A method and system for calculating the load capacity of a highway bridge

Abstract

This invention provides a method and system for calculating the bearing capacity of highway bridges, relating to the field of bearing capacity calculation technology. The method includes: acquiring the basic parameters of the target highway bridge; constructing a model based on the basic parameters to obtain a three-dimensional mechanical model of the bridge; performing load mode analysis based on the three-dimensional mechanical model of the bridge, obtaining the total load value by spatially allocating the standard value of dead load with the dynamic effect of live load based on the number of lanes and the load application area; solving the stress field based on the total load value and the three-dimensional mechanical model of the bridge, obtaining stress-strain distribution data by calculating the stress-strain distribution of the mid-span section of the main beam and the section of the pier-beam connection area; calculating the ultimate bearing capacity based on the stress-strain distribution data, evaluating the bearing capacity based on the relationship between the allowable stress and the maximum stress of the material, and obtaining the ultimate bearing capacity value of the bridge; and correcting the ultimate bearing capacity value of the bridge based on the service life and current degree of damage to obtain the highway bridge bearing capacity assessment result.

Description

Technical Field

[0001] This invention relates to the field of bearing capacity calculation technology, and more specifically, to a method and system for calculating the bearing capacity of highway bridges. Background Technology

[0002] As a core component of transportation infrastructure, the load-bearing capacity and safety of highway bridges are directly related to the smoothness of transportation and the safety of public travel. With the continuous growth of transportation volume, the frequent passage of heavy-duty vehicles, and the continuous extension of service life, bridge structures are prone to aging and damage, which in turn leads to a decline in load-bearing capacity. Therefore, accurate assessment of the load-bearing capacity of highway bridges has become a key link in bridge operation and maintenance management, safety early warning, and renovation decisions.

[0003] Currently, methods for calculating bearing capacity need to comprehensively consider various factors such as bridge structural characteristics, material properties, load effects, and environmental impacts in order to achieve a scientific and quantitative assessment of bridge bearing capacity. Existing methods for calculating bridge load-bearing capacity have several shortcomings: First, the accuracy of basic parameter acquisition is insufficient. Traditional measurement methods struggle to accurately obtain the dimensions of complex bridge structures, and the lack of unified standards for acquiring material physical and mechanical parameters leads to low reliability of the calculation data. Second, load calculations are not comprehensive enough, often focusing only on dead and live loads while neglecting additional loads such as temperature stress, wind loads, and seismic loads. Furthermore, they fail to dynamically adjust for actual traffic conditions and environmental factors, making it difficult to reflect the true load situation. Third, there are discrepancies between stress analysis and load-bearing capacity assessment. Some methods do not employ precise numerical simulation techniques, resulting in inaccurate calculations of stress and strain distribution at key bridge sections. They also ignore the impact of structural damage and attenuation due to the bridge's service life, leading to a disconnect between assessment results and actual load-bearing conditions. Fourth, there is a lack of targeted safety assessment and modification guidance mechanisms. It is impossible to effectively determine bridge traffic safety based on assessment results, nor is it easy to provide feasible load-bearing capacity improvement solutions. Therefore, the accuracy and practicality of highway bridge load-bearing capacity calculations need improvement.

[0004] Based on the shortcomings of the existing technology, there is an urgent need for a method and system for calculating the load-bearing capacity of highway bridges. Summary of the Invention

[0005] The purpose of this invention is to provide a method and system for calculating the bearing capacity of highway bridges, thereby improving the aforementioned problems. To achieve this objective, the technical solution adopted by this invention is as follows:

[0006] Firstly, this application provides a method for calculating the bearing capacity of highway bridges, including:

[0007] Obtain the basic parameters of the target highway bridge, including bridge structural dimensional parameters, material physical and mechanical parameters, and bridge service environment parameters;

[0008] The model is constructed based on the basic parameters. A three-dimensional model is established based on the geometric and mechanical relationship of the highway bridge. The boundary support form and load application area are determined according to the bridge bearing constraint conditions to obtain the three-dimensional mechanical model of the bridge.

[0009] Based on the three-dimensional mechanical model of the bridge, load mode analysis was performed. The total load value was obtained by spatially allocating the standard value of dead load with the dynamic effect of live load based on the number of lanes and the load action area.

[0010] The stress field is solved based on the total load value and the three-dimensional mechanical model of the bridge. The stress and strain distribution data are obtained by calculating the stress and strain distribution of the main beam mid-span section and the pier-beam connection area section.

[0011] The ultimate bearing capacity is calculated based on the stress-strain distribution data, and the bearing capacity is evaluated based on the relationship between the material's allowable stress and maximum stress, thus obtaining the bridge's ultimate bearing capacity value.

[0012] The ultimate bearing capacity value of the bridge is corrected based on its service life and current degree of damage to obtain the bearing capacity assessment result of the highway bridge.

[0013] Secondly, this application also provides a system for calculating the bearing capacity of highway bridges, including:

[0014] The acquisition module is used to acquire the basic parameters of the target highway bridge, including bridge structural dimensional parameters, material physical and mechanical parameters, and bridge service environment parameters.

[0015] The construction module is used to construct the model based on the basic parameters, establish a three-dimensional model based on the geometric and mechanical relationship of the highway bridge, and determine the boundary support form and load application area according to the bridge bearing constraint conditions to obtain the three-dimensional mechanical model of the bridge.

[0016] The analysis module is used to perform load mode analysis based on the three-dimensional mechanical model of the bridge. It obtains the total load value by spatially allocating the standard value of dead load with the dynamic effect of live load based on the number of lanes and the load action area.

[0017] The solution module is used to solve the stress field based on the total load value and the three-dimensional mechanical model of the bridge. By calculating the stress and strain distribution of the mid-span section of the main beam and the section of the pier-beam connection area, stress and strain distribution data are obtained.

[0018] The calculation module is used to calculate the ultimate bearing capacity based on the stress-strain distribution data, evaluate the bearing capacity based on the relationship between the allowable stress and the maximum stress of the material, and obtain the ultimate bearing capacity value of the bridge.

[0019] The correction module corrects the ultimate bearing capacity value of the bridge based on its service life and current degree of damage, thereby obtaining the bearing capacity assessment result of the highway bridge.

[0020] The beneficial effects of this invention are as follows:

[0021] I. This invention uses laser scanning technology to acquire bridge structural dimensional parameters with high precision, combines laboratory tests to obtain material physical and mechanical parameters, and adopts a comprehensive load calculation formula and dynamic correction coefficient that includes dead load, live load and additional load. At the same time, it uses finite element analysis of stress and strain in key sections to achieve accurate simulation of the stress state of the bridge and comprehensive consideration of the load, thereby improving the reliability of the calculation results.

[0022] Second, this invention establishes a damage correction model that takes into account the service life of the bridge and the proportion of damaged area in key parts, and makes targeted corrections to the ultimate bearing capacity value, thereby achieving a quantitative assessment of the impact of aging damage on existing bridges, avoiding assessment bias caused by ignoring service wear and tear, and providing a practical basis for bridge operation and maintenance.

[0023] Third, this invention compares the final load-bearing capacity assessment results with a preset safety threshold to clearly determine whether a bridge meets the traffic requirements, and generates targeted load-bearing capacity improvement suggestions for bridges that do not meet or are close to the threshold, thereby achieving effective early warning and modification guidance for the safety status of bridges, taking into account both safety and practicality. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a flowchart illustrating the method for calculating the bearing capacity of highway bridges as described in an embodiment of the present invention.

[0026] Figure 2 This is a schematic diagram of the structure of the highway bridge bearing capacity calculation system described in this embodiment of the invention;

[0027] Figure 3 Flowchart for basic parameter acquisition;

[0028] Figure 4 Here is a flowchart for the total load calculation;

[0029] Figure 5 This is a flowchart of the load-bearing capacity calculation and correction process.

[0030] The diagram is labeled as follows: 901, Acquisition Module; 902, Construction Module; 903, Analysis Module; 904, Solution Module; 905, Calculation Module; 906, Correction Module. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0032] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0033] In the actual operating environment of highway bridges, with the continuous increase in traffic flow, the rising proportion of heavy-duty vehicles, and the long-term effects of the natural environment, bridge structures face multiple coupled influences from dynamic loads and environmental factors. This complex working condition leads to nonlinear degradation of material properties, with local damage accumulating and expanding under alternating stress. Simultaneously, traditional evaluation methods, relying on simplified theoretical models, suffer from insufficient measurement accuracy and large parameter dispersion in the basic data acquisition stage, making it difficult to accurately quantify the spatial distribution characteristics of actual loads. Particularly in the load calculation stage, existing methods often employ static load assumptions, failing to fully consider the coupling effects of vehicle dynamics, temperature gradient changes, and wind-induced vibrations, resulting in significant deviations between load simulations and actual stress states. At the structural response analysis level, traditional methods oversimplify boundary conditions, failing to accurately simulate the actual constraint state of supports, and insufficiently consider time-varying characteristics such as concrete shrinkage and creep, and steel fatigue damage. In the load-bearing capacity assessment stage, existing technologies generally lack effective characterization of the nonlinear constitutive relationship of materials and the cumulative effect of damage, making it difficult to accurately capture the actual performance of the structure under ultimate limits. Furthermore, existing methods have significant shortcomings in long-term performance prediction. They lack both a complete load-environment-damage coupling analysis model and a time-varying reliability analysis mechanism based on measured data, making it difficult for assessment results to support scientific decision-making throughout the entire life cycle. These systemic deficiencies mean that traditional methods cannot accurately reflect the real-time safety status of structures or provide effective technical support for preventive maintenance when dealing with the complex operation and maintenance needs of modern highway bridges.

[0034] Example 1:

[0035] This embodiment provides a method for calculating the bearing capacity of highway bridges.

[0036] See Figure 1 The figure shows that the method includes steps S100 to S600.

[0037] Step S100: Obtain the basic parameters of the target highway bridge, including the bridge structural dimensions, material physical and mechanical parameters, and bridge service environment parameters.

[0038] It is understandable that, such as Figure 3As shown, step S100 involves acquiring the basic parameters of the target highway bridge. These parameters include bridge structural dimensional parameters, material physical and mechanical parameters, and bridge service environment parameters. The bridge structural dimensional parameters specifically include geometric information such as the main girder span and cross-sectional dimensions (e.g., web thickness and flange width), which are acquired with high precision using laser scanning technology, with an acquisition accuracy of no less than ±0.1 mm to ensure data accuracy. The material physical and mechanical parameters include indices such as concrete compressive strength, steel reinforcement tensile strength, and steel structure yield strength, which are obtained through laboratory tests to reflect the actual performance of the materials. The bridge service environment parameters include dynamic factors such as ambient temperature, average wind speed, and seismic acceleration, used to quantify the impact of external forces.

[0039] Step S200: Construct a model based on basic parameters. Establish a three-dimensional model based on the geometric and mechanical relationship of the highway bridge and determine the boundary support form and load application area according to the bridge bearing constraint conditions to obtain the three-dimensional mechanical model of the bridge.

[0040] It should be noted that this step transforms abstract geometric data into a computable mechanical entity. By appropriately setting support constraints, such as fixed hinge supports or rigid frame connections, it simulates actual support behavior, ensuring that the model can accurately reflect the boundary conditions of the bridge under load. In practical applications, the diversity of bridge support forms requires the model to be adapted to specific structural types to avoid calculation errors introduced by improper simplification.

[0041] Step S300: Perform load mode analysis based on the three-dimensional mechanical model of the bridge. By spatially allocating the standard value of dead load with the dynamic effect of live load based on the number of lanes and the load action area, the total load value is obtained.

[0042] Understandably, this step takes into account both the stability of dead loads and the variability of live loads, and especially uses the distribution of lane numbers to simulate the actual action mode of traffic loads, making the load calculation closer to the traffic characteristics of highway bridges.

[0043] Step S400: Solve the stress field based on the total load value and the three-dimensional mechanical model of the bridge. Obtain stress and strain distribution data by calculating the stress and strain distribution of the mid-span section of the main beam and the section of the pier-beam connection area.

[0044] It should be noted that this step focuses on the most stress-sensitive areas of the bridge, using numerical methods to analyze the internal response under load in order to identify potential high-stress regions. During long-term use, these critical sections of highway bridges are prone to fatigue damage due to repeated loading; accurate stress-strain analysis helps in the early detection of structural weaknesses.

[0045] Step S500: Calculate the ultimate bearing capacity based on the stress-strain distribution data, evaluate the bearing capacity based on the relationship between the allowable stress and the maximum stress of the material, and obtain the ultimate bearing capacity value of the bridge.

[0046] Understandably, this step transforms the stress analysis results into load-bearing capacity indicators, and determines the safety margin of the structure by comparing the allowable stress of the material with the actual maximum stress.

[0047] Step S600: Based on the service life and current degree of damage, the ultimate bearing capacity value of the bridge is corrected to obtain the bearing capacity assessment result of the highway bridge.

[0048] It should be noted that this step incorporates the influence of time and damage state, adjusting the theoretical bearing capacity by quantifying the aging effect to better reflect the actual service conditions of bridges. Highway bridges accumulate damage over long periods in the environment; ignoring this factor may lead to overly optimistic assessment results. This corrective treatment helps provide a more conservative and reliable safety judgment.

[0049] Further, step S200 includes steps S210 to S230.

[0050] Step S210: Based on the bridge structural dimension parameters, perform geometric model construction processing. By extracting the control point coordinates and cross-sectional contour information of the main beam, piers and bridge deck system and generating parametric geometric entities, a parametric geometric model of the bridge is obtained.

[0051] Step S220: Assign mechanical properties based on the parametric geometric model of the bridge and the physical and mechanical parameters of the materials. By assigning the elastic modulus of concrete and the yield strength of steel bars to the corresponding geometric solid elements, the preliminary mechanical model of the bridge is obtained.

[0052] Step S230: Based on the preliminary mechanical model of the bridge, the boundary and load conditions are set. Based on the bridge bearing design drawings, the bearing constraints are simplified to fixed hinge bearings, sliding bearings or rigid frame connections. The road surface area is set as the uniformly distributed load application surface to obtain the three-dimensional mechanical model of the bridge.

[0053] Specifically, step S210 first constructs a geometric model based on the bridge's structural dimensions. It extracts the control point coordinates and cross-sectional contour information of core components such as the main beam, piers, and bridge deck system from the original measurement data, thus obtaining a parametric geometric model of the bridge. This provides flexibility for subsequent adjustments and analysis, especially suitable for T-beams and box girders, which are common but vary in size in highway bridges. Step S220 associates the geometric model with the physical and mechanical properties of the materials, assigning mechanical property values. Specifically, it assigns parameters obtained through experiments, such as the elastic modulus of concrete and the yield strength of steel reinforcement, to the corresponding geometric entities constructed earlier. This transforms the model, which originally only had shape, into a model that reflects the actual mechanical behavior of the materials, thus creating a preliminary mechanical model of the bridge that can initially reflect the structural stiffness and strength. Step S230 addresses the force and load transmission characteristics of highway bridges by setting boundary and load conditions for the preliminary model. Based on the bearing design drawings, the complex actual bearing structure is simplified into ideal constraint forms such as fixed hinge bearings, sliding bearings, or rigid frame connections suitable for mechanical calculations. Simultaneously, the road surface area is explicitly designated as the application surface for uniformly distributed loads. The final result is a three-dimensional mechanical model of the bridge that is suitable for accurate mechanical analysis and closely reflects engineering realities.

[0054] Further, step S300 includes steps S310 to S330.

[0055] Step S310: Extract load values ​​based on the three-dimensional mechanical model of the bridge. By extracting and setting the dead load foundation value, live load foundation value and additional load foundation value, the basic load values ​​acting on the bridge structure are obtained.

[0056] Step S320: Determine the load correction coefficient based on the bridge service environment parameters and actual traffic demand. By assigning a dead load correction coefficient to the dead load base value, a live load dynamic correction coefficient that is dynamically adjusted according to the type and flow of passing vehicles to the live load base value, and an environmental correction coefficient to the additional load base value, the correction coefficients for each load item are obtained.

[0057] Step S330: Perform total load synthesis processing based on the basic load values ​​and the correction coefficients of each load item. By combining each basic load value with its corresponding correction coefficient, the final total load value is obtained.

[0058] Specifically, such as Figure 4As shown, step S310 first extracts load values ​​based on the three-dimensional mechanical model of the bridge. It extracts and sets the base values ​​for dead load, live load, and additional load from the bridge design standards and actual traffic requirements. These base values ​​represent the baseline values ​​of the bridge's self-weight and permanent load, traffic live load, and environmental additional loads such as temperature, wind, and earthquakes, thus obtaining the basic load values ​​acting on the bridge structure. Step S320 addresses the dynamic factors in the actual operation of highway bridges by determining load correction coefficients based on the bridge's service environment parameters and actual traffic requirements. An adjusted dead load correction coefficient is assigned to the dead load base value to account for construction deviations or material changes, and a corresponding coefficient is assigned to the live load base value. A dynamic correction coefficient for live load is dynamically adjusted based on the type of traffic vehicles (e.g., the proportion of large trucks) and traffic flow (e.g., peak-hour traffic) to reflect the variability of traffic load. An environmental correction coefficient for additional loads, calculated from environmental parameters (e.g., temperature difference, wind speed, seismic acceleration), is assigned to the base value of the additional load to quantify the impact of the external environment, thus obtaining the correction coefficients for each load item. Finally, step S330 performs total load synthesis processing based on the results of the first two steps. This is done by combining each base load value with its corresponding correction coefficient, i.e., integrating the corrected contributions of dead load, live load, and additional loads through weighted superposition. This integration is then used to establish a load calculation formula, which is solved to obtain the final total load value. This process improves the realism of the load representation and the reliability of the evaluation results. The load calculation formula is as follows:

[0059] ;

[0060] In the formula, This is the total load value. This is the value for the permanent load foundation. This is the correction factor for dead load. This is the live load base value. This is the live load dynamic correction factor. The additional load base value, This is an environmental correction factor for additional loads. Further, there is a dead load correction factor. The value range is 1.0-1.05, and the live load dynamic correction coefficient is... The value is dynamically adjusted based on the type and flow of vehicles passing over the bridge, ranging from 1.1 to 1.5. Furthermore, the additional loads include temperature stress loads, wind loads, and seismic loads, with an environmental correction factor for the additional loads. Calculated using the following formula:

[0061] ;

[0062] In the formula, This is an additional load environmental correction factor. This is the temperature influence coefficient. This is the difference between the ambient temperature and the standard temperature. The wind load influence factor is... The average wind speed, This is the earthquake influence coefficient. This refers to earthquake acceleration.

[0063] Further, step S400 includes steps S410 to S430.

[0064] Step S410: Perform load-model mapping processing based on the total load value. By applying the total load to the load application area of ​​the bridge's three-dimensional mechanical model according to the actual distribution, the calculation model is obtained.

[0065] Step S420: Based on the calculation model, key sections are identified and processed. By analyzing the stress concentration effect under the bending moment and shear force of the target highway bridge, the key analysis objects are obtained.

[0066] Step S430: Perform stress and strain distribution calculations based on the key analysis objects. Solve the stress and strain field distribution characteristics of each key section under load using the finite element numerical simulation method to obtain stress and strain distribution data.

[0067] Specifically, step S410 first performs load-model mapping processing based on the total load value. The calculated total load is precisely applied to the pre-defined load application area in the previously constructed three-dimensional mechanical model of the bridge according to its actual distribution form on the bridge structure, such as uniformly distributed load or concentrated load, thereby obtaining a calculation model containing real load boundary conditions. Based on this, step S420 identifies key sections according to the stress characteristics of highway bridges and the calculation model. By analyzing the distribution of bending moment and shear force mainly borne by the bridge under live loads such as vehicle traffic, the parts with significant stress concentration effects (stress concentration effect refers to the phenomenon that the stress value is significantly higher than the average level near the abrupt change in structural shape or the load application point) are identified, such as the mid-span section of the main beam and the section of the pier-beam connection area, thereby determining the key analysis objects that need to be analyzed in detail. Finally, step S430 performs stress and strain distribution calculation processing based on the identified key analysis objects. Through the finite element numerical simulation method, the bridge structure is discretized into small elements and the stress and strain field distribution characteristics of each key section under load are solved. Preferably, the finite element analysis method is implemented using ANSYS software, with tetrahedral elements used for mesh generation, and the element size not exceeding 0.5m. This method can effectively capture the local stress changes caused by the complex geometry and material inhomogeneity of highway bridges, obtaining detailed and reliable stress-strain distribution data, providing an accurate basis for subsequent load-bearing capacity assessment.

[0068] Further, step S500 includes steps S510 to S530.

[0069] Step S510: Extract and process bearing capacity assessment parameters based on stress and strain distribution data. By identifying the correspondence between the allowable stress value of the material in each analysis area and the actual maximum stress and maximum strain, the core parameter set for bearing capacity calculation is obtained.

[0070] Step S520: Integrate the cross-sectional geometric properties and material properties based on the core parameter set, and establish complete input conditions for load-bearing capacity assessment by combining the cross-sectional area and material elastic modulus of the corresponding analysis region.

[0071] Step S530: Perform numerical evaluation of ultimate bearing capacity based on complete input conditions. By combining the difference between the allowable stress and the maximum stress of the material with the product of the cross-sectional area and the elastic modulus, and by converting it based on the maximum strain relationship, the ultimate bearing capacity value of the bridge is obtained.

[0072] Specifically, such as Figure 5 As shown, step S510 first extracts bearing capacity assessment parameters based on stress-strain distribution data. It identifies the allowable stress, actual maximum stress, and maximum strain values ​​of each analysis region (such as key sections) from the stress-strain data obtained from finite element analysis, and establishes the correspondence between them, thus obtaining a core parameter set for bearing capacity calculation that includes the relationship between material strength limit and actual response. Step S520 integrates the cross-sectional geometric properties and material properties based on this core parameter set. It combines the cross-sectional area of ​​the corresponding analysis region with the material elastic modulus. The cross-sectional area reflects the geometric resistance characteristics of the structure, while the material elastic modulus characterizes the stiffness performance of the material. The integration of these two provides complete input conditions covering both geometric and material properties for bearing capacity assessment. Step S530 performs numerical assessment of the ultimate bearing capacity based on the established complete input conditions. It combines the difference between the allowable stress and the actual maximum stress with the product of the cross-sectional area and the material elastic modulus, and performs a conversion based on the maximum strain relationship. Essentially, this process amplifies the bearing capacity margin represented by the stress difference through cross-sectional geometry and material stiffness, and then standardizes it according to deformation capacity, ultimately obtaining the ultimate bearing capacity value of the bridge. The established bearing capacity assessment formula is expressed as follows:

[0073] ;

[0074] In the formula, This represents the ultimate bearing capacity of the bridge. This represents the allowable stress value of the material. For maximum stress, For maximum strain, For the critical cross-sectional area, This refers to the elastic modulus of concrete. Further, it refers to the allowable stress value of the material. Based on the material type and bridge design specifications, for C30 concrete, The value is 15MPa; for HRB400 steel bars, The value is 340 MPa.

[0075] Further, step S600 includes steps S610 to S630.

[0076] Step S610: Quantify the damage effect based on the damage detection data. By detecting and analyzing the damage status of key parts of the bridge and establishing a quantitative relationship between the degree of damage and the bearing capacity attenuation, the annual damage attenuation coefficient is obtained.

[0077] Step S620: Based on the annual damage attenuation coefficient and the actual service life of the bridge, a comprehensive evaluation of the service status is carried out. By combining the time factor with the damage effect, a bearing capacity attenuation model is constructed to obtain the overall attenuation status of the bridge's bearing capacity.

[0078] Step S630: Adjust the bearing capacity state of the ultimate bearing capacity value according to the overall attenuation state. By mapping the attenuation state to the ultimate bearing capacity value, the timeliness correction of the bearing capacity is realized, and the bearing capacity assessment result of the highway bridge is obtained.

[0079] Specifically, step S610 first quantifies the damage effect based on the damage detection data, and analyzes the damage status of key parts of the bridge (such as the mid-span of the main beam or the pier-beam connection area). By establishing a quantitative relationship between the degree of damage and the bearing capacity decay, the annual damage decay coefficient is obtained. This coefficient characterizes the proportion of the bearing capacity that decreases each year due to damage such as material aging and cracks. Based on this, step S620 performs a comprehensive service status assessment based on the annual damage decay coefficient and the actual service life of the bridge. By combining the time factor with the damage effect, a linear decay model is constructed to obtain the overall decay status of the bridge's bearing capacity, reflecting the cumulative aging and damage effects under long-term service. Finally, step S630 adjusts the ultimate bearing capacity value based on the overall decay status. By mapping the decay status to the ultimate bearing capacity value, the bearing capacity is adjusted in a timely manner, ultimately obtaining a highway bridge bearing capacity assessment result that is more in line with the actual service conditions. This approach ensures that the assessment process quantifies both the immediate effects of damage and integrates cumulative degradation over time. In highway bridge scenarios, it effectively addresses assessment bias caused by neglecting long-term service damage, thus improving the accuracy and reliability of the assessment results. Preferably, the correction process is achieved by establishing a damage correction formula, which is:

[0080] ;

[0081] In the formula, For the final bearing capacity assessment results, This represents the ultimate bearing capacity of the bridge. The annual damage attenuation coefficient is . This represents the actual service life of the bridge. Furthermore, the annual damage attenuation coefficient... Determined in the following ways:

[0082] The extent of damage to key parts of the bridge was assessed to determine the percentage of damaged area. ,but:

[0083] ;

[0084] In the formula, The annual damage attenuation coefficient is . This represents the percentage of damaged area in key parts of the bridge. The value range is 0-0.2.

[0085] Preferably, after obtaining the load-bearing capacity assessment results of the highway bridge, this application also discloses a technical solution for making a safety determination of the assessment results and generating decision recommendations.

[0086] Step S700: Compare the final bearing capacity assessment result with the preset bearing capacity safety threshold. If the assessment result is greater than or equal to the safety threshold, the bridge is determined to meet the traffic requirements. If the assessment result is less than the safety threshold, a bearing capacity improvement suggestion report is generated. The safety threshold is determined according to the bridge design load level and is 90% of the design bearing capacity value.

[0087] Example 2:

[0088] This embodiment takes a newly built C30 concrete simply supported beam bridge as an example to conduct load-bearing capacity assessment and safety determination.

[0089] First, basic parameters were collected. The bridge's structural dimensions were acquired using laser scanning technology. The main girder span is 20m, with a T-shaped cross-section, a web thickness of 0.2m, a flange width of 1.8m, and a girder height of 1.2m. The acquisition accuracy was ±0.08mm. Material physical and mechanical parameters were obtained through laboratory tests. The C30 concrete compressive strength is 30MPa, and the allowable stress value is 15MPa. The HRB400 steel reinforcement has a tensile strength of 400MPa, and the allowable stress value is 340MPa. Service environment parameters: ambient temperature 25℃ (standard temperature 20℃), average wind speed 2.5m / s, and the seismic acceleration in the area is 0.1g, with no significant damage.

[0090] Based on the above parameters, a three-dimensional mechanical model of the bridge was constructed using ANSYS software. The boundary constraints were set to be fixed at the simply supported ends, and the load application area was the entire range of the top surface of the flange.

[0091] In the load calculation process, the dead load foundation value is 250 kN / m (including the self-weight of the beam and the weight of the bridge deck pavement), and the dead load correction factor is 1.02 (range 1.0-1.05); the live load foundation value is 120 kN / m (according to the Highway-I load standard), the bridge traffic is mainly small cars with moderate flow, and the live load dynamic correction factor is 1.2 (range 1.1-1.5); the additional load foundation value is 30 kN / m (including temperature stress, wind load, and seismic load), and the temperature influence coefficient is taken as 0.002 / ℃, the wind load influence coefficient as 0.01, and the seismic influence coefficient as 0.03. The calculation result of the additional load environmental correction factor is as follows:

[0092] ;

[0093] In the formula, This is the environmental correction factor for additional loads.

[0094] The total load value is calculated as follows:

[0095] ;

[0096] In the formula, This represents the total load value.

[0097] Substituting the total load value into the 3D model, and using tetrahedral elements with an element size of 0.4m, finite element analysis revealed that the maximum stress at the critical section (mid-span section) was 8MPa, and the maximum strain was... The critical cross-sectional area is 0.42m². 2 The elastic modulus of concrete is 3.0 × 10⁻⁶. 4 MPa.

[0098] The final ultimate bearing capacity of the bridge, calculated according to the bearing capacity assessment formula, is 176,400 kN.

[0099] The bridge's actual service life was 1 year, and the percentage of damaged areas in key components was as follows. Annual damage attenuation coefficient Final bearing capacity assessment results .

[0100] The preset safety threshold for bearing capacity is 90% of the design bearing capacity. The design bearing capacity of this bridge is 180,000 kN. The safety threshold = 180,000 × 90% = 162,000 kN. The bearing capacity assessment result = 176,223.6 kN ≥ 162,000 kN, therefore the bridge is deemed to meet the traffic requirements. The implementation results and effects are shown in Table 1 below:

[0101] Table 1. Results and Effects of Implementation of Example 2

[0102]

[0103] This embodiment is for newly built bridges. The bearing capacity results calculated by the method of the present invention are in high agreement with the design value, and the error is controlled within 3%. This verifies the accuracy of the method in the bearing capacity assessment of newly built bridges and can quickly determine the initial traffic safety of the bridge.

[0104] Example 3:

[0105] This embodiment uses a steel continuous beam bridge that has been in service for 10 years as an example to evaluate its load-bearing capacity and determine its safety.

[0106] First, basic parameters were collected. The bridge structure dimensions were acquired via laser scanning. The span combination was 30m+40m+30m, the steel box girder cross-section width was 12m, the height was 2.0m, and the web thickness was 0.16m. The acquisition accuracy was ±0.09mm. The physical and mechanical parameters of the materials were obtained through laboratory tests. The yield strength of the Q355 steel structure was 355MPa, and the allowable stress value of the material was 235MPa. The service environment parameters were: ambient temperature 18℃ (standard temperature 20℃), average wind speed 3.8m / s, seismic acceleration 0.15g, and the damage area ratio of key parts (near the support) was 0.05.

[0107] Based on the above parameters, the model was constructed using ANSYS software, with boundary constraints consisting of fixed ends and sliding supports, and the load application area being the bridge deck lane range.

[0108] In the load calculation process, the dead load foundation value is 400 kN / m, and the dead load correction factor is 1.03; the live load foundation value is 180 kN / m (highway-Class I load, including large truck traffic), and the live load dynamic correction factor is 1.4; the additional load foundation value is 50 kN / m, and the environmental correction factors for the additional load are calculated as follows: temperature influence factor is 0.0015 / ℃, wind load influence factor is 0.012, earthquake influence factor is 0.04, and the calculation results for the environmental correction factors for the additional load are as follows:

[0109] ;

[0110] In the formula, This is the environmental correction factor for additional loads.

[0111] The total load value is calculated as follows:

[0112] ;

[0113] In the formula, This represents the total load value.

[0114] The mesh was generated using tetrahedral elements with an element size of 0.5m. Finite element analysis revealed that the maximum stress at the critical section (mid-span) was 150MPa, and the maximum strain was... The critical cross-sectional area is 2.51m². 2 The elastic modulus of the steel structure is 2.06 × 10⁻⁶. 5 MPa.

[0115] The final ultimate bearing capacity of the bridge, calculated using the bearing capacity assessment formula, is 689200 kN.

[0116] The bridge's actual service life is 10 years, and its annual damage attenuation coefficient is... Final bearing capacity assessment results .

[0117] The target bridge's design bearing capacity is 700,000 kN, the safety threshold is 700,000 × 90% = 630,000 kN, and the bearing capacity assessment result is 680,585 kN ≥ 630,000 kN. Therefore, the bridge is deemed to meet the traffic requirements, but regular inspections are necessary. The implementation results and effects are shown in Table 2 below.

[0118] Table 2 Results and Effects of Implementation of Example 3

[0119]

[0120] This embodiment targets steel structure bridges that have been in service for 10 years. The damage correction formula fully considers the impact of structural aging and local damage. The calculation results not only avoid the waste of resources caused by excessive conservatism, but also prevent the safety hazards caused by ignoring damage, providing an accurate basis for the operation and maintenance decisions of existing bridges.

[0121] Example 4:

[0122] This embodiment takes a reinforced concrete continuous rigid frame bridge that has been in service for 20 years as an example to conduct load-bearing capacity assessment, safety determination, and suggestions for improving load-bearing capacity.

[0123] First, basic parameters were collected. The bridge structural dimensions were acquired using laser scanning, with a span combination of 40m+60m+40m, a box girder cross-section width of 10m, and a beam height ranging from 3.5m (mid-span) to 6.0m (root). The acquisition accuracy was ±0.1mm. The physical and mechanical parameters of the materials were obtained through laboratory tests. The compressive strength of C30 concrete was 28MPa, and the allowable stress value of the material was 15MPa. The tensile strength of HRB400 steel reinforcement was 340MPa. Service environment parameters included an ambient temperature of 30℃ (standard temperature 20℃), an average wind speed of 4.2m / s, a seismic acceleration of 0.2g, and a damage area ratio of 0.12% for critical components.

[0124] Based on the above parameters, the model was constructed using ANSYS software, with the boundary constraints being fixed at the rigid frame ends, and the load application area being the bridge deck's driving lanes and sidewalks.

[0125] In the load calculation process, the dead load foundation value is 80 kN / m, and the dead load correction factor is 1.04; the live load foundation value is 150 kN / m (highway-Class I load, frequent passage of large trucks), and the live load dynamic correction factor is 1.5; the additional load foundation value is 60 kN / m, with a temperature influence factor of 0.002 / ℃, a wind load influence factor of 0.015, and a seismic influence factor of 0.05. The environmental correction factor for the additional load is calculated as follows:

[0126] ;

[0127] In the formula, This is the environmental correction factor for additional loads.

[0128] The total load value is calculated as follows:

[0129] ;

[0130] In the formula, This represents the total load value.

[0131] Substituting the total load value into the 3D model, and using tetrahedral elements with a mesh size of 0.45m, finite element analysis revealed that the maximum stress at the critical section (root of the main pier) was 13MPa, and the maximum strain was... The critical cross-sectional area is 5.28m². 2 The elastic modulus of concrete is 3.0 × 10⁻⁶. 4 MPa.

[0132] The final ultimate bearing capacity of the bridge, calculated according to the bearing capacity assessment formula, is 396,000 kN.

[0133] The bridge's actual service life is 10 years, and its annual damage attenuation coefficient is... , .

[0134] The design bearing capacity is 420,000 kN, and the safety threshold is 420,000 × 90% = 378,000 kN. The bearing capacity assessment result is 383,328 kN, slightly higher than the safety threshold. However, considering the cumulative damage during subsequent service, a bearing capacity improvement recommendation report is generated: Strengthen key areas (main pier base, mid-span section) with bonded steel plates to improve the flexural bearing capacity of the section; clean and repave damaged pavement to reduce stress concentration caused by uneven load distribution; enhance environmental protection by applying rust prevention treatment to exposed reinforcing bars to reduce the annual damage attenuation coefficient; shorten the inspection cycle to 6 months / time for real-time monitoring of damage development. The implementation results and effects are shown in Table 3 below.

[0135] Table 3 Results and Effects of Example 4

[0136]

[0137] This embodiment targets bridges that have been in service for 20 years, have some damage, and bear heavy traffic loads. The method of this invention not only accurately calculates the current bearing capacity status, but also identifies potential safety risks by comparing safety thresholds. The generated targeted improvement suggestions are operable and can effectively extend the service life of the bridge and ensure traffic safety, demonstrating the practical value of the method in the assessment and renovation of existing bridges.

[0138] Example 5:

[0139] like Figure 2 As shown in the figure, this embodiment provides a system for calculating the bearing capacity of highway bridges. The system includes:

[0140] The acquisition module 901 is used to acquire the basic parameters of the target highway bridge, including the bridge structural dimensions, material physical and mechanical parameters, and bridge service environment parameters.

[0141] Module 902 is used to build a model based on basic parameters. It establishes a three-dimensional model based on the geometric and mechanical relationship of the highway bridge and determines the boundary support form and load application area according to the bridge bearing constraint conditions to obtain a three-dimensional mechanical model of the bridge.

[0142] Analysis module 903 is used to perform load mode analysis based on the three-dimensional mechanical model of the bridge. It obtains the total load value by spatially allocating the standard value of dead load with the dynamic effect of live load based on the number of lanes and the load action area.

[0143] The solver module 904 is used to solve the stress field based on the total load value and the three-dimensional mechanical model of the bridge. By calculating the stress and strain distribution of the main beam mid-span section and the pier-beam connection area section, stress and strain distribution data are obtained.

[0144] The calculation module 905 is used to calculate the ultimate bearing capacity based on stress-strain distribution data, evaluate the bearing capacity based on the relationship between the material's allowable stress and maximum stress, and obtain the ultimate bearing capacity value of the bridge.

[0145] The correction module 906 corrects the ultimate bearing capacity value of the bridge based on its service life and current degree of damage, and obtains the bearing capacity assessment result of the highway bridge.

[0146] In one specific embodiment of this application, the construction module 902 includes:

[0147] The first building unit is used to construct a geometric model based on the structural dimensions of the bridge. It extracts the coordinates of the control points and the cross-sectional contour information of the main beam, piers and bridge deck system and generates parametric geometric entities to obtain the parametric geometric model of the bridge.

[0148] The second building unit is used to assign mechanical properties based on the parametric geometric model of the bridge and the physical and mechanical parameters of the materials. By assigning the elastic modulus of concrete and the yield strength of steel bars to the corresponding geometric solid units, the preliminary mechanical model of the bridge is obtained.

[0149] The third building unit is used to set boundary and load conditions based on the preliminary mechanical model of the bridge. Based on the bridge bearing design drawings, the bearing constraints are simplified to fixed hinge bearings, sliding bearings or rigid frame connections, and the road surface area of ​​the driving lane is set as the uniformly distributed load application surface to obtain the three-dimensional mechanical model of the bridge.

[0150] In one specific embodiment of this application, the analysis module 903 includes:

[0151] The first analysis unit is used to extract load values ​​based on the three-dimensional mechanical model of the bridge. By extracting and setting the dead load foundation value, live load foundation value and additional load foundation value, the basic load values ​​acting on the bridge structure are obtained.

[0152] The second analysis unit is used to determine the load correction coefficient based on the bridge service environment parameters and actual traffic demand. By assigning a dead load correction coefficient to the dead load base value, a live load dynamic correction coefficient that is dynamically adjusted according to the type and flow of passing vehicles to the live load base value, and an environmental correction coefficient to the additional load base value, the correction coefficients for each load item are obtained.

[0153] The third analysis unit is used to perform total load synthesis processing based on the basic load values ​​and the correction coefficients of each load item. By combining each basic load value with its corresponding correction coefficient, the final total load value is obtained.

[0154] In one specific embodiment of this application, the solving module 904 includes:

[0155] The first solution unit is used to perform load-model mapping based on the total load value. By applying the total load to the load application area of ​​the bridge's three-dimensional mechanical model according to the actual distribution, the calculation model is obtained.

[0156] The second solution unit is used to identify key sections based on the calculation model. By analyzing the stress concentration effect under bending moment and shear force on the target highway bridge, the key analysis objects are obtained.

[0157] The third solution unit is used to calculate the stress and strain distribution based on the key analysis object. It uses the finite element numerical simulation method to solve the stress and strain field distribution characteristics of each key section under load, and obtains stress and strain distribution data.

[0158] In one specific embodiment of this application, the computing module 905 includes:

[0159] The first calculation unit is used to extract and process bearing capacity assessment parameters based on stress and strain distribution data. By identifying the correspondence between the allowable stress value of the material in each analysis area and the actual maximum stress and maximum strain, the core parameter set for bearing capacity calculation is obtained.

[0160] The second calculation unit is used to integrate the cross-sectional geometric properties and material properties based on the core parameter set. By combining the cross-sectional area and material elastic modulus of the corresponding analysis region, it establishes complete input conditions for load-bearing capacity assessment.

[0161] The third calculation unit is used to perform numerical evaluation of the ultimate bearing capacity based on the complete input conditions. It combines the difference between the allowable stress and the maximum stress of the material with the product of the cross-sectional area and the elastic modulus, and performs conversion based on the maximum strain relationship to obtain the ultimate bearing capacity value of the bridge.

[0162] In one specific embodiment of this application, the correction module 906 includes:

[0163] The first correction unit is used to quantify the damage effect based on the damage detection data. By detecting and analyzing the damage status of key parts of the bridge and establishing a quantitative relationship between the degree of damage and the bearing capacity attenuation, the annual damage attenuation coefficient is obtained.

[0164] The second correction unit is used to comprehensively evaluate the service status based on the annual damage attenuation coefficient and the actual service life of the bridge. By combining the time factor with the damage effect, a bearing capacity attenuation model is constructed to obtain the overall attenuation status of the bridge's bearing capacity.

[0165] The third correction unit is used to adjust the bearing capacity state of the ultimate bearing capacity value according to the overall attenuation state. By mapping the attenuation state to the ultimate bearing capacity value, the timeliness correction of the bearing capacity is realized, and the bearing capacity assessment result of the highway bridge is obtained.

[0166] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A method of calculating the load carrying capacity of a highway bridge, characterized in that, include: Obtain the basic parameters of the target highway bridge, including bridge structural dimensional parameters, material physical and mechanical parameters, and bridge service environment parameters; The model is constructed based on the basic parameters. A three-dimensional model is established based on the geometric and mechanical relationship of the highway bridge. The boundary support form and load application area are determined according to the bridge bearing constraint conditions to obtain the three-dimensional mechanical model of the bridge. Based on the three-dimensional mechanical model of the bridge, load mode analysis was performed. The total load value was obtained by spatially allocating the standard value of dead load with the dynamic effect of live load based on the number of lanes and the load action area. The stress field is solved based on the total load value and the three-dimensional mechanical model of the bridge. The stress and strain distribution data are obtained by calculating the stress and strain distribution of the main beam mid-span section and the pier-beam connection area section. The ultimate bearing capacity is calculated based on the stress-strain distribution data, and the bearing capacity is evaluated based on the relationship between the material's allowable stress and maximum stress, thus obtaining the bridge's ultimate bearing capacity value. The ultimate bearing capacity value of the bridge is corrected based on its service life and current degree of damage to obtain the bearing capacity assessment result of the highway bridge. Among them, load mode analysis is performed based on the three-dimensional mechanical model of the bridge. The total load value is obtained by spatially allocating the standard value of dead load with the dynamic effect of live load based on the number of lanes and the load action area. This includes: The load values ​​are extracted based on the three-dimensional mechanical model of the bridge. By extracting and setting the dead load foundation value, live load foundation value and additional load foundation value, the basic load values ​​acting on the bridge structure are obtained. The load correction coefficients are determined based on the bridge service environment parameters and actual traffic demand. The correction coefficients for each load item are obtained by assigning a dead load correction coefficient to the dead load base value, a live load dynamic correction coefficient that is dynamically adjusted according to the type and flow of passing vehicles to the live load base value, and an environmental correction coefficient to the additional load base value. The total load is synthesized by combining the basic load values ​​with the correction coefficients of each load item. The final total load value is obtained by combining each basic load value with its corresponding correction coefficient.

2. The method of claim 1, wherein, Based on the aforementioned basic parameters, a model is constructed. A three-dimensional model is established based on the geometric and mechanical relationships of the highway bridge, and the boundary support form and load application area are determined according to the bridge bearing constraint conditions, resulting in a three-dimensional mechanical model of the bridge, including: Based on the bridge structural dimensional parameters, a geometric model is constructed. By extracting the control point coordinates and cross-sectional contour information of the main beam, piers, and bridge deck system, and generating parametric geometric entities, a parametric geometric model of the bridge is obtained. Based on the parametric geometric model of the bridge and the physical and mechanical parameters of the materials, mechanical properties are assigned. By assigning the elastic modulus of concrete and the yield strength of steel bars to the corresponding geometric solid elements, a preliminary mechanical model of the bridge is obtained. Based on the preliminary mechanical model of the bridge, boundary and load conditions are set. Based on the bridge bearing design drawings, the bearing constraints are simplified to fixed hinge bearings, sliding bearings or rigid frame connections. The road surface area is set as the uniformly distributed load application surface to obtain the three-dimensional mechanical model of the bridge.

3. The method of claim 1, wherein, Based on the total load value and the three-dimensional mechanical model of the bridge, the stress field is solved. By calculating the stress and strain distribution of the main beam mid-span section and the pier-beam connection area section, stress and strain distribution data are obtained, including: Based on the total load value, load-model mapping is performed. By applying the total load to the load application area of ​​the three-dimensional mechanical model of the bridge in the actual distribution form, the calculation model is obtained. Based on the calculation model, key sections are identified, and the key analysis objects are obtained by analyzing the stress concentration effect under bending moment and shear force on the target highway bridge. The stress and strain distribution is calculated based on the key analysis object. The stress and strain field distribution characteristics of each key section under load are solved by the finite element numerical simulation method to obtain stress and strain distribution data.

4. The method of claim 1, wherein, The ultimate bearing capacity is calculated based on the stress-strain distribution data. The bearing capacity is evaluated based on the relationship between the allowable stress and the maximum stress of the material, resulting in the ultimate bearing capacity value of the bridge, including: Based on the stress-strain distribution data, the bearing capacity assessment parameters are extracted and processed. By identifying the correspondence between the allowable stress value of the material in each analysis region and the actual maximum stress and maximum strain, the core parameter set for bearing capacity calculation is obtained. Based on the core parameter set, the cross-sectional geometric properties and material properties are integrated, and the complete input conditions for load-bearing capacity assessment are established by combining the cross-sectional area and material elastic modulus of the corresponding analysis region. The ultimate bearing capacity is numerically evaluated based on the complete input conditions. The difference between the allowable stress and the maximum stress of the material is combined with the product of the cross-sectional area and the elastic modulus, and then converted based on the maximum strain relationship to obtain the ultimate bearing capacity value of the bridge.

5. A system for calculating the load capacity of a highway bridge, characterized by include: The acquisition module is used to acquire the basic parameters of the target highway bridge, including bridge structural dimensional parameters, material physical and mechanical parameters, and bridge service environment parameters. The construction module is used to construct the model based on the basic parameters, establish a three-dimensional model based on the geometric and mechanical relationship of the highway bridge, and determine the boundary support form and load application area according to the bridge bearing constraint conditions to obtain the three-dimensional mechanical model of the bridge. The analysis module is used to perform load mode analysis based on the three-dimensional mechanical model of the bridge. It obtains the total load value by spatially allocating the standard value of dead load with the dynamic effect of live load based on the number of lanes and the load action area. The solution module is used to solve the stress field based on the total load value and the three-dimensional mechanical model of the bridge. By calculating the stress and strain distribution of the mid-span section of the main beam and the section of the pier-beam connection area, stress and strain distribution data are obtained. The calculation module is used to calculate the ultimate bearing capacity based on the stress-strain distribution data, evaluate the bearing capacity based on the relationship between the allowable stress and the maximum stress of the material, and obtain the ultimate bearing capacity value of the bridge. The correction module corrects the ultimate bearing capacity value of the bridge based on its service life and current degree of damage, thereby obtaining the bearing capacity assessment result of the highway bridge. The analysis module includes: The first analysis unit is used to extract load values ​​based on the three-dimensional mechanical model of the bridge. By extracting and setting the dead load foundation value, live load foundation value and additional load foundation value, the basic load values ​​acting on the bridge structure are obtained. The second analysis unit is used to determine the load correction coefficient based on the bridge service environment parameters and actual traffic demand. By assigning a dead load correction coefficient to the dead load base value, a live load dynamic correction coefficient that is dynamically adjusted according to the type and flow of passing vehicles to the live load base value, and an environmental correction coefficient to the additional load base value, the correction coefficients for each load item are obtained. The third analysis unit is used to perform total load synthesis processing based on the basic load values ​​and the correction coefficients of each load item. By combining each basic load value with its corresponding correction coefficient, the final total load value is obtained.

6. The highway bridge load carrying capacity calculation system of claim 5, wherein, The building module includes: The first construction unit is used to perform geometric model construction processing based on the bridge structural dimension parameters. By extracting the control point coordinates and cross-sectional contour information of the main beam, piers and bridge deck system and generating parametric geometric entities, a parametric geometric model of the bridge is obtained. The second building unit is used to assign mechanical property values ​​to the parametric geometric model of the bridge and the physical and mechanical parameters of the materials. By assigning the material parameters of the elastic modulus of concrete and the yield strength of steel bars to the corresponding geometric solid units, a preliminary mechanical model of the bridge is obtained. The third construction unit is used to set boundary and load conditions based on the preliminary mechanical model of the bridge. Based on the bridge bearing design drawings, the bearing constraints are simplified to fixed hinge bearings, sliding bearings or rigid frame connections, and the road surface area of ​​the driving lane is set as the uniformly distributed load application surface to obtain the three-dimensional mechanical model of the bridge.

7. The highway bridge load carrying capacity calculation system of claim 5, wherein, The solution module includes: The first solution unit is used to perform load-model mapping processing based on the total load value. By applying the total load to the load application area of ​​the three-dimensional mechanical model of the bridge according to the actual distribution, a calculation model is obtained. The second solution unit is used to identify key sections based on the calculation model and obtain the key analysis objects by analyzing the stress concentration effect under the bending moment and shear force of the target highway bridge. The third solution unit is used to perform stress and strain distribution calculations based on the key analysis object. It uses the finite element numerical simulation method to solve the stress and strain field distribution characteristics of each key section under load, and obtains stress and strain distribution data.

8. The highway bridge load carrying capacity calculation system of claim 5, wherein, The computing module includes: The first calculation unit is used to extract and process bearing capacity assessment parameters based on the stress and strain distribution data. By identifying the correspondence between the allowable stress value of the material in each analysis area and the actual maximum stress and maximum strain, the core parameter set for bearing capacity calculation is obtained. The second calculation unit is used to integrate the cross-sectional geometric properties and material properties according to the core parameter set, and to establish complete input conditions for load-bearing capacity assessment by combining the cross-sectional area and material elastic modulus of the corresponding analysis region. The third computing unit is used for carrying out limit bearing capacity numerical evaluation processing according to the complete input condition, obtaining the bridge limit bearing capacity value by combining the difference between the material allowable stress and the maximum stress with the product of the cross section area and the elastic modulus, and performing conversion based on the maximum strain relationship.

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