CN114512004A - Anti-overturn system for actively guiding and dispatching vehicles by bridge and dispatching method thereof - Google Patents
Anti-overturn system for actively guiding and dispatching vehicles by bridge and dispatching method thereof Download PDFInfo
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Abstract
The invention provides an anti-overturn system for actively guiding and dispatching a vehicle by a bridge and a dispatching method thereof, wherein the system comprises a bridge monitoring subsystem which is electrically connected with a control unit and is used for monitoring the deformation and stress generated by the bridge in time; the vehicle monitoring subsystem is used for identifying and monitoring vehicle information and weight of a vehicle entering the bridge; a traffic control subsystem for directing vehicles on and about to enter the bridge: the control unit is connected with the traffic control background; the control unit collects corresponding data of the bridge monitoring subsystem and the vehicle monitoring subsystem, and controls the bridge passing vehicles through the traffic flow control subsystem after analysis and study, so that the bridge is prevented from overturning. The invention has the beneficial effects that: by arranging the overturn-preventing system, the occurrence of serious traffic accidents caused by the unbalance loading of the bridge or the collapse of the bridge due to heavy vehicles can be effectively prevented, and the traffic safety is improved.
Description
Technical Field
The invention relates to the technical field of traffic engineering, in particular to an anti-overturn system for a bridge active guide dispatching vehicle and a dispatching method thereof.
Background
The structural overturning is a relatively complex mechanical phenomenon and belongs to the category of support nonlinear analysis. Before the structure is overturned, the support seat is inevitably empty. After the support is emptied, the emptied support loses the supporting effect on the structure, only the rest supports are left to restrain the structure, the reaction force of the support is inevitably redistributed, the support is inevitably damaged due to the fact that the vertical pressure of the support exceeds the design strength of the support, and the phenomenon of beam body sliding caused by the fact that the corner of the support deforms excessively in the overturning process is inevitably generated in the process, so that whether the supporting effect of the support fails to work or not is closely related to the structural overturning and whether the support fails or not, the bridge overload is one of the reasons for accidents, and the problem that how to prevent the bridge overload from causing the overturning and actively guide the vehicle in advance is needed to be solved is solved.
Disclosure of Invention
In order to solve the defects of the prior art, the invention provides an overload and overturn preventing system for actively guiding and dispatching a vehicle by a bridge and a dispatching method thereof.
The purpose of the invention is realized by the following technical scheme:
the overturn-preventing system for actively guiding and dispatching vehicles by bridges comprises a control unit electrically connected with each other,
the bridge monitoring subsystem: the system is used for monitoring the deformation and stress of the bridge in time;
the vehicle monitoring subsystem: the system is used for identifying and monitoring the vehicle information and the weight of the vehicle entering the bridge; the vehicle information includes a vehicle number plate, a driving lane, a vehicle weight, an external dimension and the like.
The traffic flow control subsystem: for guiding vehicles on the bridge and vehicles about to enter the bridge; the control unit is connected with the traffic control background;
the control unit collects corresponding data of the bridge monitoring subsystem and the vehicle monitoring subsystem, and controls the bridge passing vehicles through the traffic flow control subsystem after analysis and study, so that the bridge is prevented from overturning.
Preferably, the bridge monitoring subsystem comprises a force sensor or a displacement sensor arranged on the support, a first strain sensor arranged on a buttress below the support, inclination sensors arranged at two ends and in the middle of the bridge plate, a second strain sensor arranged at two transverse ends and in the middle of the bridge bottom plate, and a measuring camera arranged on a pier.
Preferably, the bridge pier is provided with bridge pier feature points, the measuring camera is provided with a first measuring camera and a second measuring camera, the first measuring camera is arranged at a position where the bottom edge of the bridge plate and the images of the bridge pier feature points can be completely shot, and the second measuring camera is arranged at a position where the images of the bottom surface of the bridge plate can be completely shot.
Preferably, the strain sensors are provided with 3 or more than 3 and are uniformly distributed at two transverse ends and in the middle of the bridge bottom plate.
Preferably, the vehicle monitoring subsystem comprises a first AI monitoring camera arranged on the full-bridge beam section, a second AI monitoring camera arranged in front of the approach bridge and a vehicle axle load sensor.
Preferably, the traffic flow control subsystem comprises a guide display screen arranged at a full-bridge section, an early warning display screen arranged in front of an approach bridge, traffic signal lamps arranged on the bridge and on a bridge pavement expansion joint, and the traffic signal lamps arranged in front of the approach bridge.
Preferably, the dispatching method of the anti-overturn system for actively guiding and dispatching vehicles by bridges as described in any one of the above includes the following steps:
s1, identifying the vehicle entering the bridge through a second AI monitoring camera of the vehicle monitoring subsystem, weighing and measuring the heavy vehicle by using a vehicle axle load sensor, and transmitting vehicle information and a weighing result to the control unit;
s2, identifying each heavy vehicle running on the bridge through a first AI monitoring camera of the vehicle monitoring subsystem, tracking the bridge section and the lane where the heavy vehicle is located, and transmitting the identification and tracking information to the control unit;
s3, the bridge monitoring subsystem samples according to a sampling rate not lower than 10Hz and sends data to the control unit in real time, the control unit analyzes the bridge monitoring data according to a rate not lower than 10Hz, the control unit calculates the current load and unbalance load moment of each bridge section according to the bridge real-time monitoring data, and calculates the residual safe bearing capacity and the residual safe unbalance load moment of each bridge section according to the given maximum load and unbalance load moment allowed by the bridge;
and S4, the control unit guides the vehicles on the bridge and the vehicles about to drive into the bridge through the traffic flow control subsystem according to the actual stress condition of the bridge, so as to prevent the bridge from being overloaded and overturned.
The invention has the beneficial effects that: by arranging the overturn-preventing system, the occurrence of serious traffic accidents caused by the unbalance loading of the bridge or the collapse of the bridge due to heavy vehicles can be effectively prevented, and the traffic safety is improved.
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FIG. 1: the invention has a structure schematic diagram.
FIG. 2: the system of the invention is a structural schematic diagram of a bridge.
Detailed Description
The technical scheme of the invention is described below by combining with the embodiment and fig. 1-2, and the invention discloses an anti-overturn system for a bridge active guiding dispatching vehicle, which comprises a bridge monitoring subsystem electrically connected with a control unit 5 and used for monitoring the deformation and stress of a bridge in time; the vehicle monitoring subsystem is used for identifying and monitoring vehicle information and weight of a vehicle entering the bridge; a traffic control subsystem for directing vehicles on and about to enter the bridge: the control unit 5 is connected with the traffic control background, the control unit 5 collects corresponding data of the bridge monitoring subsystem and the vehicle monitoring subsystem, and after analysis, study and judgment, the traffic flow control subsystem controls the bridge passing vehicles to prevent the bridge from overturning. In this embodiment, the control unit 5 is a front-end computer.
Specifically, the bridge monitoring subsystem comprises a force sensor 11 or a displacement sensor 12 arranged on each support 1 of the bridge, and the force sensor 11 is used for monitoring the compression condition of each support 1 and is suitable for newly-built bridges or newly-reinforced bridges. When the pressure of a certain support 1 exceeds a preset local overload safety threshold or the sum of the pressures of all the supports 1 exceeds a preset overload safety threshold, triggering an overload alarm event; when the pressure deviation between the supports 1 exceeds a preset unbalance loading safety threshold value, an unbalance loading alarm event is triggered.
The displacement sensor 12 is used for monitoring the stressed compression deformation amount of each support 1. The displacement sensor 12 is suitable for being additionally installed on an existing bridge. When the deformation of a certain support 1 exceeds a preset local overload safety threshold or the total deformation of all supports exceeds a preset overload safety threshold, triggering an overload alarm event; and triggering an unbalance loading alarm event when the difference of the deformation quantities among the supports exceeds a preset unbalance loading safety threshold. The displacement sensor 12 and the force sensor 11 may be selected alternatively or simultaneously as needed.
The bridge monitoring subsystem further comprises a first strain sensor 21 arranged on the buttress 2 below the support 1, and when the strain or stress of the buttress 2 exceeds a preset local overload safety threshold or the total strain or stress of the buttress exceeds a preset overload safety threshold, an overload alarm event is triggered; and when the strain difference or the stress difference of the buttress 2 exceeds a preset unbalance loading safety threshold, triggering an unbalance loading alarm event.
High-precision inclination angle sensors 31 arranged at the two ends and in the middle of the bridge plate 3 trigger an overload alarm event when the longitudinal inclination angle change of the bridge exceeds a preset overload safety threshold (namely the deflection of the bridge is overlarge); and when the transverse inclination angle change of the bridge exceeds a preset unbalance loading safety threshold, triggering an unbalance loading alarm event.
And the second strain sensors 32 are arranged at the two transverse ends and in the middle of the bridge bottom plate, and the second strain sensors 32 are used for monitoring the longitudinal strain and the torsional strain of the bridge plate. The second strain sensors are arranged at 3 or more than 3 and are uniformly distributed at the two transverse ends and the middle of the bridge bottom plate. Triggering an overload alarm event when the longitudinal strain of a certain bridge plate exceeds a preset local overload threshold or the average longitudinal strain of the bridge plate exceeds a preset overload safety threshold; and when the strain difference or the torsional strain on the left side and the right side of the bridge plate exceeds a preset unbalance loading safety threshold value, triggering an unbalance loading alarm event.
Set up in the measurement camera of pier 2, the measurement camera is provided with first measurement camera 22 and second measurement camera 23, first measurement camera 22 sets up in the position that can stabilize, completely shoot clearance image between pier 2 and the bridge plate 3, and it is used for monitoring relative displacement between bridge plate 3 and buttress 2. When the local gap change between the bottom of the bridge plate 3 and the top of the buttress 2 of the shot image exceeds a preset local overload safety threshold or the whole gap change exceeds the overload safety threshold, triggering an overload alarm event; and when the change of the included angle between the bottom edge of the bridge plate and the top edge of the buttress in the shot image exceeds a preset unbalance loading safety threshold value, triggering an unbalance loading alarm event.
The second measuring camera 23 is arranged at a position capable of shooting a complete image of the bottom surface of the bridge plate 3, and when the shot image shows that the local deflection change of the bottom surface of the bridge plate exceeds a preset local overload safety threshold or the whole deflection change exceeds the overload safety threshold, an overload alarm event is triggered; and triggering an unbalance loading alarm event when the deflection change difference of the left side and the right side of the bridge plate exceeds a preset unbalance loading safety threshold value in the shot image.
The bridge monitoring subsystem can be used for bridge sections with single-column multiple supports or multiple-column multiple supports, and can also be used for bridge sections with single-column single supports. When aiming at the bridge section of the single-column single-support, the bridge pier 2 is provided with bridge pier characteristic points, namely reference targets, and correspondingly, the first measuring camera 22 is arranged at a position capable of stably and completely shooting images of the bottom edge of the bridge plate and the bridge pier characteristic points. When the displacement change between the bottom edge of the bridge plate and the characteristic point of the bridge pier of the shot image exceeds a preset local overload safety threshold or the whole displacement exceeds the overload safety threshold, triggering an overload alarm event; and when the displacement difference between the two sides of the bottom of the bridge slab and the characteristic points of the buttresses exceeds a preset unbalance loading safety threshold value, triggering an unbalance loading alarm event.
The vehicle monitoring subsystem is used for identifying and measuring the vehicle, the number plate of the vehicle, the running lane, the weight, the overall dimension and the like. Including a first AI surveillance camera 41 disposed at the full bridge section, a second AI surveillance camera 46 disposed in front of the approach bridge, and a vehicle axle weight sensor 33. The traffic flow control subsystem comprises a guide display screen 4 arranged on a full-bridge section, an early warning display screen 45 arranged in front of an approach bridge, traffic signal lamps 42 arranged on the bridge and on a bridge pavement expansion joint, and traffic signal lamps 33 arranged in front of the approach bridge. In the present embodiment, the first AI monitor camera 41 and the second AI monitor camera 46 are both disposed above the corresponding display screen 4.
The invention also discloses a dispatching method of the anti-overturn system for the bridge active guiding dispatching vehicle, which comprises the following steps:
s1, identifying the vehicle entering the bridge through the second AI monitoring camera 46 of the vehicle monitoring subsystem, weighing and measuring the heavy vehicle by using the vehicle axle load sensor 33, and transmitting the vehicle information and the weighing result to the control unit 5;
s2, identifying each heavy vehicle running on the bridge through the first AI monitoring camera 41 of the vehicle monitoring subsystem, tracking the bridge section and the lane where the heavy vehicle is located, and transmitting the identification and tracking information to the control unit 5;
s3, the bridge monitoring subsystem samples according to a sampling rate not lower than 10Hz and sends data to the control unit 5 in real time, the control unit 5 analyzes the bridge monitoring data according to a rate not lower than 10Hz, the control unit 5 calculates the current load and offset load moment of each bridge section according to the bridge real-time monitoring data, and calculates the residual safe bearing capacity and the residual safe offset load moment of each bridge section according to the given maximum load and offset load moment allowed by the bridge;
and S4, the control unit 5 guides the vehicles on the bridge and the vehicles about to drive into the bridge through the traffic flow control subsystem according to the actual stress condition of the bridge, so as to prevent the bridge from being overloaded and overturned.
The specific prevention method in S4 is as follows:
overload prevention:
when the overall dimension of a vehicle about to drive into the bridge is larger than the dimension of the vehicle allowed to pass by the bridge or the weight of the vehicle is larger than the integral maximum safe bearing capacity of the bridge, the control unit 5, namely a front-end computer controls an early warning display screen 45 in front of the approach bridge (bridge entrance) to display that the vehicle exceeds the limit and forbids the vehicle to drive into the bridge; or the traffic signal lamp in front of the approach bridge (at the entrance of the bridge) is lighted in red, and the vehicle is forbidden to drive into the bridge; and sends a pass prohibition message to the vehicle through the vehicle-road cooperative system interface.
When the overall dimension of a vehicle about to drive into the bridge is smaller than the dimension of a vehicle allowed to pass by the bridge, the weight of the vehicle is smaller than the whole maximum safe bearing capacity of the bridge but larger than the current remaining safe bearing capacity of the bridge, the front-end computer controls an early warning display screen 45 in front of the approach bridge (bridge entrance) to display that a heavy vehicle passes through the bridge, and the vehicle is requested to stand by in situ to wait for the information of release notification and send the information to the vehicle through a vehicle-road cooperative system interface.
When the overall dimension of the vehicle about to drive into the bridge is smaller than the dimension of the vehicle allowed to pass by the bridge and the weight of the vehicle is smaller than the remaining safe bearing capacity of the bridge, the front-end computer controls an early warning display screen 45 of a traffic flow control subsystem arranged in front of the approach bridge (bridge entrance) to prompt that the truck can drive into the bridge and pass through the bridge according to guiding and dispatching, and sends the message to the vehicle through a vehicle-road cooperative system interface.
When the weight of a vehicle which is about to drive into the next bridge section is larger than the residual safe bearing capacity of the next bridge section, the front-end computer controls the heavy vehicle guide display screen 4 of the bridge section to display information, so that the heavy vehicle is decelerated in advance, and the vehicle is stopped for waiting if necessary; or the traffic signal lamp 42 on the bridge and the expansion joint of the bridge pavement is used for forbidding the vehicle to enter the bridge section; and sends the message to the vehicle through the vehicle-to-vehicle cooperative system interface.
Preventing unbalance loading and overturning: the method comprises the steps that a computer at the front end of a bridge site simulates and calculates the offset load moment of a heavy vehicle on the bridge in each lane running state, when the offset load moment is larger than the residual safe offset load moment of the bridge, the lane is a no-way lane, and the computer at the front end of the bridge site controls a heavy vehicle guide display screen 4 at a bridge section to display the lane information which the vehicle is allowed to run; or send this message to the vehicle through the vehicle-to-vehicle coordination system interface. If the next bridge section has heavy vehicles and the residual safe unbalance loading moment is exceeded when the heavy vehicles drive into any lane, the computer at the front end of the bridge site controls the heavy vehicle guide display screen 4 of the bridge section to display the information for the heavy vehicle to stop in place for waiting; or the traffic signal lamp 42 on the bridge and the expansion joint of the bridge pavement is used for forbidding the vehicle to enter the bridge section; and sends the message to the vehicle through the vehicle-to-vehicle cooperative system interface.
Handling of the emergency situation of overload or unbalance loading of the bridge: the heavy vehicle is not forbidden or enters a designated lane as required, so that the bridge is overloaded or overloaded in an unbalanced way, a front-end computer on the bridge site immediately reports to a background of a traffic control center, and an early warning display screen 45 in front of a control approach (bridge entrance) displays information of the bridge danger in front of the control approach; the traffic signal lamp 43 in front of the approach bridge (at the entrance of the bridge) is lighted in red, and all vehicles are forbidden to drive into the bridge; and broadcasts the message to nearby vehicles through the vehicle-to-vehicle coordination system interface. Meanwhile, the re-simulation calculation of the front-end computer on the bridge site comprises the steps that the vehicle can straddle a lane, the traffic flow distribution for recovering the safety state of the bridge can be achieved as soon as possible, and the safety state of the bridge is recovered by controlling the heavy vehicle guide display screen 4 at the bridge section, the traffic signal lamps 43 on the bridge and on the expansion joints of the bridge pavement, sending information through the vehicle-road cooperative system interface and the like to re-guide the heavy vehicle.
There are, of course, many other specific embodiments of the invention and these are not to be considered as limiting. All technical solutions formed by using equivalent substitutions or equivalent transformations fall within the scope of the claimed invention.
Claims (7)
1. The anti-overturning system for the active guidance dispatching vehicle of the bridge is characterized in that: comprises a control unit which is electrically connected with the control unit,
the bridge monitoring subsystem: the system is used for monitoring the deformation and stress of the bridge in time;
the vehicle monitoring subsystem: the system is used for identifying and monitoring the vehicle information and the weight of the vehicle entering the bridge;
the traffic flow control subsystem: for guiding vehicles on the bridge and vehicles about to enter the bridge; the control unit is connected with the traffic control background;
the control unit collects corresponding data of the bridge monitoring subsystem and the vehicle monitoring subsystem, and controls the bridge passing vehicles through the traffic flow control subsystem after analysis and study, so that the bridge is prevented from overturning.
2. The anti-rollover system for an active bridge guide dispatch vehicle of claim 1, wherein: the bridge monitoring subsystem comprises a force sensor or a displacement sensor arranged on a support, a first strain sensor arranged on a buttress below the support, inclination sensors arranged at two ends and in the middle of a bridge plate, second strain sensors arranged at two transverse ends and in the middle of a bridge bottom plate, and a measuring camera arranged on a bridge pier.
3. The anti-rollover system for an active bridge guide dispatch vehicle of claim 2, wherein: the bridge is characterized in that bridge pier feature points are arranged on the bridge piers, the measuring camera is provided with a first measuring camera and a second measuring camera, the first measuring camera is arranged at a position where the bottom edge of the bridge plate and the bridge pier feature point images can be completely shot, and the second measuring camera is arranged at a position where the complete images of the bottom surface of the bridge plate can be shot.
4. The anti-rollover system for an active bridge guide dispatch vehicle of claim 3, wherein: the second strain sensors are arranged at 3 or more than 3 and are uniformly distributed at the two transverse ends and the middle of the bridge bottom plate.
5. The anti-rollover system for an active bridge guide dispatch vehicle of claim 1, wherein: the vehicle monitoring subsystem comprises a first AI monitoring camera arranged on the full-bridge beam section, a second AI monitoring camera arranged in front of the approach bridge and a vehicle axle load sensor.
6. The anti-rollover system for an active bridge guide dispatch vehicle of claim 1, wherein: the traffic flow control subsystem comprises a guide display screen arranged on a full-bridge section, an early warning display screen arranged in front of an approach bridge, traffic signal lamps arranged on the bridge and on a bridge pavement expansion joint, and the traffic signal lamps arranged in front of the approach bridge.
7. The scheduling method of an anti-rollover system for an actively bridge guided dispatch vehicle of any one of claims 1-6, wherein: the method comprises the following steps:
s1, identifying the vehicle entering the bridge through a second AI monitoring camera of the vehicle monitoring subsystem, weighing and measuring the heavy vehicle by using a vehicle axle load sensor, and transmitting vehicle information and a weighing result to the control unit;
s2, identifying each heavy vehicle running on the bridge through a first AI monitoring camera of the vehicle monitoring subsystem, tracking the bridge section and the lane where the heavy vehicle is located, and transmitting the identification and tracking information to the control unit;
s3, sampling by the bridge monitoring subsystem according to a sampling rate not lower than 10Hz, sending data to the control unit in real time, analyzing the bridge monitoring data by the control unit according to a rate not lower than 10Hz, calculating the current load and unbalance load moment of each bridge section by the control unit according to the bridge real-time monitoring data, and calculating the residual safe bearing capacity and the residual safe unbalance load moment of each bridge section according to the given maximum load and unbalance load moment allowed by the bridge;
and S4, the control unit guides the vehicles on the bridge and the vehicles about to drive into the bridge through the traffic flow control subsystem according to the actual stress condition of the bridge, so as to prevent the bridge from being overloaded and overturned.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115798210A (en) * | 2022-11-18 | 2023-03-14 | 深圳大学 | Anti-rollover and sudden obstacle monitoring and guiding system and method for wide-bridge-deck and narrow-support-beam bridge |
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