characteristics of vehicle loads on the roof slab.

[0081] S4. Input the roof structure status data and load action mode data into the preset coupled analysis model. By simulating the interaction between the roof structure and the vehicle load, evaluate the safety status of the roof and obtain safety quality assessment data.

[0082] For example, the safety and quality monitoring terminal injects the obtained structural state data and load action mode data of the roof slab into a pre-set coupled analysis model to perform structure-load interaction simulation and safety assessment. This coupled analysis model is constructed based on the finite element method. First, the terminal extracts design parameters such as the geometric dimensions, concrete strength grade, steel reinforcement ratio, and structural details of the roof slab from the engineering design database to establish a structural baseline finite element model. Second, the terminal applies measured stress distribution data as the initial stress field to the model nodes to improve the consistency between the initial state of the model and the actual structure. Then, the terminal uses dynamic load step technology to decompose the load spatial distribution data into time series. Multiple load substeps are applied sequentially to the top surface elements of the model to accurately simulate the load migration effect during vehicle movement. Then, the terminal modifies the boundary constraints of the model based on the deformation compatibility index, adjusts the degree of freedom release of the support nodes, and ensures that the model boundary is consistent with the actual support state. After completing the above steps, the terminal drives the model to perform time history response analysis, calculates the time history curves of stress, displacement, and internal force of each node, and obtains the dynamic response simulation data of the top plate. Finally, the terminal compares and verifies the simulation results with the measured deformation response data, and uses parameter identification and model correction technology to optimize the model stiffness matrix and damping parameters, forming a coupled analysis model calibrated with measured data.

[0083] S5 generates safety and quality monitoring results based on safety and quality assessment data, combined with preset safety thresholds and quality standards.

[0084] The safety and quality monitoring results are used to characterize the safety level and quality status of the roof structure under the current construction condition. For example, the safety and quality monitoring terminal performs multi-level safety and quality assessments based on the dynamic response simulation data output by the coupled analysis model. First, the terminal extracts the stress peak value of each unit of the roof slab and calculates its ratio with the allowable stress value of the concrete material to obtain the stress safety factor, which characterizes the strength reserve of the structural materials. Second, the terminal identifies the extreme vertical displacement value in the mid-span region, calculates its ratio with the allowable deflection value specified in the code, and obtains the deformation safety factor, reflecting the structural stiffness satisfaction. Regarding crack risk assessment, the terminal performs damage mechanics analysis on the data in stress concentration areas, determines the potential crack initiation location and propagation path based on the maximum tensile stress criterion and energy release rate theory, and generates a crack development risk distribution map. Simultaneously, the terminal integrates deformation compatibility indicators, column top lateral displacement, and the overall tilt of the roof slab, and uses a stability discrimination algorithm to calculate the overall structural stability index to assess the structural system's instability risk. Finally, the terminal encapsulates the stress safety factor, deformation safety factor, crack development risk level, and stability assessment indicators into a safety and quality assessment dataset, achieving a comprehensive quantitative diagnosis of the roof structure's safety status.

[0085] The aforementioned method for monitoring the safety and quality of road construction on the basement roof integrates roof response data and vehicle behavior data to achieve collaborative analysis of load dynamic changes and structural stress deformation. By accurately extracting stress distribution characteristics, deformation coordination relationships, and load spatial time-varying laws, and combining them with a coupled analysis model calibrated from measured data, the method comprehensively and accurately assesses the safety and quality status of the roof. This avoids assessment bias and missed hazard identification caused by single-dimensional monitoring, improves the comprehensiveness, relevance, and reliability of monitoring, and enables timely identification of structural weaknesses and potential risks. It provides a scientific basis for safety and quality control of road construction on the basement roof, ensuring structural safety and engineering quality during the construction process.

[0086] In an optional embodiment, acquiring roof slab response data and vehicle behavior data at the basement location includes the following steps:

[0087] S11: Collect dynamic strain time history data of the concrete structure at the bottom of the top slab to obtain the raw strain data.

[0088] For example, the safety and quality monitoring terminal collects minute strain changes caused by vehicle loads through an array of vibrating wire strain gauges or fiber optic strain sensors embedded in the tensile zone concrete at the bottom of the roof slab. These sensors are arranged in a grid pattern along the main stress direction of the roof slab, covering control sections in both the span and lateral directions. Their sampling frequency is dynamically adjusted according to the vehicle speed to ensure complete capture of strain fluctuations throughout the entire load application process. The terminal performs analog-to-digital conversion, zero-point drift correction, and temperature compensation processing on the strain signals to eliminate interference from non-load factors such as concrete shrinkage and temperature changes, outputting pure raw strain time history data. This data reflects the expansion and contraction deformation state of the roof slab concrete fibers.

[0089] S12, collect data on the inclination angle changes of the top plate support columns to obtain column deformation data.

[0090] For example, the safety and quality monitoring terminal utilizes a biaxial tilt sensor installed on the top side or middle of the support column to continuously monitor the tilt attitude changes of the column under horizontal loads or uneven vertical loads. The tilt sensor, based on microelectromechanical systems (MEMS) technology, can sense minute deflections of the column relative to the plumb line, with measurement accuracy down to the arcsecond level. The terminal performs moving average filtering and baseline calibration on the tilt data to eliminate the influence of environmental vibrations and sensor noise, obtaining column deformation data characterizing the horizontal displacement at the column top and the bending deformation of the column body. This data is used to determine whether the support system has experienced uneven settlement or lateral instability.

[0091] S13, collect the vertical displacement sequence of the roof plate under vehicle load to obtain deformation response data.

[0092] For example, the safety and quality monitoring terminal collects the vertical displacement response sequence of the roof slab under vehicle loads using static levels or wire-type displacement sensors deployed in the mid-span, quarter-span, and support areas of the roof slab. Static levels utilize the principle of communicating vessels to obtain vertical displacement by measuring changes in liquid level height, making them suitable for long-term monitoring; wire-type displacement sensors measure displacement by the expansion and contraction of a steel wire rope, offering a fast response. The terminal aligns the output data from different types of sensors with a coordinate system and time, and after detrending processing, obtains deformation response data. This data accurately records the time history of the roof slab's vertical deflection deformation under load.

[0093] S14 collects the location coordinates and axle load data of construction vehicles in real time to obtain dynamic load data of the vehicles.

[0094] For example, the safety and quality monitoring terminal collects vehicle location coordinates and axle load data in real time through a dynamic weighing platform integrated into the entrance and exit of construction vehicles and vehicle-mounted positioning tags. The dynamic weighing platform uses curved plate or quartz crystal weighing sensors to quickly acquire axle load and total weight information without requiring the vehicle to stop, and the weighing accuracy meets national standards. The vehicle-mounted positioning tag periodically broadcasts location information based on ultra-wideband technology, which is received and the vehicle's planar coordinates are calculated by a positioning base station fixed above the ceiling. The terminal performs millisecond-level timestamp matching between the weighing data and the positioning data to form a dynamic vehicle load data stream containing fields such as vehicle ID, axle load configuration, real-time location, and driving speed.

[0095] S15, the original strain data, column deformation data, deformation response data and vehicle dynamic load data are time-synchronized and aligned to obtain the roof response data and vehicle behavior data.

[0096] For example, the safety and quality monitoring terminal performs synchronous alignment processing of multi-source heterogeneous data. Since the original strain data, column deformation data, deformation response data, and vehicle dynamic load data come from different hardware systems, their clock references and sampling intervals differ. The terminal first uses GPS second pulse signals to unify the time reference of all data sources. Then, it resamples each data sequence to a unified time axis using linear interpolation or spline interpolation algorithms to eliminate phase deviations caused by inconsistent sampling frequencies. Furthermore, the terminal performs integrity verification after data alignment, identifying and marking data gaps caused by signal loss or transmission interruption. It then uses a time-series prediction-based data repair algorithm to fill in the missing values, ultimately outputting a time-aligned and spatially correlated roof response dataset and vehicle behavior dataset.

[0097] In an optional embodiment, based on the top slab response data, the stress distribution characteristics and deformation compatibility of the concrete structure are analyzed to obtain the top slab structural state data, including the following steps:

[0098] S21, Based on the strain data in the top plate response data, the stress at each location of the top plate is calculated using the following formula to obtain the stress distribution data:

[0099]

[0100] in, Indicates position The stress value at that point, The elastic modulus of concrete. Indicates position The strain value at that point.

[0101] Specifically, the safety and quality monitoring terminal, based on the theory of linear elasticity, converts the collected strain data into stress data. According to Hooke's Law, within the elastic working range of concrete, stress and strain are directly proportional, and the proportionality coefficient is the elastic modulus of the concrete. The terminal retrieves the elastic modulus parameter value corresponding to the strength grade of the roof slab concrete from the material property database, performs point-by-point multiplication on each sampling point of the original strain data, and generates stress time history data for each monitoring location. This calculation process is performed in parallel in a vectorized manner within the terminal's embedded processor to ensure real-time performance. The resulting stress distribution data is stored in matrix form, where row vectors correspond to different monitoring locations and column vectors correspond to the time series, comprehensively depicting the stress field evolution process of the roof slab under vehicle loads.

[0102] S22, based on stress distribution data, calculates the stress change rate between each monitoring point using the stress gradient analysis method to obtain data on stress concentration areas.

[0103] For example, the safety and quality monitoring terminal uses stress gradient analysis to identify weak areas in the structure. The stress gradient is defined as the rate of change of stress along spatial coordinates. The terminal performs first-order numerical difference operations on the stress distribution data along the span and transverse directions of the top plate, calculating the stress difference and distance ratio between adjacent monitoring points to construct a stress gradient field. High gradient regions indicate severe unevenness in stress distribution, often associated with geometric abrupt changes, stiffness reduction, or damage concentration. The terminal sets a gradient threshold, identifying continuous regions in the stress gradient field exceeding the threshold as stress concentration areas, and extracts their geometric boundaries, gradient peaks, and area characteristics to form stress concentration area data, providing a basis for subsequent crack risk analysis.

[0104] S23, Based on the deformation response data, the curvature values ​​at various locations on the top plate are calculated using the following formula to obtain the bending curvature data at various locations on the top plate:

[0105]

[0106] in, Indicates the first The monitoring point at the 1st Curvature values ​​at each time point For the first The monitoring point at the 1st Vertical displacement values ​​at each time point, These are the coordinates of the monitoring point location.

[0107] Specifically, the safety and quality monitoring terminal calculates the curvature distribution of the top slab based on beam-slab bending theory. In the above formula, Indicates the first The monitoring point at the 1st The curvature values ​​at each time point, curvature as a geometric quantity describing the degree of bending of a curve, reflect the deformation morphology of the plate in structural analysis. For the first The monitoring point at the 1st Vertical displacement values ​​at each time point, The coordinates of the monitoring points are provided. The terminal performs a central difference second-order differential operation on the deformation response data, fitting a local quadratic parabola using the vertical displacement values ​​of three adjacent points, and calculating the curvature value of the parabola's vertex. This numerical differentiation process is implemented in the terminal using a discretization algorithm, requiring a reasonable selection of the difference step size to balance computational accuracy and noise sensitivity. The generated curvature data corresponds to the stress distribution data in spatial coordinates. High curvature regions correspond to locations of large deformations. The terminal marks curvature extrema points as potentially hazardous sections, forming a bending curvature dataset used to assess the deformation compatibility of the roof slab.

[0108] S24, combining column deformation data and bending curvature data, yields deformation compatibility index.

[0109] For example, the safety and quality monitoring terminal constructs a deformation coordination assessment system. Deformation coordination refers to the consistency and synchronicity of deformation of various structural components under load, reflecting the overall performance of the structure. The terminal performs spatiotemporal matching of column deformation data and top plate curvature data, calculates the ratio between the horizontal displacement of the column top and the rotation angle of the top plate support, and the ratio between the column tilt rate and the top plate deflection rate. If the above ratios deviate from the theoretical coordination value by more than a preset tolerance range, it is judged as deformation incoordination. The terminal further quantifies deformation coordination into a normalized index. An index approaching zero indicates high deformation coordination, while an increase in the index indicates the risk of local voids, support slippage, or connection failure in the structure. Finally, it outputs a deformation coordination index characterizing the overall deformation coordination performance.

[0110] S25 integrates the stress concentration area data and deformation compatibility index to obtain the top plate structural state data.

[0111] For example, the safety and quality monitoring terminal performs feature-level data fusion processing. Since the data on stress concentration areas and deformation compatibility indicators differ in physical dimensions and units, the terminal employs a weighted fusion strategy to construct unified roof structure status data. Specifically, the terminal assigns weight coefficients to stress concentration and deformation compatibility, with the weight allocation dynamically adjusted based on the structural type and safety level. For instance, the weight of deformation compatibility can be appropriately increased for large-span roof slabs. The fused data is stored in the form of structured data packets, including the coordinates of each monitoring point, corresponding stress values, curvature values, stress concentration indicators, and deformation compatibility scores, forming a comprehensive description of the actual stress performance and deformation stability of the roof slab, providing standardized input for the coupled analysis model.

[0112] In an optional embodiment, based on vehicle behavior data, the spatial distribution characteristics and time-varying patterns of vehicle loads are extracted to obtain load action mode data, including the following steps:

[0113] S31, perform axle load grouping processing on the vehicle dynamic load data to obtain axle load distribution data for each vehicle.

[0114] For example, the safety and quality monitoring terminal first preprocesses the vehicle dynamic load data, removing axle load anomalies caused by abnormal driving conditions such as sudden braking and bumps, and retaining valid axle load data under normal driving conditions. Then, the terminal performs preliminary classification of the data based on the type of construction vehicle (e.g., heavy trucks, light trucks, loaders, etc.) and axle type characteristics (e.g., single-axle, dual-axle, multi-axle). Based on this, the terminal uses a statistical grouping method, setting grouping intervals according to the axle load value range, grouping axle load data of the same type of vehicle into corresponding intervals, and statistically analyzing the number, average, and maximum values ​​of axle load data within each interval. Through this grouping process, the terminal obtains axle load distribution data corresponding to each vehicle type. This data clearly reflects the load distribution characteristics of different types of construction vehicles, clarifies the concentration range and dispersion of axle loads for each type of vehicle, and provides basic data support for subsequent calculations of equivalent uniformly distributed loads and analysis of load intensity, ensuring the relevance and accuracy of load analysis.

[0115] S32, based on vehicle position coordinate data, generates a spatial distribution cloud map of vehicle load using a spatial interpolation method, thus obtaining load spatial distribution data.

[0116] For example, the safety and quality monitoring terminal extracts the position coordinate data of all construction vehicles from vehicle behavior data and combines it with the corresponding axle load data to establish a load-position correlation dataset. The terminal uses Kriging interpolation for spatial interpolation calculation. This method, based on the principles of spatial statistics, analyzes the spatial correlation of load data at known monitoring points to optimally estimate the load value at unknown locations. The terminal first determines the spatial grid division scheme of the road area above the roof slab, dividing the area into several small grid units. Then, using the load values ​​corresponding to the vehicle position coordinates as known sample points, the terminal calculates the load estimate for each grid unit using the Kriging interpolation model. Based on the load estimates of each grid unit, the terminal generates a spatial distribution cloud map of vehicle loads using a color gradient mapping method. Different colors in the cloud map represent different load intensity levels, thus obtaining the spatial distribution data of the loads. This data can intuitively present the spatial distribution differences of the loads above the roof slab, clearly identify the location and range of the load concentration area, and provide accurate spatial load input for the coupled analysis model.

[0117] S33 performs time series analysis on the vehicle's motion trajectory to obtain time-varying load characteristic data.

[0118] For example, the safety and quality monitoring terminal extracts the position coordinate time series of each construction vehicle from vehicle behavior data. Using a trajectory fitting algorithm, it reconstructs the complete driving trajectory of the vehicle, identifying the time points when the vehicle enters, travels on, and leaves the road area above the roof slab. Based on this, the terminal segments the trajectory time series, dividing it into several time periods according to time intervals, and statistically analyzes parameters such as vehicle speed, dwell time, and number of load applications within each time period. Simultaneously, the terminal combines vehicle axle load data to analyze load changes within different time periods, including the time of load peak occurrence, the duration of load application, and the magnitude of load variation. Through time series analysis, the terminal obtains time-varying load characteristic data, which contains key information such as the temporal distribution pattern of load application, frequency of change, and peak sequence. This data accurately reflects the dynamic changes in vehicle load over time, providing time-varying load input for the coupled analysis model and ensuring that the model can simulate the dynamic process of vehicle moving loads.

[0119] S34. Based on the axle load distribution data and load spatial distribution data, the equivalent uniformly distributed load value is calculated using the following formula to obtain the load strength index:

[0120]

[0121] in, This is the equivalent uniformly distributed load value. For the first Axle load value, For the first One influence coefficient, To affect the area.

[0122] In the above formula, This is the equivalent uniformly distributed load value. For the first Each axle weight value is taken from the statistical average of the axle weight distribution data. For the first The influence coefficients are determined based on the vehicle wheelbase, tire contact area, and the load diffusion pattern in the concrete structure, with values ​​taken from relevant road engineering design specifications. The area of ​​influence, i.e., the effective area of ​​influence on the roof structure under a single axle load, is calculated by the terminal based on the roof thickness, concrete elastic modulus, and load diffusion angle. The terminal substitutes the statistical values ​​of each axle load from the axle load distribution data into the formula, and combines this with the load spatial distribution data to determine the specific values ​​of the influence coefficient and the area of ​​influence, calculating the equivalent uniformly distributed load value for each load area. By statistically analyzing the equivalent uniformly distributed load values ​​of each area, the terminal obtains a load intensity index. This index is used to quantitatively reflect the intensity of vehicle loads in different areas, providing a direct basis for assessing the magnitude of the load borne by the roof structure and ensuring the accuracy of subsequent safety assessments.

[0123] S35, based on load strength index and load time-varying characteristic data, obtain load action mode data.

[0124] For example, the safety and quality monitoring terminal employs data fusion technology to integrate load intensity indicators with time-varying load characteristic data. First, the terminal establishes a spatial-temporal correlation model, linking the spatial distribution information corresponding to the load intensity indicators with the temporal variation patterns of the load time-varying characteristic data to clarify the load intensity changes in different spatial regions over different time periods. Then, the terminal extracts key characteristic parameters, including the peak load intensity, the spatial location and time of the peak, the duration of load action, and the frequency of load changes. These parameters are standardized to eliminate dimensional differences. The terminal constructs a load action mode characterization model, integrating the standardized characteristic parameters into a unified quantitative data set, namely, load action mode data. This data comprehensively integrates the spatial distribution intensity, temporal variation patterns, and dynamic action characteristics of the load, fully reflecting the dynamic action process of vehicle loads on the roof structure and providing comprehensive and accurate load input parameters for the coupled analysis model.

[0125] In an optional embodiment, the coupling analysis model is obtained using the following method:

[0126] S41, obtain the design parameters of the roof slab at the basement location.

[0127] For example, the safety and quality monitoring terminal obtains complete design parameters of the roof slab structure by accessing the engineering design database or receiving electronic design documents provided by the construction unit. These roof slab design parameters are the foundational data for constructing the coupled analysis model, including key information such as concrete strength, reinforcement configuration, and structural dimensions. Specifically, the concrete strength parameter specifies the design strength grade of the roof slab concrete, which directly determines the concrete's elastic modulus, allowable stress, and other mechanical properties. The reinforcement configuration parameter covers information such as the type, diameter, spacing, arrangement, and reinforcement ratio of the reinforcing bars, reflecting the reinforcement and strengthening characteristics of the roof slab structure. The structural dimension parameters include the length, width, and thickness of the roof slab, the spacing and cross-sectional dimensions of the supporting columns, and the connection method between the roof slab and the supporting columns. The terminal verifies the acquired design parameters to ensure their completeness and accuracy, eliminating contradictory or erroneous data, providing reliable foundational data support for the subsequent establishment of the finite element analysis model, and ensuring that the model accurately reflects the design characteristics of the roof slab structure.

[0128] S42. Based on the design parameters of the top plate, a finite element analysis model of the top plate structure is established, and the stress distribution data is used as the initial condition of the model to obtain the structural reference model.

[0129] For example, the safety and quality monitoring terminal uses the finite element method to construct a three-dimensional finite element model based on the acquired roof slab design parameters. The terminal first defines the geometric boundaries and spatial extent of the model according to the structural dimensional parameters, determines the material mechanical parameters (such as elastic modulus and Poisson's ratio) according to the concrete strength grade, sets the distribution form and mechanical properties of the reinforcing steel elements based on the reinforcement configuration parameters, and uses appropriate element types (such as solid elements and shell elements) to mesh the roof slab structure and supporting columns, ensuring that the mesh density meets the calculation accuracy requirements. After the model is constructed, the terminal applies the previously obtained stress distribution data as initial conditions to the finite element model. These initial conditions simulate the stress state of the roof slab under the initial load of construction vehicles, enabling the model to conduct subsequent analysis based on the actual stress conditions. Through the above steps, the terminal obtains a structural baseline model, which accurately reproduces the geometry, material properties, reinforcement details, and initial stress state of the roof slab structure.

[0130] S43 introduces load spatial distribution data into the structural reference model, and simulates the effect of vehicle moving load through dynamic load application method to obtain load-structure coupling model.

[0131] For example, the safety and quality monitoring terminal converts the load spatial distribution data into a load input format recognizable by the finite element model. Based on the load intensity of each region corresponding to the load spatial distribution cloud map, it applies loads at the corresponding spatial locations in the structural reference model. To simulate the dynamic characteristics of vehicle moving loads, the terminal employs a dynamic load application method. By defining a time-space variation function of the load, it simulates the movement of the load within the model. Specifically, based on the vehicle speed and trajectory information in the load time-varying characteristic data, the terminal sets the movement path and speed of the load on the model mesh, enabling the load to move dynamically on the roof structure according to actual vehicle movement, while maintaining consistency between the load intensity and the load spatial distribution data. By combining the dynamically moving load with the structural reference model, the terminal constructs a load-structure coupling model. This model realistically reflects the interaction between the vehicle load and the roof structure, simulating the dynamic mechanical response of the roof structure during load movement.

[0132] S44. Based on the deformation compatibility index, the boundary conditions of the load-structure coupling model are modified to obtain the modified coupling analysis model.

[0133] For example, the safety and quality monitoring terminal first analyzes the deformation characteristics of the roof structure reflected by the deformation compatibility index, clarifies the deformation compatibility relationship between the roof and the supporting columns, and identifies the differences between the model boundary conditions and the actual structural boundary state. The initial boundary conditions of the load-structure coupling model are based on the design documents and may deviate from the structural boundary state during actual construction. The terminal adjusts the boundary constraints of the model based on the deformation compatibility index. For example, if the deformation compatibility index shows that the deformation of the supporting column in a certain area is not coordinated with the deformation of the roof, the terminal adjusts the model boundary constraint stiffness corresponding to the supporting column in that area to make the model boundary conditions more consistent with the constraint state of the actual structure; if there are additional support constraints in the edge area of ​​the roof, the terminal adds corresponding boundary constraint conditions to the model. Through the above boundary condition correction, the terminal eliminates the boundary differences between the model and the actual structure, obtains the corrected coupling analysis model, and ensures that the model can more accurately simulate the actual stress and deformation response of the roof structure.

[0134] S45. Time history analysis was performed using the time-varying load characteristic data to drive the corrected coupled analysis model, and simulation data of the roof dynamic response were obtained.

[0135] For example, the safety and quality monitoring terminal converts the time-varying load characteristic data into a time-varying load input signal that can be received by the coupled analysis model. This signal contains key information such as the load intensity variation curve over time and the trajectory of the load application location over time. The terminal sets the time step and analysis duration for the time history analysis. The time step must meet the requirements of the load variation frequency and the structural natural vibration characteristics to ensure that the dynamic response details of the structure can be captured; the analysis duration covers typical time periods of construction vehicle traffic to ensure that the analysis results are representative. The terminal starts the corrected coupled analysis model, driven by the time-varying load signal, and calculates the mechanical response parameters such as displacement, strain, and stress of each node of the roof slab structure at each time step by solving the structural dynamic equations. After the analysis is completed, the terminal obtains the dynamic response simulation data of the roof slab. This data includes a series of time history curves of the roof slab structure under dynamic load, such as time-displacement, time-strain, and time-stress, which can fully reflect the dynamic mechanical behavior of the roof slab structure.

[0136] S46. Based on the simulated dynamic response data of the top plate and the measured deformation response data, a coupled analysis model is obtained.

[0137] For example, the safety and quality monitoring terminal employs a model calibration method to compare and analyze the simulated dynamic response data of the roof slab with the measured deformation response data. The terminal selects the vertical displacement time history curves of key monitoring points as comparison indicators, calculates the error values ​​(such as root mean square error, maximum deviation, etc.) between the simulated and measured data, and evaluates the simulation accuracy of the model. If the error value exceeds a preset threshold, the terminal adjusts the key parameters of the model (such as material elastic modulus, boundary constraint stiffness, load influence coefficient, etc.) and re-performs the time history analysis until the error between the simulated and measured data meets the accuracy requirements. Through multiple iterative calibrations, the terminal ensures that the simulation results of the coupled analysis model accurately match the measured data, guaranteeing that the model can truly reflect the interaction between the roof slab structure and vehicle loads. The final coupled analysis model, verified by measured data, possesses high reliability and accuracy and can be used for subsequent assessment and analysis of the roof slab's safety status.

[0138] In an optional embodiment, the roof structure state data and load action mode data are input into a preset coupled analysis model. By simulating the interaction between the roof structure and vehicle loads, the safety status of the roof is evaluated, and safety quality assessment data is obtained. This includes the following steps:

[0139] S51, based on the structural state data and load action mode data of the top slab, the stress safety factor is obtained using the following formula:

[0140]

[0141] in, For the stress safety factor, For the allowable stress of concrete, This is the maximum principal stress.

[0142] Specifically, the safety and quality monitoring terminal extracts the maximum principal stress from the top slab structural status data. This value represents the maximum stress intensity of the top slab structure under the current load, reflecting the stress level at the most unfavorable stress-bearing part of the structure. The allowable stress of the concrete is determined by the terminal based on the design strength grade of the top slab concrete, combined with the strength reduction factor in the concrete structure design code. The strength reduction factor needs to consider the structural working state during construction, environmental factors, and other influences to ensure that the value meets the actual safety requirements of the project. The terminal substitutes the allowable stress of the concrete and the maximum principal stress into the above-mentioned stress safety factor calculation formula to obtain the stress safety factor. This factor is the core indicator for assessing the stress safety status of the top slab structure. Its value directly reflects the structure's ability to resist load stress. The larger the factor, the more sufficient the structure's safety reserve in terms of stress; conversely, it indicates that the structural stress state is close to or exceeds the allowable range, and there is a safety risk.

[0143] S52, obtain the maximum deflection value of the top plate, and use the following formula to obtain the deformation safety factor:

[0144]

[0145] in, For the deformation safety factor, To allow for deflection values, This represents the maximum deflection value.

[0146] Specifically, the safety and quality monitoring terminal analyzes deformation response data from the roof slab structural status data to extract the maximum vertical displacement value of the roof slab under the current load, i.e., the maximum deflection value. This value reflects the maximum deformation degree of the roof slab structure and is a key parameter for assessing structural stiffness. The allowable deflection value is determined by the terminal based on the roof slab's structural type, span dimensions, and deflection limit requirements in the concrete structure design code. Different spans and structural forms of roof slabs correspond to different allowable deflection standards, ensuring that the value complies with the deformation control requirements specified in the code. The terminal substitutes the allowable deflection value and the maximum deflection value into the aforementioned deformation safety factor formula to calculate the deformation safety factor. This factor is used to quantitatively reflect the roof slab structure's ability to resist deformation. The larger the factor, the more sufficient the deformation safety reserve of the structure and the more stable the deformation state; if the factor is too small, it indicates that the roof slab deformation is close to or exceeds the allowable limit, which may affect the normal use and safety performance of the structure.

[0147] S53, based on stress concentration area data, identifies potential crack development areas and obtains crack development risk assessment data.

[0148] For example, the safety and quality monitoring terminal performs in-depth analysis of data from stress concentration areas, extracting key parameters such as the location range, peak stress, and stress gradient of these areas. Based on the mechanical properties of concrete structures, stress concentration areas are critical locations where cracks are prone to initiation and development; when the peak stress exceeds the tensile strength of the concrete, cracks may propagate rapidly. The terminal, combining the tensile strength parameters of the concrete, sets a stress risk threshold, classifying areas with peak stress exceeding the threshold as high-risk areas, areas with peak stress close to the threshold as medium-risk areas, and the remaining areas as low-risk areas. Simultaneously, the terminal analyzes the shape, distribution density, and overlap with weak structural areas (such as sparsely reinforced areas or construction joints) of the stress concentration areas, comprehensively assessing the likelihood of crack initiation, propagation direction, and development speed. Through this analysis, the terminal obtains crack development risk assessment data, which clearly identifies the location, risk level, and potential crack development trend of each risk area, providing crucial risk information for structural safety assessment.

[0149] S54. Based on the deformation compatibility index, the overall stability of the roof is evaluated to obtain the stability evaluation index.

[0150] For example, the safety and quality monitoring terminal uses deformation compatibility indicators as the core basis, combined with the design stress mode of the roof structure, to assess the overall stability of the roof slab. The terminal first analyzes the overall value of the deformation compatibility index. A high overall compatibility coefficient indicates good deformation matching among different parts of the roof slab structure, smooth force transmission, and strong overall stability. A low overall compatibility coefficient indicates the presence of deformation incompatibility areas, which may lead to stress concentration or stress imbalance. Subsequently, the terminal focuses on analyzing abnormal deformation compatibility areas to determine whether the deformation in these areas is within the allowable range and whether it will affect the stress state of the surrounding structures. The terminal constructs a stability evaluation model, comprehensively considering factors such as the deformation compatibility coefficient, the location and extent of abnormal areas, and the deformation state of the supporting columns, to calculate the stability assessment index. This index is a quantitative value, divided into different levels according to preset standards, and can intuitively reflect the overall stability state of the roof slab structure, clearly identifying whether the structure has a risk of instability due to deformation incompatibility.

[0151] S55, based on stress safety factor, deformation safety factor, crack development risk assessment data and stability assessment index, obtains safety and quality assessment data.

[0152] For example, the safety and quality monitoring terminal employs a multi-index comprehensive evaluation method to integrate and analyze stress safety factor, deformation safety factor, crack development risk assessment data, and stability assessment indicators. The terminal assigns a corresponding weight coefficient to each evaluation indicator, determined based on the degree of influence of each indicator on structural safety. The stress safety factor and deformation safety factor, as core indicators, are given higher weights. The terminal standardizes each indicator, converting indicators with different dimensions into a unified evaluation score, and then calculates the comprehensive evaluation score using a weighted summation formula. Simultaneously, the terminal adjusts the comprehensive evaluation score by incorporating the risk level from the crack development risk assessment data and the level classification of the stability assessment indicators, ultimately forming safety and quality assessment data. This data includes the comprehensive evaluation score, evaluation results for each individual indicator, and key risk warnings, comprehensively reflecting the safety and quality status of the roof structure and providing a core basis for subsequent monitoring result generation.

[0153] In an optional embodiment, based on safety quality assessment data and combined with preset safety thresholds and quality standards, safety quality monitoring results are generated, including the following steps:

[0154] S61, based on the stress safety factor and the preset first safety threshold, the stress safety level is obtained; the stress safety level is used to indicate that the stress state of the top plate is within a safe range.

[0155] For example, the first safety threshold preset in the safety and quality monitoring terminal is determined according to the concrete structure design code and engineering safety requirements, and is usually divided into multiple intervals corresponding to different stress safety levels. The terminal compares the calculated stress safety factor with the first safety threshold. If the stress safety factor is greater than the highest threshold, it indicates that the stress safety reserve of the top slab structure is sufficient, and it is judged as a first-level stress safety level; if the stress safety factor is in the middle threshold range, it indicates that the stress state of the structure meets the safety requirements, but the reserve is relatively limited, and it is judged as a second-level stress safety level; if the stress safety factor is lower than the lowest threshold, it indicates that the stress state of the structure is close to or exceeds the allowable range, and there is a safety risk, and it is judged as a third-level stress safety level. The stress safety level directly reflects the safety status of the top slab structure in terms of stress, clarifies whether there is a risk of damage to the structure due to excessive stress, and provides a targeted basis for subsequent safety management.

[0156] S62, based on the deformation safety factor and the preset second safety threshold, the deformation safety level is obtained; the deformation safety level is used to indicate that the deformation of the top plate meets the specification requirements.

[0157] For example, the second safety threshold preset in the safety and quality monitoring terminal is determined by referencing the deflection limit requirements in the concrete structure design code, combined with the functional requirements and construction safety needs of the roof slab structure, and is also divided into multiple level ranges. The terminal compares the deformation safety factor with the second safety threshold one by one. If the deformation safety factor is higher than the highest threshold, it indicates that the deformation of the roof slab structure is much less than the allowable deflection value, and the deformation safety reserve is sufficient, which is judged as Level 1 deformation safety. If the deformation safety factor is in the middle threshold range, it indicates that the structural deformation meets the code requirements and the deformation state is stable, which is judged as Level 2 deformation safety. If the deformation safety factor is lower than the lowest threshold, it indicates that the roof slab deformation is close to or exceeds the allowable limit, which may affect the normal use of the structure, which is judged as Level 3 deformation safety. The deformation safety level clearly presents the deformation control status of the roof slab structure and clarifies whether there is a risk of structural functional failure due to excessive deformation.

[0158] S63, based on crack development risk assessment data and combined with the preset durability requirements of concrete structures, yields the crack risk level.

[0159] For example, the concrete structure durability requirements preset in the safety and quality monitoring terminal are determined based on relevant durability design specifications, with a focus on the impact of crack width on concrete durability. Different allowable crack width limits correspond to different service environments and design years. The terminal combines crack development risk assessment data to analyze the potential crack width and development speed in each risk area. If the potential crack width is much smaller than the allowable limit and the development speed is slow, it is classified as a Level 1 crack risk, indicating that the crack has minimal impact on durability. If the potential crack width is within the allowable limit and the development speed is stable, it is classified as a Level 2 crack risk, indicating that the crack requires regular monitoring but does not affect current use. If the potential crack width is close to or exceeds the allowable limit and has a rapid expansion trend, it is classified as a Level 3 crack risk, indicating that the crack has posed a threat to durability and requires timely intervention. The crack risk level clarifies the degree of impact of crack problems on the long-term safety of the structure, providing a basis for decision-making in durability protection.

[0160] S64. The stability level is obtained based on the stability assessment index and the preset structural stability standard.

[0161] For example, the structural stability standard preset in the safety and quality monitoring terminal is determined with reference to the building structure load code and structural stability design standard, combined with the support system and stress characteristics of the roof structure. It includes critical values ​​and grading standards for stability assessment indicators. The terminal compares the calculated stability assessment indicators with the preset standards. If the indicator value is much higher than the critical value, it indicates that the overall deformation coordination of the roof structure is good and the support system is stable, and it is judged as a Level 1 stability. If the indicator value is within the safe range above the critical value, the overall structure is stable but there are slight local deformation inconsistencies, and it is judged as a Level 2 stability. If the indicator value is lower than the critical value, it indicates that the structure has obvious deformation inconsistencies or support failure risks, and the overall stability is insufficient, and it is judged as a Level 3 stability. The stability level is used to reflect the overall stress balance state of the roof structure and to clarify whether there are any potential safety hazards of structural instability.

[0162] S65 generates safety and quality monitoring results based on stress safety level, deformation safety level, crack risk level, and stability level.

[0163] For example, the safety and quality monitoring terminal uses comprehensive judgment rules to integrate and analyze the four individual levels. If all four individual levels are Level 1, it indicates that the safety and quality of the roof structure is excellent, generating an excellent level safety and quality monitoring result; if most individual levels are Level 2 and there is no Level 3, it indicates that the structural safety and quality meet the construction requirements, but there is a slight potential risk, generating a qualified level monitoring result; if any individual level is Level 3, or multiple individual levels are Level 2 with obvious risk overlap, it indicates that the structure has significant safety and quality hazards, generating an early warning level monitoring result; if multiple individual levels are Level 3, the structural safety is seriously threatened, generating a dangerous level monitoring result. The monitoring results also include detailed evaluations of each individual level, the location and description of key risk areas, and targeted handling suggestions, forming a complete safety and quality monitoring report, providing clear and specific guidance for construction units to take safety control measures.

[0164] The aforementioned method for monitoring the safety and quality of road construction on the basement roof slab achieves comprehensive monitoring by integrating multi-source data. It accurately collects data on roof slab strain, deformation, vehicle axle load, and location, and combines this with mechanical analysis and data fusion technology to clearly capture the roof slab stress distribution, deformation coordination characteristics, and the spatial distribution and time-varying patterns of vehicle loads. By using a coupled analysis model to simulate the dynamic correlation between load and structural response, the accuracy and reliability of safety and quality assessments are improved. The generated monitoring results comprehensively reflect the roof slab's safety level and quality status, providing a scientific basis for construction safety management, effectively avoiding safety hazards, and ensuring the safety and quality of road construction on the basement roof slab.

[0165] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0166] Based on the same inventive concept, this application also provides a system for monitoring the safety and quality of road construction on the basement roof slab, used to implement the aforementioned method for monitoring the safety and quality of road construction on the basement roof slab. The solution provided by this system is similar to the solution described in the above method. Therefore, the specific limitations of one or more embodiments of the system for monitoring the safety and quality of road construction on the basement roof slab provided below can be found in the limitations of the method for monitoring the safety and quality of road construction on the basement roof slab described above, and will not be repeated here.

[0167] In one exemplary embodiment, such as Figure 2 As shown, a road construction safety and quality monitoring system 200 is provided at the location of the basement roof slab, including:

[0168] The data acquisition module 201 is used to acquire roof slab response data and vehicle behavior data at the basement location; the roof slab response data is used to characterize the structural response of the roof slab under vehicle load; the vehicle behavior data is used to characterize the dynamic behavior of construction vehicles above the roof slab.

[0169] The structural state analysis module 202 is used to analyze the stress distribution characteristics and deformation compatibility of the concrete structure based on the top slab response data, and obtain the top slab structural state data; the top slab structural state data is used to characterize the actual stress performance and deformation stability of the top slab under load.

[0170] The load analysis module 203 is used to extract the spatial distribution characteristics and time-varying patterns of vehicle loads based on vehicle behavior data, and obtain load action mode data; the load action mode data is used to characterize the dynamic intensity and location changes of the vehicle load on the roof.

[0171] The safety assessment module 204 is used to input the roof structure status data and load action mode data into a preset coupled analysis model, and to assess the safety status of the roof by simulating the interaction between the roof structure and the vehicle load, thereby obtaining safety quality assessment data.

[0172] The safety and quality analysis module 205 is used to generate safety and quality monitoring results based on safety and quality assessment data, combined with preset safety thresholds and quality standards. The safety and quality monitoring results are used to characterize the safety level and quality status of the top slab structure under the current construction state.

[0173] Furthermore, the data acquisition module 201 is also used for:

[0174] Dynamic strain time history data of the concrete structure at the bottom of the top slab were collected to obtain the raw strain data;

[0175] Data on the tilt angle changes of the top slab support columns were collected to obtain column deformation data;

[0176] The vertical displacement sequence of the roof slab under vehicle load was collected to obtain deformation response data;

[0177] Real-time acquisition of construction vehicle location coordinates and axle load data yields dynamic vehicle load data;

[0178] The original strain data, column deformation data, deformation response data, and vehicle dynamic load data are synchronized and aligned in time to obtain the roof response data and vehicle behavior data.

[0179] Furthermore, the structural state analysis module 202 is also used for:

[0180] Based on the strain data in the roof response data, the stress at each location of the roof is calculated using the following formula to obtain the stress distribution data:

[0181]

[0182] in, Indicates position The stress value at that point, The elastic modulus of concrete. Indicates position The strain value at the location;

[0183] Based on stress distribution data, the stress change rate between each monitoring point is calculated using the stress gradient analysis method to obtain data on stress concentration areas.

[0184] Based on the deformation response data, the curvature values ​​at various locations on the top plate are calculated using the following formula, thus obtaining the bending curvature data at each location on the top plate:

[0185]

[0186] in, Indicates the first The monitoring point at the 1st Curvature values ​​at each time point For the first The monitoring point at the 1st Vertical displacement values ​​at each time point, The coordinates of the monitoring point location;

[0187] By combining the column deformation data and bending curvature data, deformation compatibility indexes are obtained;

[0188] By fusing stress concentration area data and deformation compatibility indices, the structural state data of the top plate is obtained.

[0189] Furthermore, the load analysis module 203 is also used for:

[0190] The axle load distribution data of each vehicle is obtained by grouping the vehicle dynamic load data into axle load groups.

[0191] Based on vehicle location coordinate data, a spatial distribution cloud map of vehicle load is generated using spatial interpolation methods to obtain load spatial distribution data.

[0192] Time series analysis of vehicle motion trajectory yields time-varying load characteristic data;

[0193] Based on the axle load distribution data and load spatial distribution data, the equivalent uniformly distributed load value is calculated using the following formula to obtain the load strength index:

[0194]

[0195] in, This is the equivalent uniformly distributed load value. For the first Axle load value, For the first One influence coefficient, To affect the area;

[0196] Load action mode data are obtained based on load strength index and load time-varying characteristic data.

[0197] Furthermore, the security assessment module 204 also includes:

[0198] The roof slab parameter acquisition subunit is used to acquire the roof slab design parameters at the basement location; the roof slab design parameters include concrete strength, reinforcement configuration, and structural dimensions.

[0199] The initial model construction sub-unit is used to establish the finite element analysis model of the top plate structure based on the top plate design parameters. The stress distribution data is used as the initial condition of the model to obtain the structural reference model.

[0200] The load-structure coupling sub-unit is used to introduce load spatial distribution data into the structural reference model, simulate the effect of vehicle moving load through dynamic load application method, and obtain the load-structure coupling model.

[0201] The model correction sub-unit is used to correct the boundary conditions of the load-structure coupling model based on the deformation compatibility index, so as to obtain the corrected coupling analysis model.

[0202] The response simulation sub-unit is used to drive the modified coupled analysis model to perform time history analysis using load time-varying characteristic data, and obtain dynamic response simulation data of the roof.

[0203] The model output sub-units are used to obtain a coupled analysis model based on the simulated dynamic response data of the top plate and the measured deformation response data.

[0204] Furthermore, the security assessment module 204 is also used for:

[0205] Based on the structural state data and load action mode data of the top slab, the stress safety factor is obtained using the following formula:

[0206]

[0207] in, For the stress safety factor, For the allowable stress of concrete, This is the maximum principal stress;

[0208] To obtain the maximum deflection of the top plate, the deformation safety factor can be calculated using the following formula:

[0209]

[0210] in, For the deformation safety factor, To allow for deflection values, This is the maximum deflection value;

[0211] Based on stress concentration area data, potential crack development areas are identified, and crack development risk assessment data is obtained.

[0212] Based on the deformation compatibility index, the overall stability of the roof is evaluated to obtain the stability evaluation index;

[0213] Safety and quality assessment data are obtained based on stress safety factor, deformation safety factor, crack development risk assessment data, and stability assessment indicators.

[0214] Furthermore, the safety and quality analysis module 205 is also used for:

[0215] The stress safety level is obtained based on the stress safety factor and the preset first safety threshold; the stress safety level is used to indicate that the stress state of the top plate is within a safe range.

[0216] The deformation safety level is obtained based on the deformation safety factor and the preset second safety threshold; the deformation safety level is used to indicate that the deformation of the top plate meets the specification requirements.

[0217] Based on crack development risk assessment data and combined with the pre-set durability requirements of the concrete structure, the crack risk level is obtained;

[0218] The stability level is obtained based on the stability assessment indicators and the preset structural stability standards;

[0219] Based on the stress safety level, deformation safety level, crack risk level, and stability level, safety and quality monitoring results are generated.

[0220] In one embodiment, a computer device is provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the method for monitoring road construction safety and quality at the location of the basement roof as described above.

[0221] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above method embodiments.

[0222] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The components described as separate parts may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this disclosure according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0223] The above-described embodiments are merely illustrative of several implementation methods of the embodiments of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the embodiments of this application, and these modifications and improvements all fall within the protection scope of the embodiments of this application.

Claims

1. A road construction safety and quality monitoring system located at the basement roof slab, characterized in that, The system includes: The data acquisition module is used to acquire roof slab response data and vehicle behavior data at the basement location; the roof slab response data is used to characterize the structural response of the roof slab under vehicle load; the vehicle behavior data is used to characterize the dynamic behavior of construction vehicles above the roof slab. The structural state analysis module is used to analyze the stress distribution characteristics and deformation compatibility of the concrete structure based on the top slab response data, and obtain the top slab structural state data; the top slab structural state data is used to characterize the actual stress performance and deformation stability of the top slab under load. The load analysis module is used to extract the spatial distribution characteristics and time-varying patterns of vehicle loads based on the vehicle behavior data, and obtain load action mode data; the load action mode data is used to characterize the dynamic intensity and location changes of the vehicle load on the roof. The safety assessment module is used to input the roof structure status data and load action mode data into a preset coupled analysis model, and to assess the safety status of the roof by simulating the interaction between the roof structure and the vehicle load, thereby obtaining safety quality assessment data. The safety and quality analysis module is used to generate safety and quality monitoring results based on the safety and quality assessment data, combined with preset safety thresholds and quality standards; the safety and quality monitoring results are used to characterize the safety level and quality status of the roof structure under the current construction state.

2. The method according to claim 1, characterized in that, The data acquisition module is also used for: Dynamic strain time history data of the concrete structure at the bottom of the top slab were collected to obtain the raw strain data; Data on the tilt angle changes of the top slab support columns were collected to obtain column deformation data; The vertical displacement sequence of the roof slab under vehicle load was collected to obtain deformation response data; Real-time acquisition of construction vehicle location coordinates and axle load data yields dynamic vehicle load data; The original strain data, the column deformation data, the deformation response data, and the vehicle dynamic load data are time-synchronized and aligned to obtain the roof response data and the vehicle behavior data.

3. The method according to claim 2, characterized in that, The structural state analysis module is also used for: Based on the strain data in the roof response data, the stress at each location of the roof is calculated using the following formula to obtain the stress distribution data: in, Indicates position The stress value at that point, The elastic modulus of concrete. Indicates position The strain value at the location; Based on the stress distribution data, the stress change rate between each monitoring point is calculated using the stress gradient analysis method to obtain data on the stress concentration area. Based on the deformation response data, the curvature values ​​at each location of the top plate are calculated using the following formula to obtain the bending curvature data at each location of the top plate: in, Indicates the first The monitoring point at the 1st Curvature values ​​at each time point For the first The monitoring point at the 1st Vertical displacement values ​​at each time point The coordinates of the monitoring point location; By combining the column deformation data and the bending curvature data, a deformation compatibility index is obtained; The stress concentration area data and deformation compatibility index are fused together to obtain the top plate structural state data.

4. The method according to claim 3, characterized in that, The load analysis module is also used for: The vehicle dynamic load data is processed by axle load grouping to obtain axle load distribution data for each vehicle; Based on vehicle location coordinate data, a spatial distribution cloud map of vehicle load is generated using spatial interpolation methods to obtain load spatial distribution data. Time series analysis of vehicle motion trajectory yields time-varying load characteristic data; Based on the axle load distribution data and load spatial distribution data, the equivalent uniformly distributed load value is calculated using the following formula to obtain the load strength index: in, This is the equivalent uniformly distributed load value. For the first Axle load value, For the first One influence coefficient, To affect the area; The load action mode data are obtained based on the load strength index and the load time-varying characteristic data.

5. The method according to claim 4, characterized in that, The coupling analysis model was obtained using the following method: Obtain the design parameters of the roof slab at the location of the basement; the roof slab design parameters include concrete strength, reinforcement configuration, and structural dimensions. A finite element analysis model of the top plate structure is established based on the design parameters of the top plate, and the stress distribution data is used as the initial conditions of the model to obtain the structural reference model. The load spatial distribution data is introduced into the structural reference model, and the effect of vehicle moving load is simulated by the dynamic load application method to obtain the load-structure coupling model. Based on the deformation compatibility index, the boundary conditions of the load-structure coupling model are modified to obtain the modified coupling analysis model. The time-varying characteristic data of the load are used to drive the modified coupled analysis model to perform time history analysis, and simulated data of the dynamic response of the roof are obtained. The coupled analysis model is obtained based on the simulated dynamic response data of the top plate and the measured deformation response data.

6. The method according to claim 5, characterized in that, The security assessment module is also used for: Based on the structural state data of the top slab and the load application mode data, the stress safety factor is obtained using the following formula: in, For the stress safety factor, For the allowable stress of concrete, This is the maximum principal stress; To obtain the maximum deflection of the top plate, the deformation safety factor can be calculated using the following formula: in, For the deformation safety factor, To allow for deflection values, This is the maximum deflection value; Based on the stress concentration area data, potential crack development areas are identified, and crack development risk assessment data is obtained. Based on the aforementioned deformation compatibility index, the overall stability of the top plate is evaluated to obtain the stability evaluation index. The safety and quality assessment data are obtained based on the stress safety factor, the deformation safety factor, the crack development risk assessment data, and the stability assessment index.

7. The method according to claim 6, characterized in that, The safety and quality analysis module is also used for: The stress safety level is obtained based on the stress safety factor and the preset first safety threshold; the stress safety level is used to indicate that the stress state of the top plate is within a safe range. The deformation safety level is obtained based on the deformation safety factor and the preset second safety threshold; The deformation safety level is used to indicate whether the deformation of the top plate meets the specification requirements; Based on the crack development risk assessment data and combined with the preset durability requirements of the concrete structure, the crack risk level is obtained; The stability level is obtained based on the stability evaluation index and the preset structural stability standard; The safety and quality monitoring results are generated based on the stress safety level, the deformation safety level, the crack risk level, and the stability level.

8. A method for monitoring the safety and quality of road construction at the basement roof slab, characterized in that, The method includes: Acquire roof slab response data and vehicle behavior data at the basement location; the roof slab response data is used to characterize the structural response of the roof slab under vehicle loads; the vehicle behavior data is used to characterize the dynamic behavior of construction vehicles above the roof slab. Based on the roof slab response data, the stress distribution characteristics and deformation compatibility of the concrete structure are analyzed to obtain the roof slab structural state data; the roof slab structural state data is used to characterize the actual stress performance and deformation stability of the roof slab under load. Based on the vehicle behavior data, the spatial distribution characteristics and time-varying patterns of vehicle loads are extracted to obtain load action mode data; the load action mode data is used to characterize the dynamic intensity and location changes of the vehicle load on the roof. The structural status data and load action mode data of the roof are input into a preset coupled analysis model. By simulating the interaction between the roof structure and the vehicle load, the safety status of the roof is evaluated, and safety quality assessment data is obtained. Based on the safety and quality assessment data, combined with preset safety thresholds and quality standards, safety and quality monitoring results are generated; the safety and quality monitoring results are used to characterize the safety level and quality status of the roof structure under the current construction state.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the method of any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 7.

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