An automated control method and system for bridge structural health monitoring

Abstract

This application relates to the field of bridge technology, and provides an automated control method and system for bridge structural health monitoring. The method includes: when a first sensor is detected among multiple sensors on the bridge, acquiring sensor data from a first sensor during a target time period before the first sensor becomes disconnected, and sensor data from a second sensor during the target time period; determining the bridge's damage area information and damage type based on the sensor data from the first and second sensors; determining the bridge's structural damage risk information and probability of damage based on the damage area information and damage type; determining adjusted safety operation standard information based on the structural damage risk information and probability of damage; and determining bridge control measures based on the adjusted safety operation standard information. This solution can improve the efficiency of automated control for bridge structural health monitoring.

Description

Technical Field

[0001] This application relates to the field of bridge technology, and in particular to an automated control method and system for monitoring the health of bridge structures. Background Technology

[0002] Traditional bridge health monitoring methods often rely on regular manual inspections and periodic structural tests. This approach frequently reveals shortcomings when dealing with emergencies or extreme environments, including delayed response, discontinuous data acquisition, and overly passive control strategies. Particularly for critical infrastructure projects, such as large cross-sea bridges, the environments they operate in are complex and variable. In the event of a sudden disaster, traditional monitoring methods struggle to provide timely and accurate structural condition assessments and effective emergency control guidance. This makes it difficult for automated systems to effectively protect bridges from potential risks, and may even prevent these systems from providing meaningful decision-making information at crucial critical moments when they are most needed.

[0003] In bridge automated health monitoring systems, when a bridge encounters a sudden event such as a ship collision that can cause both structural damage and physical damage to monitoring equipment, the system can detect the initial impact immediately. However, subsequent failure of the sensor network in the impact area or abnormal data can lead to a critical lack of data for damage assessment.

[0004] Existing injury diagnosis and analysis methods heavily rely on a complete and reliable sensor data network. Local failure of the data source can prevent the system from accurately determining the specific location, type, and severity of the injury. This "blindness" to the injury status prevents the system from generating effective and instructive assessment results, thus hindering its ability to automatically trigger or recommend precise follow-up control measures to managers. Summary of the Invention

[0005] This application provides an automated control method and system for bridge structural health monitoring, which aims to solve the problems of traditional bridge health monitoring methods, such as untimely response to emergencies, discontinuous data acquisition, passive control strategies, and inability to accurately judge damage, generate effective assessment results, and automatically trigger precise control measures when sensor networks fail locally.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] Firstly, an automated control method for bridge structural health monitoring is provided. This method is used to monitor and control the health of a bridge after it has been impacted. The bridge is equipped with multiple sensors. The method includes: when a first sensor is detected among the multiple sensors on the bridge, acquiring sensor data from a target time period before the first sensor becomes disconnected, and sensor data from a second sensor during the target time period; the first sensor is the one that is disconnected among the multiple sensors, the second sensor is any sensor other than the first sensor, the target time period begins when the sensor data of the first sensor exceeds the normal range, and ends when the first sensor becomes disconnected; the first sensor… The sensing data from the first and second sensing devices include impact force data, the natural frequency of the vibration signal, and the mode shape of the vibration signal. Based on the sensing data from the first and second sensing devices, the damage area information and damage type of the bridge are determined. Based on the damage area information and damage type of the bridge, the structural damage risk information and the probability of damage occurrence of the bridge are determined. The structural damage risk information is used to indicate the name of the damage faced by the bridge. Based on the structural damage risk information and the probability of damage occurrence of the bridge, the bridge's safe operation standard information is adjusted to obtain the adjusted safe operation standard information. The safe operation standard information is used to indicate the vehicle operation standards while ensuring bridge safety. Based on the adjusted safe operation standard information, bridge control measures are determined.

[0008] Furthermore, based on the sensing data from the first and second sensing devices, the damage area information and damage type of the bridge are determined, including: taking the location of the first sensing device with the largest impact force data from the first sensing device as the impact point of the bridge; determining the damage area information of the bridge based on the impact point and impact force data; and determining the damage type of the bridge based on the sensing data from the second sensing device.

[0009] More specifically, in some implementation schemes, determining the bridge's damage area information based on the impact point and impact force data includes: obtaining a first preset correspondence; the first preset correspondence includes a one-to-one correspondence between multiple impact force data ranges and multiple damage radii; taking the largest impact force data among the multiple impact force data as the target impact force data; taking the damage radius corresponding to the impact force data range where the target impact force data is located in the first preset correspondence as the target damage radius; and taking a circle with the impact point as its center and the target damage radius as the bridge's damage area information.

[0010] Based on the above, this application further proposes determining the damage type of a bridge based on the sensing data of a second sensing device, including: determining whether the frequency difference of the bridge under normal conditions is less than a preset frequency difference threshold; the frequency difference is the similarity between the normal mode shape of the vibration signal in the sensing data of the second sensing device and the mode shape of the vibration signal included in the sensing data of the second sensing device; if yes, the damage type of the bridge is determined to be structural damage to the damaged area information; if no, determining whether the frequency difference is less than a preset frequency difference threshold; the frequency difference is the difference between the normal natural frequency of the vibration signal of the bridge under normal conditions and the natural frequency of the vibration signal included in the sensing data of the second sensing device; if yes, the damage type of the bridge is determined to be a decrease in the structural stiffness of the damaged area information; if no, the damage type of the bridge is determined to be minor damage to the damaged area information.

[0011] Preferably, the damage area information includes the impact point and the damage radius. Determining the structural damage risk information and the probability of bridge damage based on the bridge's damage area information and damage type includes: obtaining a second preset correspondence; the second preset correspondence includes a one-to-one correspondence between multiple impact areas and multiple structural damage risk information of the bridge; using the structural damage risk information corresponding to the impact area where the bridge's impact point is located in the second preset correspondence as the bridge's structural damage risk information; and determining the probability of bridge damage based on the damage radius and damage type in the bridge's damage area information.

[0012] In one implementation, the damage type includes decreased structural stiffness, structural failure, or minor damage. The probability of bridge damage is determined based on the damage radius and damage type in the bridge's damage area information, including: obtaining a preset probability calculation coefficient for the bridge; using the product of the damage radius and the preset probability calculation coefficient as the initial probability of bridge structural damage risk information; when the damage type is minor damage, subtracting a preset probability step size from the initial probability of damage to obtain the probability of bridge damage; when the damage type is decreased stiffness, using the initial probability of damage as the probability of bridge damage; and when the damage type is structural failure, increasing the preset probability step size from the initial probability of damage to obtain the probability of bridge damage.

[0013] As a technological improvement, the bridge's safe operation standard information is adjusted based on the bridge's structural damage risk information and the probability of bridge damage, resulting in adjusted safe operation standard information. This includes: determining the safe operation standard parameters that need to be adjusted in the bridge's safe operation standard information based on the bridge's structural damage risk information; and adjusting the parameter values ​​of the safe operation standard parameters in the safe operation standard information based on the probability of bridge damage, thus obtaining the adjusted safe operation standard information.

[0014] To optimize the structure, the parameter values ​​of the safety operation standard parameters in the safety operation standard information are adjusted according to the probability of bridge damage, resulting in adjusted safety operation standard information. This includes: obtaining the bridge's quality level; the quality level is positively correlated with the bridge's quality; using the product of the reciprocal of the quality level and the probability of damage as an adjustment coefficient; and adjusting the parameter values ​​of the safety operation standard parameters in the safety operation standard information according to the adjustment coefficient to obtain the adjusted safety operation standard information.

[0015] To improve the plan, control measures for the bridge are determined based on the adjusted safety operation standard information, including: calling the preset bridge operation control model; the preset bridge operation control model is used to determine the bridge control measures based on the bridge safety operation standard information; and the adjusted safety operation standard information is input into the preset bridge operation control model to obtain the bridge control measures.

[0016] Secondly, this application also discloses an automated control system for bridge structural health monitoring. This system is used for bridge health monitoring and control after a bridge has been impacted. Multiple sensors are installed on the bridge. The system includes: an acquisition device and a processing device. The acquisition device is used to acquire, when it detects the presence of a first sensor among the multiple sensors on the bridge, sensor data within a target time period before the first sensor becomes disconnected, and sensor data of a second sensor within the target time period. The first sensor is the one that is disconnected among the multiple sensors, and the second sensor is any sensor other than the first sensor. The target time period begins when the sensor data of the first sensor exceeds the normal sensor data range, and ends when the first sensor becomes disconnected. The first sensor and... The sensing data from the second sensing device includes impact force data, the natural frequency of the vibration signal, and the mode shape of the vibration signal; the processing device is used to determine the damage area information and the damage type of the bridge based on the sensing data from the first and second sensing devices; the processing device is used to determine the structural damage risk information and the probability of damage to the bridge based on the damage area information and the damage type of the bridge; the structural damage risk information is used to indicate the name of the damage faced by the bridge; the processing device is used to adjust the bridge's safe operation standard information based on the structural damage risk information and the probability of damage to the bridge, obtaining the adjusted safe operation standard information; the safe operation standard information is used to indicate the vehicle operation standards under the condition of ensuring bridge safety; the processing device is used to determine the control measures for the bridge based on the adjusted safe operation standard information.

[0017] Beneficial effects

[0018] The automated control method for bridge structural health monitoring disclosed in this application can intelligently acquire key sensor data from the disconnected devices before their failure, as well as sensor data from other normally functioning devices, when a bridge experiences an impact that causes some sensors to lose connection. This data includes impact force data, the natural frequency and mode shape of vibration signals, thus overcoming the problem of data loss in traditional methods when the sensor network is partially paralyzed. Based on this comprehensive data, this application can accurately determine the damaged area and damage type of the bridge, and then assess the structural damage risk and probability of damage occurrence, solving the problem of "blindness" to damage status in existing technologies. Furthermore, this application can dynamically adjust the bridge's safe operation standards based on the assessment results, and determine specific control measures accordingly, such as adjusting vehicle operation standards or activating structural adjustment devices, thereby achieving fully automated and intelligent management from damage detection and assessment to control strategy generation. Compared to the traditional model that relies on manual inspection and passive alarms, this application can provide timely and accurate structural status assessment and effective emergency control guidance, significantly improving the safety and management efficiency of bridges in the event of emergencies. It avoids the system from degenerating into a coarse alarm in emergency situations and effectively solves the technical problems of untimely response, discontinuous data acquisition, passive control strategies, and inability to provide guiding decision-making information in the prior art. Attached Figure Description

[0019] Figure 1 A flowchart illustrating an automated control method for bridge structural health monitoring provided in this application;

[0020] Figure 2 A flowchart illustrating another automated control method for bridge structural health monitoring provided in this application;

[0021] Figure 3 This application provides a schematic diagram of the architecture of an automated control system for monitoring the health of bridge structures. Detailed Implementation

[0022] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments. The components of this application 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 this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0023] 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 application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0024] Traditional bridge health monitoring methods often rely on regular manual inspections and periodic structural tests. This approach frequently reveals shortcomings when dealing with emergencies or extreme environments, including delayed response, discontinuous data acquisition, and overly passive control strategies. Particularly for critical infrastructure projects, such as large cross-sea bridges, the complex and variable environment makes it difficult for traditional monitoring methods to provide timely and accurate structural condition assessments and effective emergency control guidance in the event of a sudden disaster. This makes it difficult for automated systems to effectively protect bridges from potential risks, and may even prevent these systems from providing meaningful decision-making information at crucial critical moments when they are most needed.

[0025] In bridge automated health monitoring systems, when a bridge encounters a sudden event such as a ship collision that can cause both structural damage and physical damage to monitoring equipment, the system can detect the initial impact immediately. However, subsequent failure of the sensor network in the impact area or abnormal data can lead to a critical lack of data for damage assessment.

[0026] Existing damage diagnosis and analysis methods heavily rely on a complete and reliable sensor data network. Local failure of the data source can prevent the accurate determination of the specific location, type, and severity of the damage. This "blindness" to the damage status prevents the system from generating effective and instructive assessment results. Consequently, it fails to automatically trigger or recommend precise follow-up control measures to managers, such as activating specific structural adjustment devices or implementing targeted traffic control schemes. Thus, in emergencies where automation is most needed, it degenerates into a single-function, rudimentary alarm.

[0027] To address the aforementioned problems, this application proposes an automated control method for bridge structural health monitoring. This method is used for bridge health monitoring and control after a bridge has experienced an impact. Multiple sensing devices are installed on the bridge, such as… Figure 1 As shown, the method includes:

[0028] S101. When it is detected that the first sensing device is present among multiple sensing devices on the bridge, the sensing data of the first sensing device during the target time period before it lost contact, and the sensing data of the second sensing device during the target time period are obtained.

[0029] The first sensing device is the sensing device that is out of contact among multiple sensing devices. The second sensing device is the sensing device other than the first sensing device among multiple sensing devices. The start time of the target time period is the moment when the sensing data of the first sensing device exceeds the normal sensing data range, and the end time of the target time period is the moment when the first sensing device is out of contact. The sensing data of the first and second sensing devices include impact force data, the natural frequency of the vibration signal, and the mode shape of the vibration signal.

[0030] S102. Based on the sensing data from the first sensing device and the sensing data from the second sensing device, determine the information on the damaged area of ​​the bridge and the type of damage to the bridge.

[0031] S103. Based on the information on the damaged areas and the types of damage to the bridge, determine the structural damage risk information and the probability of damage to the bridge.

[0032] Structural damage risk information is used to indicate the name of the damage that a bridge is facing.

[0033] S104. Based on the structural damage risk information and the probability of bridge damage, adjust the bridge's safe operation standard information to obtain the adjusted safe operation standard information.

[0034] Safety operation standard information is used to indicate the operating standards for vehicles while ensuring bridge safety.

[0035] S105. Determine the control measures for the bridge based on the adjusted safety operation standard information.

[0036] This application, by utilizing data from the lost sensors and real-time data from the remaining functional sensors after a bridge collision, comprehensively assesses the bridge's damage and dynamically adjusts its safety operation standards accordingly, thereby determining appropriate control measures. This effectively solves the problems of untimely response, inaccurate assessment due to data gaps, and passive control strategies in traditional methods during emergencies, significantly improving the automation level and emergency response capabilities of bridge health monitoring and control.

[0037] In order to better understand the technical solution proposed in this application, it is necessary to explain some key terms and implementation environments involved therein.

[0038] "Sensing devices" refer to various sensors deployed on bridge structures, such as acceleration sensors, strain sensors, displacement sensors, impact force sensors, and vibration sensors. They are responsible for collecting various physical parameters of the bridge in real time and transmitting these data to the monitoring system.

[0039] "First sensing device" specifically refers to sensing devices that are out of contact due to physical damage or communication failure after an event such as a bridge being struck.

[0040] "Second sensing device" refers to other sensing devices that can still function normally and provide valid sensing data after the first sensing device loses connection.

[0041] "Sensing data" includes impact force data, the natural frequency of the vibration signal, and the mode shape of the vibration signal. Among them, "impact force data" reflects the impact intensity that the bridge experiences at the moment of impact; "natural frequency of the vibration signal" is the inherent frequency of the bridge structure during free vibration, and its change can indicate the change in structural stiffness; "mode shape of the vibration signal" describes the deformation mode of the bridge structure during vibration, and its change can indicate the location and type of structural damage.

[0042] The "target time period" refers to the period from the moment when the sensing data of the first sensing device exceeds the normal range to the moment when the first sensing device completely loses contact. The sensing data during this period is crucial for analyzing the impact process and initial damage.

[0043] "Damage Area Information" is used to indicate the specific location and extent of damage to the bridge structure.

[0044] "Damage type" indicates the nature of the damage suffered by the bridge structure, such as structural failure, decreased structural stiffness, or minor damage.

[0045] "Structural damage risk information" is used to indicate the name of the damage that the bridge is currently facing, such as the risk of main girder fracture, the risk of pier tilting, etc.

[0046] "Probability of damage occurrence" is used to quantify the likelihood of a bridge experiencing specific structural damage.

[0047] "Safety Operation Standards Information" is used to indicate various standards for vehicle passage under the premise of ensuring bridge safety, such as speed limits, weight limits, and lane closures.

[0048] "Control measures" refer to specific intervention measures taken on the bridge's operational status based on the adjusted safety operation standards, such as issuing early warnings, adjusting traffic flow, and initiating emergency repairs.

[0049] The core of the automated control method for bridge structural health monitoring proposed in this application is that it can still effectively monitor and control the health of the bridge even when some sensing devices are disconnected.

[0050] Specifically, this method first needs to detect the presence of a first sensor among multiple sensors on the bridge, and then acquire sensor data from the first sensor during a target time period before it becomes disconnected, as well as sensor data from the second sensor during the target time period. The first sensor is the one that is disconnected among the multiple sensors, and the second sensor is any sensor other than the first sensor. The target time period begins when the sensor data of the first sensor exceeds the normal range, and ends when the first sensor becomes disconnected.

[0051] The sensing data from the first and second sensors include impact force data, the natural frequency of the vibration signal, and the mode shape of the vibration signal. For example, when a bridge is impacted, the monitoring system continuously receives data streams from all sensors. If the data from a sensor (i.e., the first sensor) is suddenly interrupted or malfunctions, the system immediately identifies it as a disconnected device. At this time, the system will retrieve the sensing data transmitted by the first sensor in the period before it went missing (i.e., the target time period), and will also collect sensing data from other normally functioning sensors (i.e., the second sensor) in the same target time period. This data may be transmitted to the central data processing unit via wired or wireless means.

[0052] Next, based on the sensor data from the first and second sensors, the damaged area information and the type of damage to the bridge are determined. For example, after acquiring the aforementioned sensor data, the system uses this data to perform damage assessment. Impact force data can help locate the impact point, while the natural frequency and mode shape of the vibration signal can reflect the overall stiffness and local damage of the bridge structure. By comprehensively analyzing this data, the specific location and extent of the bridge damage (damage area information) and the nature of the damage (damage type) can be determined, such as structural failure, decreased stiffness, or minor damage.

[0053] Subsequently, based on the information about the damaged area and the type of damage, the system determines the structural damage risk information and the probability of damage occurring. The structural damage risk information indicates the name of the damage the bridge faces. For example, once the damaged area and type are determined, the system further assesses the structural damage risk to the bridge. For instance, if the damaged area is located at a critical point on the main girder and the damage type is structural failure, there is a risk of main girder fracture. Simultaneously, the system calculates the probability of this risk occurring based on the severity and location of the damage.

[0054] Furthermore, based on the bridge's structural damage risk information and the probability of damage, the system adjusts the bridge's safe operation standards to obtain the adjusted safety operation standards. These standards indicate the vehicle operation standards while ensuring bridge safety. For example, if the assessment indicates a high risk and probability of structural damage, the system will adjust the bridge's safety operation standards accordingly. This might include reducing vehicle speed limits, limiting vehicle load, or even temporarily closing some lanes or the entire bridge to ensure safe operation even if the bridge is damaged.

[0055] Finally, control measures for the bridge are determined based on the adjusted safety operation standards. For example, after the safety operation standards are adjusted, the system will automatically or semi-automatically generate specific control measures based on the new standards. This may include sending early warning information to traffic management departments, activating the emergency response procedures of the bridge health monitoring system, dispatching maintenance teams for on-site inspections and emergency repairs, or disseminating traffic control information to the public through traffic lights, electronic displays, and other equipment.

[0056] The automated control method for bridge structural health monitoring proposed in this application can comprehensively assess the damage to a bridge by utilizing data from the disconnected devices before their disconnection and real-time data from the remaining normal devices even after some sensors have lost connection due to an impact. Based on this, the method can dynamically adjust the bridge's safe operation standards and determine corresponding control measures. This effectively solves the problems of untimely response, inaccurate assessment due to missing data, and passive control strategies in traditional methods during emergencies, and significantly improves the automation level and emergency response capability of bridge health monitoring and control.

[0057] The core innovation of this application lies in its ability to accurately assess and automatically control the bridge's health status even when some sensors fail due to a bridge impact, through intelligent data processing and analysis. This application offers significant advantages over traditional bridge health monitoring methods.

[0058] Traditional methods often rely on regular manual inspections and periodic structural tests. This approach is slow to respond to emergencies, suffers from discontinuous data acquisition, and employs overly passive control strategies. For example, when a bridge is struck by a ship, a traditional system might only issue a rough alarm, failing to provide detailed damage assessments and precise control recommendations.

[0059] This application achieves a breakthrough in the following aspects:

[0060] First, this application fully utilizes key data from the lost sensing devices during the "target time period" before they lost contact, combining it with real-time data from other functioning sensing devices to compensate for data loss caused by device loss. This allows for a more comprehensive and accurate assessment of the bridge's damage area and type. This data fusion and backtracking mechanism enables the system to maintain a high level of diagnostic capability even when faced with localized sensor network failures.

[0061] Secondly, this application can further determine the structural damage risk information and the probability of damage occurrence of the bridge based on the information on the damaged area and the type of damage. This elevates the assessment of the bridge's health status from a simple "whether there is damage" to a more refined assessment of "where the damage is, what type it is, how great the risk is, and how high the probability of its occurrence," providing a more guiding basis for subsequent decision-making.

[0062] Furthermore, this application can dynamically adjust the bridge's safe operation standards based on the assessed structural damage risk information and the probability of damage occurrence. This means that the bridge's operation strategy is no longer static, but can be adjusted in real time according to the actual damage situation, thereby maximizing its operational efficiency while ensuring bridge safety. For example, only speed limits may be needed for minor damage, while traffic closure may be necessary for severe damage.

[0063] Finally, this application can automatically determine bridge control measures based on the adjusted safety operation standards. This transforms the bridge's emergency response from a passive alarm to an active intervention, enabling timely and effective measures such as traffic control and emergency repairs to prevent further escalation of accidents and protect public safety and property.

[0064] In summary, this application significantly improves the automation and intelligence level of bridge structural health monitoring through innovative data processing, risk assessment, and control strategy adjustment mechanisms. In particular, it can provide more timely, accurate, and effective solutions when dealing with emergencies, which is of significant technological advancement.

[0065] Specifically, when determining the damaged area information and the type of damage to the bridge based on the sensing data of the first and second sensing devices, the following methods can be used.

[0066] like Figure 2 As shown, the damaged area information and damage type of the bridge are determined based on the sensing data from the first sensor and the second sensor, including:

[0067] S201. The location of the first sensor with the largest impact force data in the first sensor data is taken as the impact point of the bridge.

[0068] S202. Determine the damage area information of the bridge based on the impact point and impact force data.

[0069] S203. Determine the type of damage to the bridge based on the sensing data from the second sensing device.

[0070] Specifically, identifying the location of the first sensor with the highest impact force data from its sensor data as the bridge's impact point involves analyzing the impact force data recorded by the first sensor (which was out of service) within a target time period, identifying the sensor with the highest impact force value, and determining its physical location as the precise location of the bridge impact. This aims to provide an accurate starting point for subsequent damage area and type assessment. Furthermore, determining the bridge's damage area information based on the impact point and impact force data means, after determining the bridge's impact point, combining that point with the impact force data recorded by the first sensor to assess the potential damage range caused by the impact.

[0071] This step aims to quantify the geographical extent of the damage, providing a spatial basis for subsequent risk assessment and control measures. Furthermore, determining the type of bridge damage based on data from the second sensing device involves using data collected by a second sensing device (excluding the one that went missing) on ​​the bridge within a target time period. This data, such as the natural frequency and mode shape of the vibration signal, is used to analyze the specific nature of the bridge structure's damage after the impact, such as structural failure, decreased stiffness, or minor damage. The purpose is to identify the physical manifestations of the damage, providing crucial information for developing targeted repair or control strategies.

[0072] This application's solution first locates the impact point, precisely pinpointing the initial location of the damage and avoiding blind inspection of the entire bridge. Then, by combining impact point and impact force data, the damaged area is assessed, providing data support and a physical basis for determining the damage extent. Simultaneously, using vibration data from a second sensor to determine the damage type allows for a deeper understanding of the nature of the bridge damage from the perspective of changes in structural dynamics, thus overcoming the limitation of relying solely on impact force data to comprehensively determine the nature of the damage. Therefore, through comprehensive analysis of multi-dimensional data, a complete and accurate identification of the bridge's damaged area and damage type is achieved.

[0073] Through the above technical solution, this application can achieve refined identification of bridge damage areas and damage types. Specifically, by using the location of the first sensing device with the greatest impact force as the impact point, the accuracy of impact point location can be improved; by combining the impact point and impact force data to determine the damage area, the assessment of the damage range becomes more scientific and reasonable; and by using the sensing data of the second sensing device to determine the damage type, the actual damage status of the bridge structure can be more comprehensively reflected, providing more accurate and reliable basic data for subsequent risk assessment and control measures, thereby improving the automation and intelligence level of bridge health monitoring.

[0074] This application further proposes a specific method for determining the damage area information of a bridge based on impact point and impact force data, the method comprising:

[0075] Obtain the first preset correspondence; the first preset correspondence includes a one-to-one correspondence between multiple impact force data ranges and multiple damage radii; take the largest impact force data among the multiple impact force data as the target impact force data; take the damage radius corresponding to the impact force data range in the first preset correspondence as the target damage radius; take the circle with the impact point as the center and the target damage radius as the damage area information of the bridge.

[0076] Specifically, the first pre-defined correspondence can be understood as a pre-established rule or lookup table used to quantify the relationship between impact force and damage range. Its purpose is to provide a standardized method to convert detected impact force data into measurable damage radii. The one-to-one correspondence between multiple impact force data ranges and multiple damage radii means, for example, that when the impact force data falls within a specific range (e.g., 100kN-200kN), the corresponding damage radius is set to a certain value (e.g., 2 meters); when the impact force data falls within another range (e.g., 200kN-300kN), the corresponding damage radius is set to another value (e.g., 3 meters), and so on. This correspondence can be established through experiments, simulation analysis, or historical data statistics to ensure its scientific validity and accuracy.

[0077] Furthermore, the largest impact force among multiple impact force data points is selected as the target impact force data. This is to identify the impact event that will cause the most severe potential damage. In practical applications, bridges may be subjected to multiple impacts in a short period of time. Selecting the largest impact force data ensures that subsequent damage assessments are based on the worst-case scenario, thereby guaranteeing bridge safety.

[0078] Subsequently, the damage radius corresponding to the impact force data range within the first preset correspondence is taken as the target damage radius. This means that by consulting or calculating, the identified maximum impact force data is mapped to a preset damage radius. For example, if the target impact force data is 250kN and falls within the impact force data range of 200kN-300kN, the corresponding target damage radius is 3 meters.

[0079] Ultimately, a circle centered at the impact point and with a radius equal to the target damage radius is used to define the bridge's damage area. This provides an intuitive and easy-to-understand geometric model of the damage area. A circle is drawn with the impact point as the center and the calculated target damage radius as the radius; this circular area is identified as the bridge's damage area. This model simplifies complex damage morphologies, facilitating rapid assessment and subsequent decision-making.

[0080] This application's solution addresses the potential ambiguity and reliance on experience when determining damage area information solely based on impact point and impact force data by introducing a first pre-defined correspondence and combining it with the maximum impact force data to determine the target damage radius. Specifically, the first pre-defined correspondence provides a standardized quantification mechanism, transforming abstract impact force data into a concrete spatial damage range. This ensures that the definition of the damage area is no longer a subjective judgment but based on pre-defined scientific evidence. By selecting the maximum impact force data, the conservatism and safety of the damage assessment are ensured, avoiding the underestimation of potential damage risks. Thus, a circular area centered on the impact point and with the target damage radius as its radius can clearly and objectively characterize the bridge's damage area, providing a clear spatial reference for subsequent health monitoring and control.

[0081] Through the above technical solution, this application enables the precise quantification and standardized determination of bridge damage area information. Compared to subjective judgment based solely on impact point and impact force data, this solution effectively avoids ambiguity and reliance on experience in the assessment process by establishing a one-to-one correspondence between impact force data and damage radius. This results in more objective and accurate damage area information, providing a solid data foundation for subsequent damage type determination, structural damage risk assessment, and the formulation of bridge control measures, significantly improving the scientific rigor and reliability of automated control methods for bridge health monitoring.

[0082] This application further proposes determining the type of bridge damage based on the sensing data from the aforementioned second sensing device, including:

[0083] Determine whether the target similarity of the bridge under normal conditions is less than a preset similarity threshold; the target similarity is the similarity between the normal mode shape of the vibration signal in the sensing data of the second sensing device and the mode shape of the vibration signal included in the sensing data of the second sensing device; if yes, determine that the damage type of the bridge is structural damage to the damaged area information; if no, determine whether the frequency difference is less than a preset frequency difference threshold; the frequency difference is the difference between the normal natural frequency of the vibration signal of the bridge under normal conditions and the natural frequency of the vibration signal included in the sensing data of the second sensing device; if yes, determine that the damage type of the bridge is a decrease in the structural stiffness of the damaged area information; if no, determine that the damage type of the bridge is slight damage to the damaged area information.

[0084] Specifically, in bridge structural health monitoring, vibration mode shapes and natural frequencies are important indicators for assessing structural condition. "Normal mode shapes" refer to the baseline vibration modes obtained through long-term monitoring or structural analysis of the bridge in an undamaged state; "normal natural frequencies" refer to the natural vibration frequencies of the bridge in a healthy state. This data under normal conditions can be pre-stored in the system as a benchmark for comparison.

[0085] The "preset similarity threshold" and "preset frequency difference threshold" are parameters used to quantify the degree of damage. These thresholds can be set based on bridge design specifications, material properties, historical monitoring data, and engineering experience. For example, when the mode shape similarity is below a certain threshold, it usually means that the structure has undergone significant geometric changes or localized damage, i.e., "structural damage"; while when the natural frequency shifts significantly but the mode shape similarity is still within an acceptable range, it may indicate that the overall stiffness of the structure has decreased, i.e., "decrease in structural stiffness". If both are within acceptable ranges but there are still abnormalities, it can be judged as "minor damage".

[0086] "Structural failure" typically refers to visible or significant physical damage to bridge components, such as cracks, fractures, or partial collapses, leading to a substantial decrease in the structure's load-bearing capacity. "Decreased structural stiffness" refers to a weakening of the bridge's overall or localized resistance to deformation, possibly caused by material aging, fatigue damage, or the propagation of microcracks, but not yet reaching the level of obvious physical failure. "Minor damage" refers to a bridge structure experiencing minor impacts or localized stress concentrations, which have not yet significantly affected the overall structural performance, but still require monitoring and further evaluation.

[0087] This application's solution enables refined classification of bridge damage types by introducing judgments based on the similarity of vibration modes and the difference in natural frequencies of vibration signals. When a bridge experiences an impact, its vibration characteristics change. Structural damage typically leads to significant changes in the bridge's geometry or connection methods, resulting in a marked alteration of the vibration modes. Therefore, by determining whether the similarity between the current vibration mode and the normal vibration mode is less than a preset similarity threshold, structural damage can be effectively identified.

[0088] If the mode shape similarity does not reach the level of structural damage, but the bridge's natural frequencies have changed significantly (i.e., the difference between the current natural frequency and the normal natural frequency is greater than a preset frequency difference threshold), it indicates that the overall or local stiffness of the bridge may have decreased, but has not yet reached the level of structural damage. If neither of the above two conditions is met, but anomalies still exist, it can be judged as minor damage. This tiered judgment mechanism makes the identification of damage types more accurate and specific, avoids ambiguous judgments, and provides a reliable basis for subsequent risk assessment and control measures.

[0089] The aforementioned technical solution enables precise classification of bridge damage types, refining damage into specific categories such as structural failure, decreased structural stiffness, and minor damage. This refined classification helps to more accurately assess the actual extent of bridge damage and potential risks, thereby enabling the development of more targeted and effective bridge control measures. Compared to simply determining the damage type in general terms, this solution significantly improves the accuracy and reliability of damage identification by introducing mode shape similarity and natural frequency difference as criteria, providing stronger technical support for automated health monitoring and safe operation management of bridges.

[0090] This application further proposes that the damage area information includes the impact point and damage radius. Based on the bridge's damage area information and the bridge's damage type, structural damage risk information and the probability of bridge damage occurrence are determined, including:

[0091] Obtain a second preset correspondence; the second preset correspondence includes a one-to-one correspondence between multiple impact areas of the bridge and multiple structural damage risk information; take the structural damage risk information corresponding to the impact area where the bridge's impact point is located in the second preset correspondence as the structural damage risk information of the bridge; determine the probability of bridge damage based on the damage radius and the damage type of the bridge in the bridge's damage area information.

[0092] Specifically, damage area information is understood as the region jointly defined by the impact point and the damage radius. The impact point indicates the specific location of the bridge impact, while the damage radius quantifies the extent of the impact's effect. To more accurately assess the structural damage risk of the bridge, a second pre-defined correspondence is needed. This second pre-defined correspondence is constructed as a one-to-one mapping between multiple impact areas of the bridge and multiple structural damage risk information. For example, different parts of the bridge, such as the main beams, piers, and bridge deck, may correspond to different types or levels of structural damage risk.

[0093] Once the impact point of the bridge is determined, it is mapped to a pre-defined impact area in a second preset correspondence. Subsequently, the structural damage risk information corresponding to this impact area is determined as the structural damage risk information of the bridge. Furthermore, the determination of the probability of bridge damage takes into account both the damage radius in the damage area information and the type of bridge damage. A larger damage radius generally means a wider damage range and a potentially higher probability of damage; different damage types, such as structural failure, decreased structural stiffness, or minor damage, also significantly affect the probability of damage.

[0094] The solution proposed in this application introduces a second pre-defined correspondence to associate the bridge's impact point with pre-defined impact areas and their corresponding structural damage risk information. This allows the determination of structural damage risk information to move beyond a single, general judgment and instead to a refined assessment based on the specific characteristics of the bridge's impact location. For example, different structural parts of a bridge have varying load-bearing capacities and sensitivities to damage. By defining pre-defined impact areas, the potential damage risks in specific areas can be identified more accurately.

[0095] Furthermore, by combining damage radius and damage type to determine the probability of damage occurrence, the probability calculation becomes more comprehensive and scientific. Damage radius provides quantitative information on the extent of damage, while damage type reflects the nature and severity of the damage. This multi-dimensional and refined assessment method effectively compensates for the shortcomings of traditional methods in risk assessment accuracy, providing more reliable data support for subsequent decision-making.

[0096] Through the aforementioned technical solution, this application enables a more accurate and detailed assessment of bridge structural damage risk information and the probability of damage occurrence. Specifically, by introducing a second pre-defined correspondence based on the impact area, more targeted structural damage risk information can be identified according to the specific location of the impact point, avoiding general risk judgments. Simultaneously, by combining the damage radius and damage type to calculate the probability of damage occurrence, the probability value more realistically reflects the actual damage situation and potential risks of the bridge, thereby significantly improving the accuracy and reliability of risk assessment. This refined risk assessment result provides a more solid and scientific basis for subsequent adjustments to bridge safety operation standards and the determination of control measures, contributing to improving the overall effectiveness of bridge health monitoring and automated control.

[0097] This application further proposes damage types including decreased structural stiffness, structural failure, or minor damage. The probability of bridge damage is determined based on the damage radius and damage type in the bridge's damage area information, specifically including the following steps:

[0098] Obtain the preset probability calculation coefficient of the bridge; multiply the damage radius by the preset probability calculation coefficient as the initial probability of structural damage to the bridge; when the damage type is minor damage, subtract the preset probability step size from the initial probability of damage to obtain the probability of bridge damage; when the damage type is stiffness reduction, use the initial probability of damage as the probability of bridge damage; when the damage type is structural failure, increase the preset probability step size from the initial probability of damage to obtain the probability of bridge damage.

[0099] Specifically, damage types can be understood as the different degrees and nature of damage states exhibited by a bridge structure after an impact. "Decreased structural stiffness" refers to a reduction in the overall or local stiffness of the bridge structure due to damage, but without obvious macroscopic failure; "structural failure" refers to visible physical damage such as cracks, fractures, and deformation in the bridge structure; "minor damage" indicates that the bridge structure is only slightly affected, possibly only by surface abrasions or localized stress concentration, with minimal impact on the overall structural safety. The preset probability calculation coefficient can be understood as a proportional factor used to quantify the damage radius as the probability of initial damage occurrence. This coefficient can be set based on a comprehensive evaluation of various factors such as historical data, bridge material properties, and structural design, aiming to provide a basic benchmark for the probability of damage occurrence for different damage radii.

[0100] In practical applications, the initial probability of damage is calculated by multiplying the damage radius by a preset probability calculation coefficient. For example, if the damage radius is R and the preset probability calculation coefficient is K, then the initial probability of damage, P_initial, is equal to R*K. This step aims to establish a preliminary quantitative relationship between the damage range and the potential damage risk. Further, the initial probability of damage is adjusted according to the specific damage type. When the damage type is determined to be minor, indicating a low degree of damage to the bridge structure, the initial probability of damage is subtracted by a preset probability step size to reflect its lower actual damage risk. The preset probability step size is a pre-set value used to adjust the probability under a specific damage type; its magnitude can be determined based on experience or further risk assessment.

[0101] When the damage type is stiffness reduction, since the decrease in structural stiffness has already affected the bridge's load-bearing capacity but has not yet reached the severity of structural failure, the initial probability of damage occurrence is directly used as the final probability of damage occurrence without any additional adjustments. When the damage type is structural failure, it indicates that the bridge structure has suffered relatively severe physical damage, and its risk of failure has increased significantly. In this case, the initial probability of damage occurrence is increased by a preset probability step size to more accurately reflect its higher probability of failure occurrence.

[0102] This application's solution addresses the lack of a clear quantitative mechanism for the specific impact of different damage types on the probability of damage occurrence in the aforementioned embodiments by introducing preset probability calculation coefficients and preset probability step sizes, and by differentially adjusting the initial probability of damage occurrence based on specific damage types (minor damage, decreased stiffness, structural failure). Specifically, the preset probability calculation coefficients transform the physical quantity of damage radius into an initial probability, establishing a fundamental link between damage range and risk. Subsequently, by setting different adjustment strategies for different damage types (subtracting the step size, keeping it unchanged, and increasing the step size), the final determined probability of damage occurrence can more accurately reflect the true risk level of the bridge under different damage states. For example, the probability of damage occurrence for a slightly damaged bridge is appropriately reduced, while the probability of damage occurrence for a structurally damaged bridge is significantly increased, making the risk assessment results more targeted and accurate.

[0103] The above technical solution allows for fine-tuning of the probability of damage based on the type of bridge damage, resulting in a more accurate and objective assessment of the probability of damage. This differentiated probability calculation method avoids the bias caused by using a single assessment standard for all damage types, thereby improving the accuracy and reliability of automated control methods for bridge structural health monitoring. This provides a more solid data foundation for subsequent adjustments to bridge safety operation standards and the determination of control measures.

[0104] This application further proposes specific steps for adjusting the safety operation standard information of bridges, aiming to achieve more accurate and reasonable adjustments to the safety operation standards.

[0105] Specifically, based on the structural damage risk information and the probability of bridge damage, the bridge's safe operation standard information is adjusted to obtain the adjusted safe operation standard information, which includes:

[0106] Based on the structural damage risk information of the bridge, determine the safety operation standard parameters that need to be adjusted in the safety operation standard information of the bridge; adjust the parameter values ​​of the safety operation standard parameters in the safety operation standard information according to the probability of bridge damage, and obtain the adjusted safety operation standard information.

[0107] The phrase "determining the safety operation standard parameters that need adjustment in the bridge's safety operation standard information based on the bridge's structural damage risk information" means that the parameters requiring attention and adjustment in the bridge's safety operation standard information differ depending on the specific structural damage risk information. For example, if the structural damage risk information indicates a risk of "reduction in the main girder's load-bearing capacity," then it may be necessary to adjust the safety operation standard parameters related to vehicle load and axle load; if the structural damage risk information indicates a risk of "bridge deck crack propagation," then it may be necessary to adjust the safety operation standard parameters related to vehicle speed and travel path. This approach ensures that adjustments are targeted and avoids unnecessary adjustments to irrelevant parameters.

[0108] Furthermore, "adjusting the parameter values ​​of the safety operation standard parameters in the safety operation standard information based on the probability of bridge damage" means that after determining the safety operation standard parameters that need to be adjusted, the adjustment range is quantified based on the probability of bridge damage. A higher probability of damage indicates a greater risk to the bridge, therefore the adjustment range of the relevant safety operation standard parameters should be larger to implement stricter control measures. Conversely, if the probability of damage is low, the adjustment range can be relatively smaller to reduce the impact on normal traffic operation.

[0109] This application's solution achieves precise management of bridge safety operation standards by refining the adjustment process of safety operation standard information into two interrelated steps. First, structural damage risk information is used to identify the most critical and adjustment-required safety operation standard parameters, ensuring targeted adjustments and avoiding blind intervention in irrelevant parameters. Second, the adjustment magnitude of these parameters is quantified by introducing the probability of damage occurrence, enabling the adjustment results to dynamically and reasonably reflect the actual risk level of the bridge. It is precisely this step-by-step and refined adjustment mechanism that allows the adjusted safety operation standard information to more accurately guide bridge operation control, thereby maximizing traffic efficiency while ensuring bridge safety.

[0110] Through the aforementioned technical solution, this application can specifically determine the safety operation standard parameters that need adjustment based on the specific structural damage risk information of the bridge, and quantify and adjust the parameter values ​​according to the probability of damage occurrence. This avoids the potential for blind or one-size-fits-all adjustments in traditional solutions, resulting in more accurate and reasonable adjusted safety operation standard information. This not only significantly improves the level of precision in bridge safety operation management but also more effectively balances the relationship between bridge safety and traffic efficiency, thus providing a more reliable guarantee for the long-term safe operation of the bridge.

[0111] This application further proposes adjusting the parameter values ​​of the safety operation standard parameters in the safety operation standard information based on the probability of bridge damage, to obtain the adjusted safety operation standard information, including:

[0112] Obtain the bridge's quality grade; the quality grade is positively correlated with the bridge's quality; use the product of the reciprocal of the quality grade and the probability of damage as an adjustment coefficient; adjust the parameter values ​​of the safety operation standard parameters in the safety operation standard information according to the adjustment coefficient to obtain the adjusted safety operation standard information.

[0113] Specifically, the quality grade refers to a quantitative assessment of a bridge's overall structural quality, design standards, construction techniques, material properties, and long-term maintenance conditions. This quality grade is positively correlated with the bridge's overall quality; that is, a higher quality grade indicates superior structural performance and stronger resistance to external impacts and damage. In practical applications, quality grades can be classified according to national or industry standards, such as A, B, C, D, etc., or expressed using specific numerical ranges. The quality grade can be obtained by reviewing the bridge's design files, construction records, acceptance reports, and periodic structural inspection and evaluation reports.

[0114] Furthermore, the adjustment coefficient is calculated by multiplying the reciprocal of the quality grade by the probability of damage. The reciprocal of the quality grade reflects the bridge's sensitivity to adjustments in safe operating standard parameters when facing the same probability of damage. A higher quality grade results in a smaller reciprocal, meaning that the adjustment range for safe operating standard parameters may be relatively smaller under the same probability of damage; conversely, a lower quality grade results in a larger reciprocal, indicating a potentially larger adjustment range. The probability of damage directly reflects the current structural damage risk faced by the bridge. By multiplying the two, an adjustment coefficient that comprehensively considers the bridge's inherent quality and current damage risk can be obtained.

[0115] Therefore, the parameter values ​​of the safety operation standard parameters in the safety operation standard information are adjusted according to this adjustment coefficient. Specifically, the adjustment coefficient can be used to perform multiplication, division, addition, or subtraction on the original parameter values ​​of the safety operation standard parameters to achieve dynamic adjustment of the parameter values. For example, when the adjustment coefficient is large, the vehicle speed limit can be reduced, the vehicle load can be limited, or the safety distance can be increased accordingly to ensure the safe operation of the bridge in the event of damage; when the adjustment coefficient is small, the original operation standard can be maintained or slightly adjusted.

[0116] This application's solution addresses the limitations of adjusting solely based on the probability of damage by introducing a bridge's quality grade and combining it with the probability of damage to generate adjustment coefficients. Specifically, the introduction of the quality grade ensures that adjustments to safe operation standard parameters are no longer single-dimensional but comprehensively consider the bridge's own damage resistance and redundancy.

[0117] When a bridge has a high quality rating, its structural resistance is relatively strong even with a certain probability of damage. Therefore, by applying the inverse of the quality rating, the adjustment coefficient can be appropriately reduced to avoid excessively restricting the normal operation of the bridge. Conversely, for bridges with lower quality ratings, even with the same probability of damage, adjustments need to be made more cautiously, using a larger adjustment coefficient to ensure a safety margin. This mechanism allows the adjusted safety operation standard information to more accurately reflect the actual safety status of the bridge, avoiding a "one-size-fits-all" approach to adjustment, thereby maximizing the bridge's operational efficiency while ensuring safety.

[0118] Through the aforementioned technical solution, this application enables refined and personalized adjustments to bridge safety operation standard information. Compared to solutions that adjust solely based on the probability of damage, this application fully considers the bridge's own quality level, making the adjusted safety operation standard information more targeted and reasonable. This not only effectively improves the bridge's operational safety after an impact, avoiding potential risks caused by insufficient adjustments, but also prevents traffic efficiency reduction and economic losses due to excessive adjustments. This comprehensive assessment and adjustment mechanism significantly enhances the intelligence level and scientific rigor of automated control methods for bridge health monitoring.

[0119] In some of the embodiments described above in this application, this application further proposes a specific implementation method for the step of determining the control measures for the bridge based on the adjusted safety operation standard information.

[0120] Specifically, control measures for the bridge are determined based on the adjusted safety operation standards, including:

[0121] Call the preset bridge operation control model; the preset bridge operation control model is used to determine the control measures of the bridge based on the bridge's safety operation standard information; input the adjusted safety operation standard information into the preset bridge operation control model to obtain the bridge's control measures.

[0122] The aforementioned pre-defined bridge operation control model can be understood as a pre-established decision support system or set of algorithms used to guide bridge operation management. This model is designed to receive the adjusted safety operation standards information as input and, based on this information and considering factors such as the bridge's structural characteristics, traffic load, and environmental conditions, intelligently output corresponding bridge control measures. For example, this model could be a rule-based expert system, a machine learning model (such as a neural network or decision tree), or an optimization algorithm, with the aim of ensuring that, after bridge damage, the optimal control strategy can be quickly and accurately formulated based on the latest safety operation standards.

[0123] The aforementioned revised safety operation standard information refers to the result of correcting and updating the original safety operation standard information based on the structural damage risk information and the probability of damage occurrence after the bridge has experienced an impact and undergone health monitoring and risk assessment. This information may include specific parameters such as vehicle speed limits, weight limits, lane closures, and temporary reinforcement measures.

[0124] The aforementioned bridge control measures refer to specific action plans taken to ensure the safe operation of bridges based on adjusted safety operation standards. These measures aim to reduce the operational risks of bridges in damaged conditions and may include, for example, traffic control orders (such as restricting vehicle types, reducing traffic speed, and limiting load), maintenance and reinforcement recommendations, and emergency evacuation plans.

[0125] This application's solution automates and intelligently determines bridge control measures by introducing a pre-set bridge operation control model. Specifically, when the bridge's safety operation standards are adjusted, this adjusted information is provided as input to the pre-set bridge operation control model. This model integrates complex logic and algorithms, enabling in-depth analysis and processing of the adjusted safety operation standards. By calling this model, errors and inefficiencies that may arise from manual judgment can be avoided, ensuring that bridge control measures that meet actual needs are generated quickly and accurately based on the latest safety conditions and operation standards. Therefore, the automation level of the entire bridge health monitoring and control process is significantly improved, effectively addressing the complex management needs of bridges after impacts.

[0126] Through the above technical solution, this application can efficiently and accurately determine bridge control measures based on adjusted safety operation standard information. Compared with traditional manual judgment or simple rule setting, the introduction of a preset bridge operation control model makes the process of formulating control measures more scientific and intelligent. This not only improves the accuracy and response speed of decision-making, but also better adapts to the complex operating environment of bridges under different degrees of damage, thereby maximizing the safety of the bridge structure and the reliability of its operation, and effectively reducing the potential risks caused by bridge damage.

[0127] The specific embodiments of this application also disclose an automated control system for bridge structural health monitoring. This system is used to monitor the health of a bridge and control the bridge after it has been hit. The bridge is equipped with multiple sensing devices, and the system includes: an acquisition device and a processing device.

[0128] The acquisition device is configured to, when detecting the presence of a first sensor among multiple sensors on the bridge, acquire sensor data within a target time period prior to the first sensor becoming disconnected, and sensor data of a second sensor within the target time period; the first sensor is the sensor that is disconnected among multiple sensors, and the second sensor is the sensor other than the first sensor among multiple sensors; the target time period begins when the sensor data of the first sensor exceeds the normal sensor data range, and ends when the first sensor becomes disconnected; the sensor data of the first and second sensors include impact force data, the natural frequency of the vibration signal, and the mode shape of the vibration signal.

[0129] The processing device is configured to determine the damage area information and the damage type of the bridge based on the sensing data of the first sensing device and the sensing data of the second sensing device.

[0130] The processing device is further configured to determine the structural damage risk information and the probability of damage to the bridge based on the bridge's damage area information and the bridge's damage type; the structural damage risk information is used to indicate the name of the damage the bridge is facing.

[0131] The processing device is also configured to adjust the bridge's safe operation standard information based on the bridge's structural damage risk information and the probability of bridge damage, thereby obtaining the adjusted safe operation standard information; the safe operation standard information is used to indicate the vehicle's operating standards while ensuring bridge safety.

[0132] The processing unit is ultimately configured to determine control measures for the bridge based on the adjusted safety operation standard information.

[0133] The acquisition device can consist of hardware circuitry, a communication interface, a storage unit, and a processor running a data acquisition program. For example, the acquisition device can be configured to communicate with a sensing device via a wired or wireless network interface and store the acquired data in local memory for subsequent processing.

[0134] The processing device can be implemented as a standalone computing server, an embedded controller, or a virtual instance on a cloud computing platform.

[0135] The above are merely embodiments of this application and are not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. An automated control method for monitoring the health of bridge structures, characterized in that, This method is used for bridge health monitoring and control after a bridge has been impacted. Multiple sensors are installed on the bridge. The method includes: When a first sensor is detected among multiple sensors on a bridge, sensor data from a target time period prior to the first sensor becoming disconnected, and sensor data from a second sensor within the target time period are acquired. The first sensor is the one that is disconnected among the multiple sensors, and the second sensor is any sensor other than the first sensor. The target time period begins when the sensor data of the first sensor exceeds the normal range, and ends when the first sensor becomes disconnected. The sensor data from the first and second sensors include impact force data, the natural frequency of the vibration signal, and the mode shape of the vibration signal. Based on the sensing data from the first and second sensing devices, the information on the damaged area and the type of damage to the bridge are determined. Based on the information on the damaged areas and the types of damage to the bridge, the structural damage risk information and the probability of damage occurring are determined; the structural damage risk information is used to indicate the name of the damage that the bridge is facing. Based on the structural damage risk information and the probability of bridge damage, the bridge's safe operation standard information is adjusted to obtain the adjusted safe operation standard information; the safe operation standard information is used to indicate the vehicle operation standards while ensuring bridge safety. Control measures for the bridge will be determined based on the revised safety operation standards.

2. The automated control method for bridge structural health monitoring according to claim 1, characterized in that, Based on the sensing data from the first and second sensors, the damaged area information and the type of damage to the bridge are determined, including: The location of the first sensor with the largest impact force data in the first sensor data is taken as the impact point of the bridge. The damage area information of the bridge was determined based on the impact point and impact force data; The type of damage to the bridge is determined based on the sensing data from the second sensing device.

3. The automated control method for bridge structural health monitoring according to claim 2, characterized in that, Based on the impact point and impact force data, information on the damaged areas of the bridge was determined, including: Obtain a first preset correspondence; the first preset correspondence includes a one-to-one correspondence between multiple impact force data ranges and multiple damage radii; The largest impact force data among multiple impact force data is used as the target impact force data; The damage radius corresponding to the impact force data range in the first preset correspondence is taken as the target damage radius. The circle centered at the impact point and with a radius equal to the target damage radius is used as the information of the bridge's damage area.

4. The automated control method for bridge structural health monitoring according to claim 2, characterized in that, The type of damage to the bridge is determined based on the sensing data from the second sensing device, including: Determine whether the target similarity is less than a preset similarity threshold when the bridge is under normal conditions; the target similarity is the similarity between the normal mode shape of the vibration signal in the sensing data of the second sensing device and the mode shape of the vibration signal included in the sensing data of the second sensing device. If so, the bridge damage type is determined to be structural damage with information on the damaged area. If not, determine whether the frequency difference is less than the preset frequency difference threshold; the frequency difference is the difference between the normal natural frequency of the vibration signal of the bridge under normal conditions and the natural frequency of the vibration signal included in the sensing data of the second sensing device. If so, the damage type of the bridge is determined to be a decrease in structural stiffness based on the information of the damaged area. If not, the bridge damage type is determined to be minor damage to the damaged area.

5. The automated control method for bridge structural health monitoring according to claim 1, characterized in that, Damage area information includes the impact point and damage radius. Based on the bridge's damage area information and damage type, the structural damage risk information and the probability of damage occurrence are determined, including: Obtain a second preset correspondence; the second preset correspondence includes a one-to-one correspondence between multiple impact areas of the bridge and multiple structural damage risk information; The structural damage risk information corresponding to the impact area where the bridge's impact point is located in the second preset correspondence is used as the structural damage risk information of the bridge. The probability of bridge damage is determined based on the damage radius and damage type in the bridge's damage area information.

6. The automated control method for bridge structural health monitoring according to claim 5, characterized in that, Damage types include decreased structural stiffness, structural failure, or minor damage. The probability of bridge damage is determined based on the damage radius and damage type in the bridge's damage area information, including: Obtain the preset probability calculation coefficients for the bridge; The product of the damage radius and the preset probability calculation coefficient is used as the initial probability of damage occurrence for the bridge structural damage risk information; When the damage type is minor, the probability of bridge damage is obtained by subtracting the preset probability step size from the initial probability of damage occurrence. When the damage type is stiffness reduction, the initial failure probability is taken as the failure probability of the bridge. When the damage type is structural failure, the initial probability of damage is increased by a preset probability step size to obtain the probability of bridge damage.

7. The automated control method for bridge structural health monitoring according to claim 1, characterized in that, Based on the structural damage risk information and the probability of bridge damage, the bridge's safe operation standard information is adjusted to obtain the adjusted safe operation standard information, including: Based on the structural damage risk information of the bridge, determine the safety operation standard parameters that need to be adjusted in the bridge's safety operation standard information; The parameter values ​​of the safety operation standard parameters in the safety operation standard information are adjusted according to the probability of bridge damage, resulting in the adjusted safety operation standard information.

8. The automated control method for bridge structural health monitoring according to claim 7, characterized in that, The parameter values ​​of the safety operation standard parameters in the safety operation standard information are adjusted according to the probability of bridge damage, resulting in the adjusted safety operation standard information, including: Obtain the bridge's quality rating; the quality rating is positively correlated with the bridge's quality. The product of the reciprocal of the quality grade and the probability of damage is used as the adjustment factor; The parameter values ​​of the safety operation standard parameters in the safety operation standard information are adjusted according to the adjustment coefficient to obtain the adjusted safety operation standard information.

9. The automated control method for bridge structural health monitoring according to claim 1, characterized in that, Based on the adjusted safety operation standards, control measures for the bridge are determined, including: A preset bridge operation control model is invoked; the preset bridge operation control model is used to determine the bridge control measures based on the bridge's safe operation standard information. The adjusted safety operation standard information is input into the preset bridge operation control model to obtain the bridge control measures.

10. An automated control system for monitoring the health of bridge structures, characterized in that, This system is used to monitor the health of a bridge and control it after a collision. The bridge is equipped with multiple sensors, and the system includes: an acquisition device and a processing device. The acquisition device is used to acquire, when it detects that a first sensing device is present among multiple sensing devices on a bridge, sensing data of a second sensing device within a target time period before the first sensing device becomes disconnected, and sensing data of a third sensing device within the target time period. The first sensing device is the one that is disconnected among the multiple sensing devices, and the second sensing device is any other sensing device among the multiple sensing devices besides the first sensing device. The target time period begins when the sensing data of the first sensing device exceeds the normal sensing data range, and ends when the first sensing device becomes disconnected. The sensing data of the first and second sensing devices include impact force data, the natural frequency of the vibration signal, and the mode shape of the vibration signal. The processing device is used to determine the damage area information and the damage type of the bridge based on the sensing data of the first sensing device and the sensing data of the second sensing device. The processing device is used to determine the structural damage risk information and the probability of damage to the bridge based on the bridge's damage area information and damage type; the structural damage risk information is used to indicate the name of the damage the bridge is facing. The processing device is used to adjust the bridge's safe operation standard information based on the bridge's structural damage risk information and the probability of bridge damage, thereby obtaining the adjusted safe operation standard information; the safe operation standard information is used to indicate the vehicle operation standards while ensuring bridge safety. The processing device is used to determine control measures for the bridge based on the adjusted safety operation standard information.

Images