Municipal road and bridge information integrated intelligent management method and system based on BIM and GIS

Abstract

The invention discloses a municipal road bridge information integration intelligent management method and system based on BIM and GIS, and relates to the technical field of big data integration interaction.The traffic effect can be accurately mapped to a bridge structure model with a passage unit UniSet as a carrier through a generated operation load spectrum set LspSet; the deflection response Def, the stress response Sig, the support reaction Rea and the fatigue index Fat of the bridge under the actual operation condition are quantitatively expressed and are compared with a design reference set BseSet formed in the design stage or the completion stage one by one, and a distortion distance Dis is constructed, so that the formed distortion judgment result DetRes is not simple any more and is equal to whether the structure is safe or not. And whether the original structure checking calculation conclusion is distorted due to the change of the traffic organization in the operation period of the bridge is clearly revealed, so that excessive conservative load limiting or traffic limiting measures are prevented from being taken under the condition that the actual structure risk of the bridge does not occur.

Description

Technical Field

[0001] This invention relates to the field of big data integration and interaction technology, specifically to a method and system for intelligent management of municipal road and bridge information integration based on BIM and GIS. Background Technology

[0002] With the continuous expansion of urban road networks and the increasing complexity of bridge structures, the management of municipal roads and bridges is gradually shifting from static management centered on individual structures to a dynamic management model guided by the overall operational status of the road network. In this process, bridges not only exist as independent engineering structures but also as crucial nodes in the urban transportation system carrying continuous traffic flow. Their structural safety, operational conditions, and management decisions are all closely related to the surrounding road environment and traffic organization methods. Therefore, how to achieve the coordinated expression and comprehensive analysis of refined bridge structural information and urban road spatial operational information within a unified technical framework has gradually become an urgent technical problem to be solved in the field of municipal road and bridge management.

[0003] In current municipal bridge management practices, bridge structural safety assessments typically rely on BIM models established during the design phase, and structural calculations are performed based on standard loads and design conditions specified in regulations. However, after a bridge is put into operation, its actual stress state is often continuously affected by changes in urban traffic organization, such as increased traffic flow, changes in the proportion of heavy vehicles, deviations in travel routes, and adjustments to the functions of surrounding roads. Because existing BIM structural calculation methods are primarily geared towards the design phase and lack a dynamic reflection of the actual traffic conditions during operation, the structural calculation conclusions gradually become disconnected from the bridge's actual operating conditions. In this situation, even if the bridge does not exhibit obvious structural defects, management units tend to adopt conservative measures such as load limits and traffic restrictions to mitigate potential risks. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a method and system for intelligent management of municipal road and bridge information integration based on BIM and GIS, which solves the problems mentioned in the background technology.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a smart management method for integrated municipal road and bridge information based on BIM and GIS, comprising the following steps:

[0006] S1. Collect GIS traffic and spatial organization data of municipal roads and bridges, and perform merging processing based on the spatial range of bridge sites and road topology to generate a set of operational traffic profiles TpiSet representing the traffic organization status of bridges.

[0007] S2. Based on the bridge BIM model, the bridge deck is divided into traffic units to form a traffic unit UniSet, and the traffic profile set TpiSet is mapped to the traffic unit UniSet to generate a traffic load spectrum set LspSet that reflects the traffic action characteristics during operation.

[0008] S3. Using the running load spectrum set LspSet as the structural force boundary condition, solve the stress of the bridge structure model during the running period to generate the running force model Fom, and extract the key structural responses from the running force model Fom to form the key response set RspSet.

[0009] S4. Obtain the design benchmark set BseSet formed during the bridge design or completion stage, compare the critical response set RspSet with the design benchmark set BseSet, construct the distortion distance Dis, and form the distortion discrimination result DetRes based on the distortion distance Dis. Combine the road classification Grd and detour cost Det to generate the control suggestion set CmdSet for bridge operation management.

[0010] Preferably, S1 includes S11;

[0011] S11. During the operation period of municipal road bridges, the spatial range of the bridge is determined based on the GIS system, and a set of road segments directly connected to the spatial range or within a preset spatial threshold is extracted; based on the set of road segments, traffic operation data is collected according to a preset sampling period, including: obtaining traffic flow Tra by counting the number of vehicles passing through the bridge section per unit time; obtaining the heavy load ratio Hvy by calculating the ratio of the number of vehicles meeting the preset heavy load judgment conditions to the total number of vehicles; obtaining the vehicle speed distribution Spe by dividing the vehicle driving speed into intervals and counting the frequency; obtaining the lane occupancy Lan by calculating the ratio of the vehicle occupancy time to the available time of each lane within the sampling period; and calculating the relative center line of the vehicle driving within the bridge deck area by performing spatial cluster analysis on the vehicle driving trajectory. Based on the degree of offset of the bridge deck geometric centerline, the path offset Pat is obtained; by segmenting and marking the sampling time, the time period feature Tim for time alignment is obtained; by reading GIS road attribute information, the road classification Grd is obtained; by comprehensively quantifying the alternative path length, travel time, or traffic complexity under bridge traffic restriction conditions, the detour cost Det is obtained; and using the time period feature Tim as a unified time benchmark, the traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, and path offset Pat are time-scale aligned to form an operational traffic element dataset containing traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period feature Tim, road classification Grd, and detour cost Det.

[0012] Preferably, S1 further includes S12;

[0013] S12. Based on the spatial coordinate information of the bridge in GIS, determine the spatial range of the bridge location corresponding to the bridge, and extract the road topology structure TopoSet that intersects with the spatial range of the bridge location and is connected in terms of road topology.

[0014] The traffic element dataset during the operation period is spatially merged according to the road topology structure TopoSet, so that each traffic element can be spatially mapped to a specific bridge location and its associated road segment.

[0015] During the spatial merging process, traffic elements of different road segments are weighted and differentiated based on road classification (Grd), and detour cost (Det) is introduced to correct the substitutability of bridges in the road network, generating an operational traffic profile set (TpiSet) to represent the actual traffic organization status of bridges during operation.

[0016] Preferably, S2 includes S21;

[0017] S21. Based on the bridge's BIM model, obtain the geometric information and traffic condition information of the bridge structure. According to the bridge deck structure boundary, lane layout and component spatial location, discretize the bridge deck to form multiple traffic units UniSet with clear spatial location and traffic attributes.

[0018] The division of the UniSet passage unit satisfies the following constraints: Constraint 1: Each UniSet passage unit corresponds to a continuous passage area on the bridge deck; Constraint 2: Different UniSet passage units do not overlap spatially; Constraint 3: Each UniSet passage unit can uniquely correspond to a specific structural area or component range in the bridge BIM model.

[0019] By dividing the bridge deck into UniSet units, the bridge deck is transformed from an integral structure into a discrete analysis unit that can be used to map traffic loads.

[0020] Preferably, S2 further includes S22;

[0021] S22. Map the operational traffic profile set TpiSet to the traffic unit UniSet according to the spatial location relationship of the bridge in GIS, so that traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period feature Tim, road classification Grd and det det are established in a one-to-one correspondence with traffic unit UniSet.

[0022] Based on the correspondence, according to the spatial range and traffic attributes of the UniSet, the traffic flow Tra and heavy load ratio Hvy are allocated at the unit level, and the position and frequency of the vehicle in each UniSet are corrected by combining the vehicle speed distribution Spe and the path offset Pat.

[0023] Using the time period feature Tim as the time index, the traffic action formed on each traffic unit UniSet is organized in time sequence to generate a set of operating load spectra LspSet representing the traffic action characteristics of the bridge during its operation period;

[0024] The location of action is used to represent the spatial distribution of vehicle traffic action within the bridge deck area, which is reflected in the actual area of ​​action of vehicle load on each UniSet; the frequency of action is used to represent the time density or number of times that vehicles repeatedly pass through the UniSet.

[0025] Preferably, S3 includes S31;

[0026] S31. Using the running load spectrum set LspSet as the structural force boundary condition of the bridge during the operation period, establish a correspondence between the running load spectrum set LspSet and the structural region in the bridge BIM model according to the passage unit UniSet, and apply the running load on each passage unit UniSet to the bridge structural model.

[0027] Based on the applied operating load, the structural stress solution for the bridge structure during the operating period is performed on the bridge structural model to obtain the operating stress model Fom of the overall and local stress state of the bridge under the action of the operating load spectrum set LspSet.

[0028] Preferably, S3 further includes S32;

[0029] S32. Based on the operating force model Fom, according to the preset structural response extraction rules, extract response indicators reflecting the structural safety status from the bridge structural model to form a key response set RspSet;

[0030] The key response set RspSet includes deflection response Def, stress response Sig, support reaction force Rea, and fatigue index Fat.

[0031] Wherein, the deflection response Def is used to represent the structural deformation state; the stress response Sig is used to represent the structural stress level; the support reaction Rea is used to represent the force transmission characteristics between the bridge and the substructure; and the fatigue index Fat is used to represent the cumulative effect of the structure under repeated loading.

[0032] The deflection response Def, stress response Sig, support reaction Rea, and fatigue index Fat are then grouped according to the UniSet of the passage unit and the spatial location of the bridge components to form a structural response expression that is consistent with the subsequent design benchmark.

[0033] Preferably, S4 includes S41;

[0034] S41. Obtain the structural verification results of the bridge during the design or completion stage. The structural verification results include the structural analysis and verification conclusions of the bridge under design conditions regarding structural bearing capacity, structural deformation control, force transmission state, and fatigue performance.

[0035] By extracting representative parameters of the bridge's structural response characteristics under design conditions from the structural verification results, a design benchmark set BseSet is formed to serve as a reference for comparing the structural response during operation.

[0036] The design reference set BseSet includes reference deflection Def, reference stress Sig, reference support reaction Rea, and reference fatigue Fat;

[0037] Wherein, the reference deflection Def is used to represent the structural deformation level in the design stage; the reference stress Sig is used to represent the structural deformation level in the design stage; the reference support reaction Rea is used to represent the structural force transmission state in the design stage; and the reference fatigue Fat is used to represent the structural fatigue verification result in the design stage.

[0038] The design baseline set BseSet and the critical response set RspSet are aligned according to the corresponding structural parts, component positions and response types, so that the structural response during operation and the structural baseline during the design stage are on the same comparison scale.

[0039] Preferably, S4 further includes S42 and S43;

[0040] S42. Based on the critical response set RspSet and the design benchmark set BseSet, construct the corresponding distortion distance Dis for deflection response Def, stress response Sig, support reaction force Rea and fatigue index Fat respectively, and then compare them with the corresponding discrimination conditions in the preset discrimination rules to generate four single index distortion judgment results.

[0041] The distortion distance Dis is obtained by comparing the key response set RspSet with the design benchmark set BseSet, including deflection response Def, stress response Sig, support reaction force Rea, and fatigue index Fat, and then extracting the difference. It is used to quantify the degree of deviation of the structural response during operation from the structural response during the design stage.

[0042] The four single-index distortion judgment results together constitute a single-index judgment result set DetSet used to represent the distortion state of the structural response index;

[0043] After obtaining the single-index judgment result set DetSet, the single-index judgment result set DetSet is judged according to the preset overall judgment rules to generate an overall judgment result DetSum that indicates whether the bridge structure verification conclusion has been distorted during operation.

[0044] The overall judgment rule is as follows: when any single index judgment result in the single index judgment result set DetSet indicates that the corresponding structural response index has been distorted, the overall judgment result DetSum indicates that the bridge structure verification conclusion has been distorted during operation; when all single index judgment results in the single index judgment result set DetSet indicate that the corresponding structural response index has not been distorted, the overall judgment result DetSum indicates that the bridge structure verification conclusion has not been distorted during operation.

[0045] S43. After generating the distortion discrimination result DetRes, based on the single index judgment result set DetSet and the overall judgment result DetSum in the distortion discrimination result DetRes, generate a control suggestion set CmdSet for bridge operation period management;

[0046] The generation rules for the control suggestion set CmdSet include: when the overall judgment result DetSum indicates that the bridge structure verification conclusion has not been distorted during the operation period, a control suggestion set CmdSet is generated to maintain the existing traffic status of the bridge; when the overall judgment result DetSum indicates that the bridge structure verification conclusion has been distorted during the operation period, a control suggestion set CmdSet corresponding to the distortion type is generated based on the distortion judgment result of the corresponding structural response index in the single index judgment result set DetSet.

[0047] The control suggestion set CmdSet includes load limit suggestions for controlling deflection-related distortion, traffic restriction suggestions for controlling stress-related distortion, diversion suggestions for controlling support reaction force-related distortion, time period control for controlling fatigue-related distortion, and lane control Lan for controlling traffic space distribution-related distortion.

[0048] The municipal road and bridge information integration and intelligent management system based on BIM and GIS includes a bridge data acquisition module, a unit division and feature extraction module, a response analysis module, and an information integration decision-making module.

[0049] The bridge data acquisition module collects GIS traffic and spatial organization data of municipal road bridges, and performs merging processing based on the spatial range of the bridge site and the road topology relationship to generate an operational traffic profile set TpiSet representing the traffic organization status of the bridge.

[0050] The unit division and feature extraction module divides the bridge deck into traffic units based on the bridge BIM model, forming a traffic unit UniSet, and maps the operation traffic profile set TpiSet to the traffic unit UniSet to generate an operation load spectrum set LspSet that reflects the characteristics of traffic action during operation.

[0051] The response analysis module uses the running load spectrum set LspSet as the structural force boundary condition to solve the stress of the bridge structure model during operation, generates the running force model Fom, and extracts the key structural responses from the running force model Fom to form the key response set RspSet.

[0052] The information integration decision module obtains the design benchmark set BseSet formed during the bridge design or completion stage, compares the key response set RspSet with the design benchmark set BseSet, constructs the distortion distance Dis, and forms the distortion discrimination result DetRes based on the distortion distance Dis. Combined with the road classification Grd and detour cost Det, it generates a control suggestion set CmdSet for bridge operation management.

[0053] This invention provides a method and system for intelligent management of municipal road and bridge information integration based on BIM and GIS, which has the following beneficial effects:

[0054] (1) By generating the set of operating load spectrum LspSet, traffic action can be accurately mapped to the bridge structure model using the traffic unit UniSet as the carrier, thereby providing real and interpretable stress boundary conditions for structural analysis during operation. The resulting operating stress model Fom and its corresponding key response set RspSet enable the bridge to quantitatively express the deflection response Def, stress response Sig, support reaction force Rea and fatigue index Fat under actual operating conditions. They are then compared one by one with the design benchmark set BseSet formed in the design stage or completion stage to construct the distortion distance Dis that reflects the degree of difference between the design assumptions and the actual operation. The resulting distortion judgment result DetRes is no longer simply equivalent to whether the structure is safe, but clearly reveals whether the original structural verification conclusions are distorted due to changes in traffic organization during the operation period. Based on the distortion judgment result DetRes, and combined with the road classification Grd and det cost Det of the bridge in the urban road network, this method can further generate a set of control suggestions CmdSet that matches the type and degree of distortion, thereby avoiding the adoption of overly conservative load or traffic restriction measures when the bridge has not experienced actual structural risks.

[0055] (2) Based on the bridge BIM model, the bridge deck is discretized to form a UniSet of traffic units that satisfy continuity, mutual exclusion and unique structural correspondence. This transforms the bridge deck from a continuous structure into multiple analysis units with clear spatial locations and traffic attributes, providing a foundation for the fine mapping of traffic action to the structural model. The traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period characteristics Tim, road classification Grd and det det in the traffic profile set TpiSet are mapped to the traffic unit UniSet. Through the correction of the action location and action frequency, the traffic action is no longer assumed to be uniformly distributed within the bridge deck area, but can reflect the concentrated action characteristics of vehicles on specific lanes, specific locations and specific time periods in actual operation.

[0056] (3) By extracting the benchmark deflection Def, benchmark stress Sig, benchmark support reaction Rea, and benchmark fatigue Fat from the structural verification results formed in the design or completion stages, a design benchmark set BseSet is constructed. This allows the structural response expectations formed in the design stage based on the code assumptions to be retained in a clear and comparable form, providing a unified reference for operational analysis, rather than simply remaining at the level of verification success. The key response set RspSet formed in the operational period is compared with the design benchmark set BseSet index by index. By extracting the difference, a distortion distance Dis is constructed, and based on this, a single index judgment result set DetSet and an overall judgment result DetSum are generated. This allows for a clear distinction between different operational states where the structural response still conforms to the design assumptions and where the structural response has deviated from the design assumptions but may not necessarily fail. The distortion judgment result DetRes is directly converted into a control suggestion set CmdSet that corresponds one-to-one with the distortion type, avoiding the conservative approach of limiting the overall load and operation once there is doubt in traditional management. Attached Figure Description

[0057] Figure 1 This is a schematic diagram illustrating the steps of the intelligent management method for municipal road and bridge information integration based on BIM and GIS according to the present invention.

[0058] Figure 2 This is a schematic diagram of the intelligent management system for municipal road and bridge information integration based on BIM and GIS, as described in this invention. Detailed Implementation

[0059] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0060] Example 1

[0061] This invention provides an intelligent management method for integrated municipal road and bridge information based on BIM and GIS. Please refer to [link / reference]. Figure 1 This includes the following steps:

[0062] S1. Collect GIS traffic and spatial organization data of municipal roads and bridges, and perform merging processing based on the spatial range of bridge sites and road topology to generate a set of operational traffic profiles TpiSet representing the traffic organization status of bridges.

[0063] S2. Based on the bridge BIM model, the bridge deck is divided into traffic units to form a traffic unit UniSet, and the traffic profile set TpiSet is mapped to the traffic unit UniSet to generate a traffic load spectrum set LspSet that reflects the traffic action characteristics during operation.

[0064] S3. Using the running load spectrum set LspSet as the structural force boundary condition, solve the stress of the bridge structure model during the running period to generate the running force model Fom, and extract the key structural responses from the running force model Fom to form the key response set RspSet.

[0065] S4. Obtain the design benchmark set BseSet formed during the bridge design or completion stage, compare the critical response set RspSet with the design benchmark set BseSet, construct the distortion distance Dis, and form the distortion discrimination result DetRes based on the distortion distance Dis. Combine the road classification Grd and detour cost Det to generate the control suggestion set CmdSet for bridge operation management.

[0066] In this embodiment, the traffic profile set TpiSet constructed in step S1 can reflect the actual traffic status of the bridge under different time periods and traffic organization conditions, avoiding management judgment based solely on the standard traffic conditions assumed in the design stage. On this basis, the traffic load spectrum set LspSet generated in step S2 enables traffic action to be accurately mapped to the bridge structure model using the traffic unit UniSet as the carrier, thereby providing real and interpretable stress boundary conditions for structural analysis during operation.

[0067] Furthermore, using the operational stress model Fom obtained in step S3 and its corresponding key response set RspSet, the deflection response Def, stress response Sig, support reaction Rea, and fatigue index Fat of the bridge under actual operating conditions are quantitatively expressed. These are then compared one-to-one with the design benchmark set BseSet formed during the design or completion phase in step S4 to construct a distortion distance Dis that reflects the degree of difference between design assumptions and actual operation. The resulting distortion judgment result DetRes is no longer simply equivalent to whether the structure is safe, but rather clearly reveals whether changes in traffic organization during the bridge's operation have distorted the original structural calculation conclusions.

[0068] Based on the distortion discrimination result DetRes, and combined with the road classification Grd and detage cost Det of the bridge in the urban road network, this method can further generate a set of control suggestions CmdSet that matches the type and degree of distortion. This avoids taking overly conservative load or traffic restriction measures when the bridge does not pose an actual structural risk. For example, when the overall structural response of the bridge is not distorted but the local deflection response Def deviates, control suggestions for specific lanes or specific time periods can be generated first, without having to implement long-term traffic restrictions on the entire bridge. On urban arterial road bridges with high detage costs Det, this method can maximize the preservation of bridge traffic capacity while ensuring structural safety, reducing the negative impact on urban traffic operations.

[0069] Example 2

[0070] Specifically: S1 includes S11;

[0071] S11. During the operation period of municipal road bridges, the spatial range of the bridge is determined based on the GIS system, and a set of road segments directly connected to the spatial range or within a preset spatial threshold is extracted; based on the set of road segments, traffic operation data is collected according to a preset sampling period, including: obtaining traffic flow Tra by counting the number of vehicles passing through the bridge section per unit time; obtaining the heavy load ratio Hvy by calculating the ratio of the number of vehicles meeting the preset heavy load judgment conditions to the total number of vehicles; obtaining the vehicle speed distribution Spe by dividing the vehicle driving speed into intervals and counting the frequency; obtaining the lane occupancy Lan by calculating the ratio of the vehicle occupancy time to the available time of each lane within the sampling period; and calculating the relative center line of the vehicle driving within the bridge deck area by performing spatial cluster analysis on the vehicle driving trajectory. Based on the degree of offset of the bridge deck geometric centerline, the path offset Pat is obtained; by segmenting and marking the sampling time, the time period feature Tim for time alignment is obtained; by reading GIS road attribute information, the road classification Grd is obtained; by comprehensively quantifying the alternative path length, travel time, or traffic complexity under bridge traffic restriction conditions, the detour cost Det is obtained; and using the time period feature Tim as a unified time benchmark, the traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, and path offset Pat are time-scale aligned to form an operational traffic element dataset containing traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period feature Tim, road classification Grd, and detour cost Det.

[0072] S1 further includes S12;

[0073] S12. Based on the spatial coordinate information of the bridge in GIS, determine the spatial range of the bridge location corresponding to the bridge, and extract the road topology structure TopoSet that intersects with the spatial range of the bridge location and is connected in terms of road topology.

[0074] The traffic element dataset during the operation period is spatially merged according to the road topology structure TopoSet, so that each traffic element can be spatially mapped to a specific bridge location and its associated road segment.

[0075] During the spatial merging process, traffic elements of different road segments are weighted and differentiated based on road classification (Grd), and detour cost (Det) is introduced to correct the substitutability of bridges in the road network, generating an operational traffic profile set (TpiSet) to represent the actual traffic organization status of bridges during operation.

[0076] In this embodiment, by uniformly collecting traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period feature Tim, road classification Grd, and detour cost Det, and using the time period feature Tim as a time benchmark to align the key dynamic parameters on the time scale, traffic data from different sources and with inconsistent statistical standards are transformed into a consistent and directly correlated operational traffic element dataset, avoiding the information loss caused by the rough judgment based solely on average daily flow or peak flow in traditional methods.

[0077] Building upon this, step S12 further introduces the road topology structure TopoSet to spatially merge the operational traffic element dataset. This ensures that parameters such as traffic flow Tra and heavy load ratio Hvy are no longer merely statistical representations at the road level, but accurately correspond to specific bridge locations and their associated road segments. Simultaneously, by combining road classification Grd, traffic elements of roads at different functional levels are weighted and differentiated, and the det cost Det is used to correct the substitutability of bridges in the road network. This avoids treating secondary road traffic and urban arterial road traffic as equivalent, thus more realistically reflecting the actual traffic organization status of bridges in the urban road network. For example, for a bridge located on an urban arterial road, even if the local lane occupancy Lan is high, due to the large det cost Det, it will still exhibit high non-substitutability in the operational traffic profile set TpiSet—a characteristic that traditional single traffic flow statistics methods cannot reflect.

[0078] Example 3

[0079] Specifically: S2 includes S21;

[0080] S21. Based on the bridge's BIM model, obtain the geometric information and traffic condition information of the bridge structure. According to the bridge deck structure boundary, lane layout and component spatial location, discretize the bridge deck to form multiple traffic units UniSet with clear spatial location and traffic attributes.

[0081] The division of the UniSet passage unit satisfies the following constraints: Constraint 1: Each UniSet passage unit corresponds to a continuous passage area on the bridge deck; Constraint 2: Different UniSet passage units do not overlap spatially; Constraint 3: Each UniSet passage unit can uniquely correspond to a specific structural area or component range in the bridge BIM model.

[0082] By dividing the bridge deck into UniSet units, the bridge deck is transformed from an integral structure into a discrete analysis unit that can be used to map traffic loads.

[0083] S2 further includes S22;

[0084] S22. Map the operational traffic profile set TpiSet to the traffic unit UniSet according to the spatial location relationship of the bridge in GIS, so that traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period feature Tim, road classification Grd and det det are established in a one-to-one correspondence with traffic unit UniSet.

[0085] Based on the correspondence, according to the spatial range and traffic attributes of the UniSet, the traffic flow Tra and heavy load ratio Hvy are allocated at the unit level, and the position and frequency of the vehicle in each UniSet are corrected by combining the vehicle speed distribution Spe and the path offset Pat.

[0086] Using the time period feature Tim as the time index, the traffic action formed on each traffic unit UniSet is organized in time sequence to generate a set of operating load spectra LspSet representing the traffic action characteristics of the bridge during its operation period;

[0087] The location of action is used to represent the spatial distribution of vehicle traffic action within the bridge deck area, which is reflected in the actual area of ​​action of vehicle load on each UniSet; the frequency of action is used to represent the time density or number of times that vehicles repeatedly pass through the UniSet.

[0088] It should be noted that:

[0089] The correction process for the location and frequency of action does not assume that vehicle traffic action is uniformly distributed within the bridge deck area, but rather corrects the initial mapping results based on the following constraints:

[0090] Spatial correction based on lane occupancy Lan: When the lane occupancy Lan indicates that there are differences in the degree of occupancy of different lanes during the operation period, the traffic action positions mapped to each traffic unit UniSet are redistributed so that the traffic action is preferentially concentrated in the traffic unit UniSet with a higher degree of occupancy, thereby reflecting the actual traffic concentration phenomenon of vehicles within the bridge deck area.

[0091] Position offset correction based on path offset Pat: When the path offset Pat indicates that the vehicle's trajectory is offset relative to the geometric center of the bridge surface, the spatial position of the traffic action in the UniSet is offset and corrected so that the traffic action center matches the actual vehicle's travel path, avoiding incorrect mapping of vehicle load to low-utilization areas.

[0092] Frequency correction based on vehicle speed distribution Spe: When the vehicle speed distribution Spe has significant differences in different time periods or different traffic units UniSet, the frequency of traffic action on the corresponding traffic unit UniSet is adjusted so that the traffic unit UniSet with lower vehicle speed and longer dwell time corresponds to a higher frequency weight, thereby reflecting the real cumulative effect of vehicle passing behavior on the structure.

[0093] Through the above correction process, the generated operational load spectrum set LspSet is no longer based on idealized or uniform distribution assumptions, but can simultaneously reflect the actual driving path of vehicles within the bridge deck area, the degree of traffic concentration, and the characteristics of repeated actions, thereby improving the realism and interpretability of traffic action modeling during operation.

[0094] In this embodiment, the bridge deck is discretized based on the bridge BIM model to form UniSet traffic units that satisfy continuity, mutual exclusion and unique structural correspondence. This transforms the bridge deck from a continuous overall structure into multiple analysis units with clear spatial locations and traffic attributes, providing a foundation for the fine mapping of traffic effects to the structural model.

[0095] Based on this, step S22 maps the traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period characteristics Tim, road classification Grd, and detour cost Det from the traffic profile set TpiSet to the traffic unit UniSet. Through adjustments to the location and frequency of action, the traffic action is no longer assumed to be uniformly distributed across the bridge surface, but rather reflects the concentrated action characteristics of vehicles on specific lanes, locations, and time periods during actual operation. For example, during the morning rush hour in the city, when lane occupancy Lan is significantly biased to one side of the bridge surface and path offset Pat is obvious, the operating load spectrum set LspSet will reflect the concentrated distribution of vehicle loads on the corresponding traffic unit UniSet, rather than simply being evenly distributed across the entire bridge surface. Simultaneously, under congested traffic conditions with a lower vehicle speed distribution Spe, the generated operating load spectrum set LspSet will reflect a higher frequency of action, thus more realistically depicting the adverse effects of repeated vehicle actions on the structure.

[0096] Example 4

[0097] Specifically: S3 includes S31;

[0098] S31. Using the running load spectrum set LspSet as the structural force boundary condition of the bridge during the operation period, establish a correspondence between the running load spectrum set LspSet and the structural region in the bridge BIM model according to the passage unit UniSet, and apply the running load on each passage unit UniSet to the bridge structural model.

[0099] Based on the applied operating load, the structural stress solution for the bridge structure during the operating period is performed on the bridge structural model to obtain the operating stress model Fom of the overall and local stress state of the bridge under the action of the operating load spectrum set LspSet;

[0100] It should be noted that:

[0101] The structural stress solution during the operation period is obtained by discretizing the bridge structure into several calculation units and establishing a structural stress analysis model based on the calculation units. The stress boundary conditions formed by traffic during the operation period are introduced into the analysis model, thereby solving the internal forces, deformation and force transmission state of the bridge during the operation period.

[0102] The structural mechanics analysis methods include at least one or more of the following: linear static analysis, nonlinear analysis considering the effects of structural geometric nonlinearity or material nonlinearity, and time history analysis or equivalent analysis methods used to reflect the effects of repeated traffic. The specific analysis method adopted can be selected according to the bridge structure, traffic characteristics during operation, and analysis accuracy requirements.

[0103] The operational stress model Fom, derived from the above-mentioned structural stress solution during operation, is used to represent the overall and local stress response state of the bridge under actual traffic conditions. This enables the structural analysis results to reflect the stress differences caused by traffic during operation, providing a computational basis for subsequent key structural response extraction and operational verification distortion identification.

[0104] S3 further includes S32;

[0105] S32. Based on the operating force model Fom, according to the preset structural response extraction rules, extract response indicators reflecting the structural safety status from the bridge structural model to form a key response set RspSet;

[0106] The key response set RspSet includes deflection response Def, stress response Sig, support reaction force Rea, and fatigue index Fat.

[0107] Wherein, the deflection response Def is used to represent the structural deformation state; the stress response Sig is used to represent the structural stress level; the support reaction Rea is used to represent the force transmission characteristics between the bridge and the substructure; and the fatigue index Fat is used to represent the cumulative effect of the structure under repeated loading.

[0108] The deflection response Def, stress response Sig, support reaction Rea, and fatigue index Fat are then grouped according to the UniSet passage unit and the spatial location of bridge components to form a structural response expression that is consistent with subsequent design benchmarks.

[0109] It should be noted that:

[0110] The structural key response extraction rules refer to a set of rules for selecting and extracting representative structural response parameters from the operational stress model Fom that can reflect the stress characteristics and safety status of the bridge structure under traffic load during operation.

[0111] The structural key response extraction rules include at least the following:

[0112] Extraction rules based on structurally sensitive parts: In the bridge structural model, structural parts that are highly sensitive to changes in traffic load are selected as response extraction objects. The structural parts include at least the mid-span area of ​​the main beam, the support connection area, and the area where the key load-bearing components are located, thereby avoiding invalid response extraction for non-critical areas.

[0113] Extraction rules based on response type: In the running force model Fom, the corresponding structural responses of the structural deformation, structural stress, force transmission state and cumulative effect of repeated loads are extracted respectively to cover the main structural response modes that may occur during the operation of the bridge.

[0114] Based on the above structural key response extraction rules, the key response set RspSet is extracted from the running force model Fom, where:

[0115] Deflection response Def is the displacement or deformation response of the bridge structure at preset key locations under traffic load during operation, used to represent the overall and local deformation state of the bridge.

[0116] Stress response Sig is the stress response of a bridge's key load-bearing components under traffic load during operation. It is used to represent the stress level and variation characteristics of structural components.

[0117] The support reaction force Rea is the force response transmitted to the support location by the bridge structure under traffic load during operation. It is used to represent the force transmission state between the superstructure and the substructure.

[0118] The fatigue index Fat is a structural fatigue-related response index extracted or calculated from the operational stress model Fom based on the repeated traffic characteristics during the operation period. It is used to represent the cumulative effect of the structure under repeated traffic.

[0119] In this embodiment, the operational load spectrum set LspSet is used as the structural stress boundary condition, and the traffic load during operation is accurately applied to the bridge structure model through the traffic unit UniSet. This allows the generated operational stress model Fom to no longer be based on the standard load combination of the design stage, but to truly reflect the overall and local stress differences of the bridge under different time periods and traffic organization conditions. For example, in an operational scenario where the proportion of heavy vehicles is high at night but the traffic flow Tra is low, the operational stress model Fom can reflect the stress concentration of key components rather than the overall increase in stress. This difference is difficult to reflect by traditional design verification models.

[0120] Building upon this, step S32 extracts the deflection response Def, stress response Sig, support reaction Rea, and fatigue index Fat from the operating stress model Fom using clearly defined structural critical response extraction rules. These are then grouped according to the common unit UniSet and the spatial location of the components, transforming the complex structural stress analysis results into a critical response set RspSet with clear engineering meaning and spatial orientation. This process avoids the crude approach of judging solely based on a single control index or maximum value, enabling bridge managers to distinguish between different operating states, such as overall structural safety but with locally high component responses versus overall responses within design assumptions. For example, during long-term operation, even if the deflection response Def and stress response Sig do not significantly exceed design levels, but the fatigue index Fat shows a continuous accumulation trend, the critical response set RspSet can reflect potential durability risks in advance, without waiting for obvious defects to appear before taking action.

[0121] Example 5

[0122] Specifically: S4 includes S41;

[0123] S41. Obtain the structural verification results of the bridge during the design or completion stage. The structural verification results include the structural analysis and verification conclusions of the bridge under design conditions regarding structural bearing capacity, structural deformation control, force transmission state, and fatigue performance.

[0124] By extracting representative parameters of the bridge's structural response characteristics under design conditions from the structural verification results, a design benchmark set BseSet is formed to serve as a reference for comparing the structural response during operation.

[0125] The design reference set BseSet includes reference deflection Def, reference stress Sig, reference support reaction Rea, and reference fatigue Fat;

[0126] Wherein, the reference deflection Def is used to represent the structural deformation level in the design stage; the reference stress Sig is used to represent the structural deformation level in the design stage; the reference support reaction Rea is used to represent the structural force transmission state in the design stage; and the reference fatigue Fat is used to represent the structural fatigue verification result in the design stage.

[0127] The design benchmark set BseSet and the critical response set RspSet are aligned according to the corresponding structural parts, component positions and response types, so that the structural response during operation and the structural benchmark during the design stage are on the same comparison scale.

[0128] It should be noted that the structural verification results refer to the calculation results obtained by systematic structural analysis and verification of the bridge structure during the design or completion stage, based on the design load combination, design traffic conditions and boundary conditions specified in the code. It reflects the structural response reference state of the bridge under the design assumptions.

[0129] The structural verification results are not used to directly determine whether the bridge is in a safe or failed state during operation. Instead, they serve as a quantitative expression of the structural response assumptions adopted during the design phase of the bridge. By extracting the structural verification results to form a design benchmark set BseSet, the expected behavior of the bridge structure during the design phase can be compared with the actual structural response during operation on the same basis.

[0130] S4 further includes S42 and S43;

[0131] S42. Based on the critical response set RspSet and the design benchmark set BseSet, construct the corresponding distortion distance Dis for deflection response Def, stress response Sig, support reaction force Rea and fatigue index Fat respectively, and then compare them with the corresponding discrimination conditions in the preset discrimination rules to generate four single index distortion judgment results.

[0132] The distortion distance Dis is obtained by comparing the key response set RspSet with the design benchmark set BseSet, including deflection response Def, stress response Sig, support reaction force Rea, and fatigue index Fat, and then extracting the difference. It is used to quantify the degree of deviation of the structural response during operation from the structural response during the design stage.

[0133] The four single-index distortion judgment results together constitute a single-index judgment result set DetSet used to represent the distortion state of the structural response index;

[0134] After obtaining the single-index judgment result set DetSet, the single-index judgment result set DetSet is judged according to the preset overall judgment rules to generate an overall judgment result DetSum that indicates whether the bridge structure verification conclusion has been distorted during operation.

[0135] The overall judgment rule is as follows: when any single index judgment result in the single index judgment result set DetSet indicates that the corresponding structural response index has been distorted, the overall judgment result DetSum indicates that the bridge structure verification conclusion has been distorted during operation; when all single index judgment results in the single index judgment result set DetSet indicate that the corresponding structural response index has not been distorted, the overall judgment result DetSum indicates that the bridge structure verification conclusion has not been distorted during operation.

[0136] S43. After generating the distortion discrimination result DetRes, based on the single index judgment result set DetSet and the overall judgment result DetSum in the distortion discrimination result DetRes, generate a control suggestion set CmdSet for bridge operation period management;

[0137] The generation rules for the control suggestion set CmdSet include: when the overall judgment result DetSum indicates that the bridge structure verification conclusion has not been distorted during the operation period, a control suggestion set CmdSet is generated to maintain the existing traffic status of the bridge; when the overall judgment result DetSum indicates that the bridge structure verification conclusion has been distorted during the operation period, a control suggestion set CmdSet corresponding to the distortion type is generated based on the distortion judgment result of the corresponding structural response index in the single index judgment result set DetSet.

[0138] The control suggestion set CmdSet includes load limit suggestions for controlling deflection-related distortion, traffic restriction suggestions for controlling stress-related distortion, diversion suggestions for controlling support reaction force-related distortion, time period control for controlling fatigue-related distortion, and lane control Lan for controlling traffic space distribution-related distortion.

[0139] In this embodiment, the reference deflection Def, reference stress Sig, reference support reaction Rea, and reference fatigue Fat are extracted from the structural verification results formed in the design or completion stage to construct the design reference set BseSet. This allows the structural response expectations formed in the design stage based on the code assumptions to be retained in a clear and comparable form, providing a unified reference for operational analysis, rather than just remaining at the level of the verification result.

[0140] Based on this, step S42 compares the key response set RspSet formed during operation with the design benchmark set BseSet index by index. By extracting the difference, a distortion distance Dis is constructed, and a single-index judgment result set DetSet and an overall judgment result DetSum are generated accordingly. This allows for a clear distinction between different operating states where the structural response still conforms to the design assumptions and where the structural response has deviated from the design assumptions but may not necessarily be in failure. For example, in some urban bridges that have been in operation for many years, even if the deflection response Def and stress response Sig do not exceed the design limits, the distribution characteristics of the support reaction force Rea may change significantly due to changes in traffic organization. The distortion distance Dis can still be identified and reflected in the single-index judgment result set DetSet, enabling managers to realize that the assumptions made during the design phase are no longer fully applicable without waiting for structural defects to appear.

[0141] Furthermore, through step S43, this method directly transforms the distortion judgment result DetRes into a control suggestion set CmdSet that corresponds one-to-one with the distortion type, avoiding the conservative approach of imposing overall load and traffic restrictions as soon as there is any doubt in traditional management. For example, when the overall judgment result DetSum indicates that the structural verification conclusion is distorted and the single index judgment result set DetSet shows that the main source of distortion is the fatigue index Fat, control suggestions based on time period control can be generated first, without having to implement traffic restrictions on the bridge around the clock; while when the distortion related to the support reaction force Rea is obvious and the road classification corresponding to the bridge is high with limited detour conditions, fine-grained regulation can be achieved through diversion suggestions and lane control Lan, reducing the impact on the overall operation of urban traffic.

[0142] Example 6

[0143] Please refer to the BIM and GIS-based integrated intelligent management system for municipal road and bridge information. Figure 2Specifically, it includes a bridge data acquisition module, a unit division and feature extraction module, a response analysis module, and an information integration and decision-making module;

[0144] The bridge data acquisition module collects GIS traffic and spatial organization data of municipal road bridges, and performs merging processing based on the spatial range of the bridge site and the road topology relationship to generate an operational traffic profile set TpiSet representing the traffic organization status of the bridge.

[0145] The unit division and feature extraction module divides the bridge deck into traffic units based on the bridge BIM model, forming a traffic unit UniSet, and maps the operation traffic profile set TpiSet to the traffic unit UniSet to generate an operation load spectrum set LspSet that reflects the characteristics of traffic action during operation.

[0146] The response analysis module uses the running load spectrum set LspSet as the structural force boundary condition to solve the stress of the bridge structure model during operation, generates the running force model Fom, and extracts the key structural responses from the running force model Fom to form the key response set RspSet.

[0147] The information integration decision module obtains the design benchmark set BseSet formed during the bridge design or completion stage, compares the key response set RspSet with the design benchmark set BseSet, constructs the distortion distance Dis, and forms the distortion discrimination result DetRes based on the distortion distance Dis. Combined with the road classification Grd and detour cost Det, it generates a control suggestion set CmdSet for bridge operation management.

[0148] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for integrated intelligent management of municipal road and bridge information based on BIM and GIS, characterized by: Includes the following steps: S1. Collect GIS traffic and spatial organization data of municipal roads and bridges, and perform merging processing based on the spatial range of bridge sites and road topology to generate a set of operational traffic profiles TpiSet representing the traffic organization status of bridges. S2. Based on the bridge BIM model, the bridge deck is divided into traffic units to form a traffic unit UniSet, and the traffic profile set TpiSet is mapped to the traffic unit UniSet to generate a traffic load spectrum set LspSet that reflects the traffic action characteristics during operation. S3. Using the running load spectrum set LspSet as the structural force boundary condition, solve the stress of the bridge structure model during the running period to generate the running force model Fom, and extract the key structural responses from the running force model Fom to form the key response set RspSet. S4. Obtain the design benchmark set BseSet formed during the bridge design or completion stage, compare the critical response set RspSet with the design benchmark set BseSet, construct the distortion distance Dis, and form the distortion discrimination result DetRes based on the distortion distance Dis. Combine the road classification Grd and detour cost Det to generate the control suggestion set CmdSet for bridge operation management.

2. The intelligent management method for integrated municipal road and bridge information based on BIM and GIS according to claim 1, characterized in that: S1 includes S11; S11. During the operation period of municipal roads and bridges, the spatial range of the bridge is determined based on the GIS system, and a set of road segments that are directly connected to the spatial range or within a preset spatial threshold is extracted. Based on the set of road segments, traffic operation data is collected according to a preset sampling period, including: obtaining traffic flow Tra by counting the number of vehicles passing through the bridge section per unit time; The heavy load ratio Hvy is obtained by calculating the ratio of the number of vehicles meeting the preset heavy load criteria to the total number of vehicles; the vehicle speed distribution Spe is obtained by dividing vehicle speeds into intervals and counting frequencies; the lane occupancy Lan is obtained by calculating the ratio of vehicle occupancy time to available time in each lane during the sampling period; the path offset Pat is obtained by performing spatial cluster analysis on the vehicle's trajectory within the bridge surface to calculate the offset of the vehicle's centerline relative to the bridge surface's geometric centerline; the time period feature Tim is obtained by segmenting and marking the sampling time; and the GIS road data is obtained by reading the data. Road attribute information is used to obtain the road classification Grd; by comprehensively quantifying the length, travel time, or traffic complexity of alternative routes under bridge traffic restriction conditions, the detour cost Det is obtained; and using the time period feature Tim as a unified time benchmark, the traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, and path offset Pat are aligned to form an operational traffic element dataset containing traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period feature Tim, road classification Grd, and detour cost Det.

3. The intelligent management method for integrated municipal road and bridge information based on BIM and GIS according to claim 2, characterized in that: S1 further includes S12; S12. Based on the spatial coordinate information of the bridge in GIS, determine the spatial range of the bridge location corresponding to the bridge, and extract the road topology structure TopoSet that intersects with the spatial range of the bridge location and is connected in terms of road topology. The traffic element dataset during the operation period is spatially merged according to the road topology structure TopoSet, so that each traffic element can be spatially mapped to a specific bridge location and its associated road segment. During the spatial merging process, traffic elements of different road segments are weighted and differentiated based on road classification (Grd), and detour cost (Det) is introduced to correct the substitutability of bridges in the road network, generating an operational traffic profile set (TpiSet) to represent the actual traffic organization status of bridges during operation.

4. The intelligent management method for integrated municipal road and bridge information based on BIM and GIS according to claim 3, characterized in that: S2 includes S21; S21. Based on the bridge's BIM model, obtain the geometric information and traffic condition information of the bridge structure. According to the bridge deck structure boundary, lane layout and component spatial location, discretize the bridge deck to form multiple traffic units UniSet with clear spatial location and traffic attributes. The division of the UniSet passage unit satisfies the following constraints: Constraint 1: Each UniSet passage unit corresponds to a continuous passage area on the bridge deck; Constraint 2: Different UniSet passage units do not overlap spatially; Constraint 3: Each UniSet passage unit can uniquely correspond to a specific structural area or component range in the bridge BIM model. By dividing the bridge deck into UniSet units, the bridge deck is transformed from an integral structure into a discrete analysis unit that can be used to map traffic loads.

5. The intelligent management method for integrated municipal road and bridge information based on BIM and GIS according to claim 4, characterized in that: S2 further includes S22; S22. Map the operational traffic profile set TpiSet to the traffic unit UniSet according to the spatial location relationship of the bridge in GIS, so that traffic flow Tra, heavy load ratio Hvy, vehicle speed distribution Spe, lane occupancy Lan, path offset Pat, time period feature Tim, road classification Grd and det det are established in a one-to-one correspondence with traffic unit UniSet. Based on the correspondence, according to the spatial range and traffic attributes of the UniSet, the traffic flow Tra and heavy load ratio Hvy are allocated at the unit level, and the position and frequency of the vehicle in each UniSet are corrected by combining the vehicle speed distribution Spe and the path offset Pat. Using the time period feature Tim as the time index, the traffic action formed on each traffic unit UniSet is organized in time sequence to generate a set of operating load spectra LspSet representing the traffic action characteristics of the bridge during its operation period; The location of action is used to represent the spatial distribution of vehicle traffic action within the bridge deck area, which is reflected in the actual area of ​​action of vehicle load on each UniSet; the frequency of action is used to represent the time density or number of times that vehicles repeatedly pass through the UniSet.

6. The intelligent management method for integrated municipal road and bridge information based on BIM and GIS according to claim 5, characterized in that: S3 includes S31; S31. Using the running load spectrum set LspSet as the structural force boundary condition of the bridge during the operation period, establish a correspondence between the running load spectrum set LspSet and the structural region in the bridge BIM model according to the passage unit UniSet, and apply the running load on each passage unit UniSet to the bridge structural model. Based on the applied operating load, the structural stress solution for the bridge structure during the operating period is performed on the bridge structural model to obtain the operating stress model Fom of the overall and local stress state of the bridge under the action of the operating load spectrum set LspSet.

7. The intelligent management method for integrated municipal road and bridge information based on BIM and GIS according to claim 6, characterized in that: S3 further includes S32; S32. Based on the operating force model Fom, according to the preset structural response extraction rules, extract response indicators reflecting the structural safety status from the bridge structural model to form a key response set RspSet; The key response set RspSet includes deflection response Def, stress response Sig, support reaction force Rea, and fatigue index Fat. Wherein, the deflection response Def is used to represent the structural deformation state; the stress response Sig is used to represent the structural stress level; the support reaction Rea is used to represent the force transmission characteristics between the bridge and the substructure; and the fatigue index Fat is used to represent the cumulative effect of the structure under repeated loading. The deflection response Def, stress response Sig, support reaction Rea, and fatigue index Fat are then grouped according to the UniSet passage unit and the spatial location of bridge components to form a structural response expression consistent with subsequent design benchmarks.

8. The intelligent management method for integrated municipal road and bridge information based on BIM and GIS according to claim 7, characterized in that: S4 includes S41; S41. Obtain the structural verification results of the bridge during the design or completion stage. The structural verification results include the structural analysis and verification conclusions of the bridge under the design conditions regarding structural bearing capacity, structural deformation control, force transmission state, and fatigue performance. By extracting representative parameters of the bridge's structural response characteristics under design conditions from the structural verification results, a design benchmark set BseSet is formed to serve as a reference for comparing the structural response during operation. The design reference set BseSet includes reference deflection Def, reference stress Sig, reference support reaction Rea, and reference fatigue Fat; Wherein, the reference deflection Def is used to represent the structural deformation level in the design stage; the reference stress Sig is used to represent the structural deformation level in the design stage; the reference support reaction Rea is used to represent the structural force transmission state in the design stage; and the reference fatigue Fat is used to represent the structural fatigue verification result in the design stage. The design baseline set BseSet and the critical response set RspSet are aligned according to the corresponding structural parts, component positions and response types, so that the structural response during operation and the structural baseline during the design stage are on the same comparison scale.

9. The intelligent management method for integrated municipal road and bridge information based on BIM and GIS according to claim 8, characterized in that: S4 further includes S42 and S43; S42. Based on the critical response set RspSet and the design benchmark set BseSet, construct the corresponding distortion distance Dis for deflection response Def, stress response Sig, support reaction force Rea and fatigue index Fat respectively, and then compare them with the corresponding discrimination conditions in the preset discrimination rules to generate four single index distortion judgment results. The distortion distance Dis is obtained by comparing the key response set RspSet with the design benchmark set BseSet, including deflection response Def, stress response Sig, support reaction force Rea, and fatigue index Fat, and then extracting the difference. It is used to quantify the degree of deviation of the structural response during operation from the structural response during the design stage. The four single-index distortion judgment results together constitute a single-index judgment result set DetSet used to represent the distortion state of the structural response index; After obtaining the single-index judgment result set DetSet, the single-index judgment result set DetSet is judged according to the preset overall judgment rules to generate an overall judgment result DetSum that indicates whether the bridge structure verification conclusion has been distorted during operation. The overall judgment rule is as follows: when any single index judgment result in the single index judgment result set DetSet indicates that the corresponding structural response index has been distorted, the overall judgment result DetSum indicates that the bridge structure verification conclusion has been distorted during operation; when all single index judgment results in the single index judgment result set DetSet indicate that the corresponding structural response index has not been distorted, the overall judgment result DetSum indicates that the bridge structure verification conclusion has not been distorted during operation. S43. After generating the distortion discrimination result DetRes, based on the single index judgment result set DetSet and the overall judgment result DetSum in the distortion discrimination result DetRes, generate a control suggestion set CmdSet for bridge operation period management; The generation rules for the control suggestion set CmdSet include: when the overall judgment result DetSum indicates that the bridge structure verification conclusion has not been distorted during the operation period, a control suggestion set CmdSet is generated to maintain the existing traffic status of the bridge; when the overall judgment result DetSum indicates that the bridge structure verification conclusion has been distorted during the operation period, a control suggestion set CmdSet corresponding to the distortion type is generated based on the distortion judgment result of the corresponding structural response index in the single index judgment result set DetSet. The control suggestion set CmdSet includes load limit suggestions for controlling deflection-related distortion, traffic restriction suggestions for controlling stress-related distortion, diversion suggestions for controlling support reaction force-related distortion, time period control for controlling fatigue-related distortion, and lane control Lan for controlling traffic space distribution-related distortion.

10. A municipal road and bridge information integration and intelligent management system based on BIM and GIS, applied to the municipal road and bridge information integration and intelligent management method based on BIM and GIS as described in any one of claims 1 to 9, characterized in that: It includes a bridge data acquisition module, a unit division and feature extraction module, a response analysis module, and an information integration and decision-making module; The bridge data acquisition module collects GIS traffic and spatial organization data of municipal road bridges, and performs merging processing based on the spatial range of the bridge site and the road topology relationship to generate an operational traffic profile set TpiSet representing the traffic organization status of the bridge. The unit division and feature extraction module divides the bridge deck into traffic units based on the bridge BIM model, forming a traffic unit UniSet, and maps the operation traffic profile set TpiSet to the traffic unit UniSet to generate an operation load spectrum set LspSet that reflects the characteristics of traffic action during operation. The response analysis module uses the running load spectrum set LspSet as the structural force boundary condition to solve the stress of the bridge structure model during operation, generates the running force model Fom, and extracts the key structural responses from the running force model Fom to form the key response set RspSet. The information integration decision module obtains the design benchmark set BseSet formed during the bridge design or completion stage, compares the key response set RspSet with the design benchmark set BseSet, constructs the distortion distance Dis, and forms the distortion discrimination result DetRes based on the distortion distance Dis. Combined with the road classification Grd and detour cost Det, it generates a control suggestion set CmdSet for bridge operation management.

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