CN207082223U - A kind of system that Vehicle Axles and speed are travelled on identification bridge - Google Patents
A kind of system that Vehicle Axles and speed are travelled on identification bridge Download PDFInfo
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Abstract
The utility model discloses a kind of system for identifying and Vehicle Axles and speed being travelled on bridge, including sensor, for bridge bending normal strain to be converted into electric signal output；Signal processing system, the electric signal of the bridge bending normal strain for being gathered to sensor carry out removal of impurities processing and are converted to analog signal output；Data handling system, for being calculated according to bending normal strain and building nominal equivalent shear force curve, and local peaking's quantity on the equivalent curve of shearing force is counted, obtain axle for vehicle or the quantity N of axle group；Monitoring system, for carrying out real-time early warning and data statistics according to data processed result；Database server, the data of self-monitoring system and user terminal are carried out for receiving, end storage of racking of going forward side by side；Multiple users, it can carry out bi-directional data with monitoring system and database server and be connected and transmission；The system in terms of the speed of bridge and axletree identification have precision height, good reliability, cost is low, installation is simple, applied widely the characteristics of.
Description
Technical Field
The utility model relates to a bridge health monitoring, bridge dynamic weighing and vehicle load monitoring field especially relate to method and system of vehicle axletree and speed are gone on discernment bridge.
Background
In recent years, bridge safety accidents are frequently caused by the influence of moving loads of vehicles and transportation overload. Therefore, the method for detecting the moving load on the bridge and determining the speed, the axle number and the axle distance of the vehicles running on the bridge has important theoretical significance and application value for bridge health monitoring and traffic transportation control over the overloaded and overspeed vehicles.
Currently, the monitoring of the moving load of the vehicle on the Bridge is mainly the traditional loadometer and BWIM (Bridge weight-in-motion). The former needs to stop or run at extremely low speed, so that the recognition efficiency is low, and a special weighing station needs to be arranged, so that the maintenance cost is high; the latter employs a modern method of mounting sensors, processing data and analyzing results using a computer. Although the efficiency is greatly improved compared with the traditional mode, the cost is reduced; however, the tape-type or pressure-sensitive sensors installed on the bridge deck have the disadvantages of short service life and traffic interruption due to installation and maintenance, while the FAD (Free-of-axle-detector) sensors are sensitive to the transverse driving position of the vehicle, i.e., the change of the driving position of the vehicle may cause the accuracy of the recognition result to be reduced or even impossible to recognize.
Therefore, the patent 201610114464.4 of the inventor discloses an axle identification method and system for a bridge, which use the global response of the bridge to identify the axle distance of the vehicle, so that the vehicle identification result is more reliable, and the axle distance and the speed of the vehicle can be accurately identified. However, the above method for determining the number of axles by establishing two virtual simply supported beams and using the response time course curve requires at least 4 to at most 6 sensors per lane to achieve the purpose of identification, and has the disadvantages of requiring a large number of sensors, and the like, and the calculation process of the isolation response is complex. In order to solve the above problems, the utility model discloses the people propose again a device that more simply, the sensor set up the recognition bridge still less on driving vehicle axletree and the speed of a motor vehicle.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a system of vehicle axletree and speed are gone on discernment bridge to it is relatively poor with the discernment precision to solve FAD sensor stability, and the discernment result easily receives the vehicle and transversely goes the position influence, the little technical problem of range of application. In addition, patent 201610114464.4 is based on the principle of "virtual simple beam", and obtains bridge isolation response through signal processing, so as to identify vehicle axle and speed information; the nominal equivalent shear force is obtained through simple addition and subtraction operation by changing the position of the sensor and based on a newly-proposed 'equivalent shear force' principle, and then signal processing is carried out on the nominal equivalent shear force so as to obtain the axle number, the axle distance and the speed information of the vehicle. With respect to patent 201610114464.4, the present invention achieves more reliable and accurate results with a smaller number of sensors and a simpler approach. Meanwhile, the identification system is simpler, has more complete functions, is more convenient and easier to operate and maintain, and is additionally provided with a monitoring system for real-time monitoring.
In order to achieve the above purpose, the technical scheme of the utility model is as follows:
a system for identifying axles and speeds of a vehicle traveling on an axle comprising: the system comprises a sensor, a signal processing system, a data processing system, a database server, a monitoring system and a multi-user terminal; the sensor is arranged in the middle of a bridge span or the center of a lane, and is arranged at two section groups comprising 3-4 sections; the bridge and the lane are provided with two or more traffic lanes; the sensor is connected with the signal processing system through a wired or wireless network, and the signal processing system is connected with the data processing system through a wired or wireless network; the data processing system is connected with the monitoring system through a wired or wireless network; the monitoring system is connected with a database server through a wired or wireless network; the monitoring system and the database server are connected with the multi-user terminal through a wired or wireless network.
In a further refinement, the sensor is a strain sensor.
In a further development, the wheel base d of the smallest vehicle to be identifiedminNot less than the longitudinal distance between adjacent sensor mounting positions1.5 times the distance.
In a further improvement, the multi-user terminal comprises a computer, a smart phone and an IPAD.
In a further refinement, the sensors are mounted at two cross-sectional groups comprising 3 cross-sections.
In a further improvement, the monitoring system is a monitoring server, and the multi-user terminal is a plurality of computers or smart phones.
The specific installation mode and function of each part are as follows:
the sensor is arranged at two cross section groups comprising 3-4 cross sections and used for converting the bending positive strain of the bridge into an electric signal to be output. The sensor is a strain sensor; the sensor is only required to be arranged at the transverse position bearing the main vehicle load, namely the sensor is arranged at the middle of the bridge span or the center of the lane, and the sensor is not required to be arranged at the transverse position of each lane; the longitudinal installation positions of the sensors are 3-4 cross sections, and the longitudinal distance of the installation positions of the sensors is such that the wheel base d of the minimum vehicle to be identifiedmin(dminUsually set according to the user's needs) is not less than 1.5 times its distance;
the signal processing system is connected between the sensor and the data processing system and used for conducting impurity removal processing on the electric signals of the bending positive strain of the bridge collected by the sensor and converting the electric signals into analog signals to be output, and the impurity removal processing comprises the step of conducting low-pass filtering on the electric signals through a low-pass filter to remove high-frequency interference signals.
And the data processing system is used for calculating and constructing a nominal equivalent shear curve according to the bending positive strain, and counting the number of local peaks on the nominal equivalent shear curve to obtain the number N of the vehicle axles or axle groups. And also for calculating vehicle speed and wheelbase from the nominal equivalent shear curve.
The monitoring system is used for carrying out real-time early warning and data statistics according to the data processing result and calculating the wheel base d of the vehicleminUnsatisfied systemAnd the request, warning information such as excessively small wheelbase and over-limit vehicle speed, and statistical information such as data processing of the number of vehicles and the wheelbase are returned to the user terminal.
And the database server is used for receiving the data from the monitoring system and the user terminal and performing cloud storage. The data transmission may be using a wired or wireless connection and transmitted.
The multi-user terminal, the monitoring system and the database server can perform bidirectional data connection and transmission, and the multi-user terminal can be located at different positions to operate simultaneously.
The utility model discloses following beneficial effect has:
1. the utility model discloses a method and system for discerning on-bridge driving vehicle axletree and speed utilizes the bending strain response of vehicle effect lower structure, consequently is applicable to arbitrary atress form and uses the bridge or the bridge part that are bent mainly. Two categories are included:
a. the bridge mainly subjected to bending in the overall stress mode comprises but is not limited to a concrete beam slab bridge, an orthotropic slab bridge, a steel truss bridge and a reinforced concrete mixed beam bridge.
b. The local stress form of the bridge is bending, including but not limited to a main beam suspended by a sling on a suspension bridge, a main beam supported by a stay cable of a cable-stayed bridge and simultaneously bearing bending moment and axial force, and a main beam suspended by a sling on a bottom-supported arch bridge.
2. The utility model discloses a method and system for discerning on-bridge driving vehicle axletree and speed can be applicable to the condition that various road surface situation and the horizontal loading position of vehicle change to vehicle identification result is reliable accurate.
3. The utility model discloses a method and system for discerning driving vehicle axletree and speed on the axle has very good precision and stability.
4. The utility model discloses a method and system for discerning on-bridge driving vehicle axletree and speed has with low costs, and the installation is simple, the wide characteristics of application scope.
In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be described in further detail below with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. In the drawings:
FIG. 1 is a schematic flow diagram of a method for identifying axles and speeds of a vehicle traveling on an axle in accordance with a preferred embodiment of the present invention;
FIG. 2 is a schematic flow diagram of a method for identifying axles and speeds of a vehicle traveling on an axle in accordance with another preferred embodiment of the present invention;
FIG. 3 is a schematic diagram of the installation positions of the preferred embodiment of the present invention in which 4 sections are different from each other;
FIG. 4 is a schematic view of the arrangement position of the preferred embodiment of the present invention when one of the 3 cross sections is repeated;
FIG. 5 is a schematic of the location and equivalent shear curve of a single concentrated force through a cross-sectional group of the preferred embodiment of the invention;
FIG. 6 is a schematic illustration of the location of multiple concentrated forces through two cross-sectional groups according to a preferred embodiment of the present invention;
fig. 7 is a schematic view of bending moment and equivalent shear curve at two cross-sectional groups according to the preferred embodiment of the present invention;
fig. 8 is a schematic structural view of a system for identifying axles and speeds of a vehicle traveling on an axle according to a preferred embodiment of the present invention.
Detailed Description
The embodiments of the invention will be described in detail below with reference to the drawings, but the invention can be implemented in many different ways as defined and covered by the claims.
Example 1
Referring to fig. 8, the utility model adopts the above-mentioned scheme a system for discerning driving vehicle axletree and speed on bridge, including sensor 1, signal processing system 2, data processing system 3, monitored control system 4, database server 5 and multi-user terminal 6. The sensors are arranged at two section groups comprising 3-4 sections in total and used for converting the bending positive strain of the bridge into an electric signal to be output, and the sensors are only required to be arranged at the transverse positions bearing the loads of main vehicles, but are not required to be arranged at the transverse positions of each lane, namely the sensors are arranged at the middle positions of the bridge span or the middle positions of the lanes; the longitudinal installation positions of the sensors are 3-4 cross sections, and the longitudinal distance of the installation positions of the sensors is such that the wheel base d of the minimum vehicle to be identifiedmin(dminTypically set by the user's requirements) is no less than 1.5 times its distance.
The utility model discloses in, signal processing system connects between sensor and data processing system for carry out the edulcoration to the crooked electric signal of just meeting an emergency of bridge that the sensor gathered and handle and convert analog signal output into.
The utility model discloses in, data processing system is used for calculating and constructing nominal equivalent shear curve according to crooked positive strain to local peak value quantity on the nominal equivalent shear curve is counted, obtains the quantity N of vehicle axle or axle group. And also for calculating vehicle speed and wheelbase from the nominal equivalent shear curve.
The utility model discloses in, monitored control system is used for carrying out real-time early warning and data according to the data processing resultCounting the wheel base d of the vehicleminWarning information such as that the system requirements are not met, or the wheelbase is too small, the speed of the vehicle exceeds the limit value, and statistical information such as data processing of the number of vehicles and the wheelbase are returned to the user terminal.
The utility model discloses in, database server is used for receiving the data that come from monitored control system and user terminal to go on the high in the clouds storage. The data transmission may be using a wired or wireless connection and transmitted.
The utility model discloses in, two-way data connection and transmission can be carried out to multi-user terminal and monitored control system and database server, and multi-user terminal can be located different positions concurrent operation.
In conclusion, the present invention utilizes the positive bending strain of the structure under the action of the vehicle, and is therefore suitable for any stressed form of the bridge or local part of the bridge mainly subjected to bending. Two categories are included:
a. the bridge mainly subjected to bending in the overall stress mode comprises but is not limited to a concrete beam slab bridge, an orthotropic slab bridge, a steel truss bridge and a reinforced concrete mixed beam bridge.
b. The local stress form of the bridge is bending, including but not limited to a main beam suspended by a sling on a suspension bridge, a main beam supported by a stay cable of a cable-stayed bridge and simultaneously bearing bending moment and axial force, and a main beam suspended by a sling on a bottom-supported arch bridge.
The utility model discloses in principle not limit bridge length, width, bending rigidity.
The user referred to in the present invention is the acquirer of the identified axle information, such as a BWIM system that directly pays attention to the manager of the axle information or that performs vehicle weighing using the axle information. The coordinate system adopted is as follows: the longitudinal direction (the vehicle running direction) of the bridge is the positive direction of the x axis and is also called the longitudinal direction of the bridge; the vertical direction is the positive direction of the z axis, which is also called as the vertical direction of the bridge; the vertical x-axis in the horizontal plane is the y-axis and is also called as the transverse direction of the bridge; x, y, z form a right-hand coordinate system. The terms referred to in the present invention are explained as follows:
the wheel track is as follows: longitudinal distance between adjacent front and rear tires of the vehicle.
Wheelbase: the distance between the ground contact positions of the ith and (i + 1) th axles of the vehicle, denoted di(i ═ 1, 2.). When the axle type is a single axle, the axle grounding position is the central position of the contact surface of the axle and the road surface, and when the axle type is an axle group, the axle grounding position is the equivalent static force action position of the group of axles.
Vehicle minimum wheel base: the minimum target value of the axle base set according to the requirement of the user is recorded as dmin. When the distance between the plurality of wheel axles of the vehicle is less than this value, it can be considered as an axle set.
Axle: axle of vehicle in contact with ground, denoted Ai(i＝1,2,...)，AiThe ith axle (axle set) of the vehicle. Vehicle minimum wheel base d set according to user requirementsminthe axle can be divided into two types of ordinary axles and axle group, i.e. the wheel base is greater than the set minimum wheel base dminthe wheel base is smaller than the set minimum wheel base dminIn this case, a plurality of axles may be identified as a single axle by the method proposed in this patent, and the axle composed of the plurality of axles is referred to as an axle group.
Vehicle speed: the vehicle speed of traveling is marked as v, the utility model discloses the assumption based on the vehicle is at the uniform velocity traveles carries out axletree discernment.
Referring to fig. 1, the present invention provides a method for identifying axles and speeds of a vehicle traveling on an axle, comprising the steps of:
s1: marking two section groups comprising 3-4 sections in total along the longitudinal direction of the bridge;
s2: acquiring and measuring time-course responses of the bridge at the two section groups, calculating to obtain two groups of nominal equivalent shear responses according to the time-course responses, and respectively constructing two nominal equivalent shear curves by using the two groups of nominal equivalent shear responses;
s3: and counting the number of local peaks on the nominal equivalent shear curve to obtain the number N of the vehicle axles or axle groups.
Through the steps, the bending strain of the structure under the action of the vehicle can be utilized, and the global response of the bridge is used for identifying the vehicle wheel base, so that the method is suitable for bridges mainly bent in any stress form or local bridges, and the axle identification result is more reliable.
In practical application, referring to fig. 2, on the basis of the above steps, the method for identifying the axle and speed of the vehicle running on the bridge of the present invention can be optimized by adding the following steps:
s1: the mark along the longitudinal direction of the bridge comprises two section groups of 3-4 sections. The method comprises the following specific steps:
s101: marking two sections P on the bridge in sequence1,Q1Referred to as first set of sections, having x coordinates x respectivelyp1,xq1(ii) a Marking two sections P in sequence according to the same procedure2,Q2Referred to as a second set of sections, each having x coordinatesp2,xq2(ii) a The x-coordinates of the two cross-sectional groups satisfy the following condition:
the case where the above condition (1) is satisfied includes the following two cases:
S101A: the x-coordinates of all the sections in the two section groups are different, in this case 4 different sections in the two section groups, and the possible arrangement positions are shown in fig. 3.
S101B: the coordinates of the two groups of sections meet the condition (1) and simultaneously meet the following conditions:
xq1＝xp2
in this case, 1 of the two cross-sectional groups has the same cross-section, so that the two cross-sectional groups have 3 different cross-sections, and possible positions are shown in fig. 4.
Possible relative positional relationships of all 4 cross sections satisfying the above conditions are shown in fig. 3 to 4. A, B are two points on the bridge, and the x coordinate x of point AASatisfy xA≤xp1X coordinate of point BBSatisfy xB≥xq2(ii) a The numbers with circles on the bridge represent the serial numbers of the sections, and the x coordinate of the section with small serial number is strictly smaller than the x coordinate of the section with large serial number; the letters above the circled numbers on the bridge indicate the location of the first group of sections, and the letters below the circled numbers on the bridge indicate the location of the second group of sections.
S102: marking 3-4 sections of two section groups on the bridge, and recording P1O1Is recorded as l1，P2O2Has a length of l2And the length between the centers of the two section groups is L, and sensors for collecting bending positive strain are arranged at 3-4 sections of the two section groups.
The method theory involved in the above steps is analyzed below in the case of a simpler set of two sections P, Q for one section, and the following theory can be easily generalized to the case of two sections:
referring to fig. 5, considering a beam AB, P, Q with arbitrary boundary conditions as any two points on the beam, the length of AP is denoted as lAQB is given by lBO is the midpoint of P, Q, PO ═ OQ ═ l, and a concentrated force F acts on the beam at a point x from a. A. The bending moment and shearing force of the two points B are assumed to be Ms,Fss ═ a, B }; and are all functions of x.
And are all functions of x.
According to the superposition principle, the bending moments of the two points P and Q are as follows:
from the above formula, one can obtain:
it is apparent that G (x) is a piecewise linear function, FA(x) Multiplying the shear influence line at point A by F, and making V be a monotonically decreasing function of xE(x) There is a peak and a valley on the curve, and the derivative of G (x) is generally much larger than F in PQ sectionA(x) Derivative value of (1), thus VE(x) The steepness in the PQ segment depends mainly on the length and load size of the PQ segment, but is not much related to the total length of the AB segment, as shown in fig. 5. In fact, V is known from the theory of relevant mechanics of materialsEA shear force approximately equal to O point, so also called equivalent shear force:
since the bridge is generally regarded as a linear elastic system under normal vehicle load, the bending moment and the positive bending strain are linearly related and can be calculated according to the following formulas (4) and (5):
Ms＝EWε,s＝{P,Q} (4)
wherein E is the elastic modulus of the material, W is the section modulus, l is the length of the beam section clamped by the section group, and epsilon is the positive strain at the cross section P and Q.
Also because EW and l are constants, to simplify the order:
i.e. ESF ═ epsilonQ-εP。
From the above formula, the equivalent shear force and the nominal equivalent shear force are in a linear relationship, and the time-course responses of the equivalent shear force and the nominal equivalent shear force have completely similar waveform information, so that the equivalent shear force V can be obtainedEThe information of the number of the vehicle axles, the wheel base and the vehicle speed is extracted and replaced by the information extracted from the ESF, because of the equivalent shearing force VEThe nominal equivalent shear force ESF can be obtained only by acquiring the bending positive strain of the bridge and performing simple subtraction calculation, so that the complexity of the system is reduced by identifying the vehicle related information by utilizing the nominal equivalent shear force.
S2: collecting and measuring the positive bending strain of the bridge at the two section groups and recording as epsilons(s＝P1,Q1,P2,Q2) And s is a bridge section. And calculating to obtain two groups of nominal equivalent shear forces according to the bending positive strain, and respectively constructing two nominal equivalent shear curves by using the two groups of nominal equivalent shear forces.
The equivalent shear force calculation method comprises the following steps:
s201: substituting the acquired positive strain epsilon of the bridge into a formula (2), and calculating to obtain 2 groups of nominal Equivalent Shear Forces (ESFs)1And ESF2：
Wherein j is 1 and 2, respectively representing a first section group and a second section group, E represents the elastic modulus of the material of the bridge structure, W represents the section resisting moment, ljThe length of the jth cross-sectional group is indicated,represents QjAcquiring the positive strain of the bridge by section acquisition;represents PjAcquiring the positive strain of the bridge by section acquisition;representing the equivalent shear force at the middle section of the beam section clamped by the jth section group. The formula is derived from the following formulas (7), (8).
Ms＝EWεs,s＝{P1,Q1,P2,Q2} (7)
Wherein M iss(s＝Pj,Qj(ii) a j ═ 1,2) is the theoretical bending moment of each section, E represents the material modulus of elasticity, εsRepresents the strain at a certain cross section, W represents the cross sectional moment of resistance;
s3: and counting the number of local peaks on the nominal equivalent shear curve to obtain the number N of the vehicle axles or axle groups.
When a load moves across the beam AB, a peak is formed on the nominal equivalent shear curve. In fact, when a set of loads (N concentrated forces with appropriate spacing between them) moves across the beam AB, N peaks form on the nominal equivalent shear curve. By counting such peaks, the number of axles of the vehicle can be known.
Thus, with reference to fig. 6, two cross-sectional groups P are provided at longitudinal positions of the bridge at the AB-section1Q1And P2Q2And remember P1Q1Has a length of l1，P2Q2Has a length of l2With a distance L between the centres of the two cross-sectional groups, the nominal equivalent shear ESF when a group of loads (N concentrated forces with appropriate spacing between them) moves across the beam AB1And ESF2Each of which forms N peaks.
S4: respectively extracting two nominal equivalent shear curves (ESF)1And ESF2The moment of occurrence of the upper local peak, wherein the nominal equivalent shear curve ESF1Office ofThe time when the part peak point appears is recorded asNominal equivalent shear curve ESF2The time of occurrence of each local peak point on the table is recorded as
S5: identifying a vehicle speed v, comprising the steps of:
s501: using the acquired 2N sets of time valuesCalculating to obtain N identification speed values, and recording the N identification speed values as a set V:
wherein v iskFor the kth recognition velocity value, L is the longitudinal distance between the centers of the two cross-sectional groups;
s502: v can be obtained by processing the data of the elements in the set V, and the data processing method is one of the following three methods:
S502A: taking several elements in VI.e.:
S502B: taking several elements in VEffective values of (a), namely:
S502C: taking several elements in VThe median of (a), i.e.:
wherein N isEThe number of elements is calculated for any number of elements from V.
Taking bending moment and equivalent shear curve at two cross-section groups on the beam shown in fig. 7 as an example, the boundary condition of the beam AB is set as a virtual simply supported beam, the number of loads is set as 2, and the distance between the loads is set as d. Note the equivalent shear V1 EMoment of occurrence of upper peakAndrelatively equivalent shearing forceMoment of occurrence of upper peakAndrespectively early DT1,DT2. Since the length between the centers of the two cross-sectional groups is L, the load moving speed can be obtained by the following formula:
the portions for identifying the vehicle speed and the wheel base are independent of each other, that is, the speed may be obtained by a method other than step S5, and then the wheel base may be obtained by the following steps S6 to S7.
S6: according to the vehicle speed, two groups of wheelbase values to be selected are obtained through calculation:
wherein i is the vehicle axle number and represents the ith axle of the vehicle; j is the number of cross-section groups;identifying the ith wheelbase value obtained by using the jth section group;
s7: and checking the known vehicle, and taking a group of wheel distance values to be selected which are closer to the real axle wheel distance from the two groups of wheel distance values to be selected, or taking the average value of the two groups of wheel distance values to be selected as the identified wheel distance value.
Taking the equivalent shear curves at the two cross-section groups shown in FIG. 7 as an example, the peak value corresponding to the first load is at the equivalent shear V1 ETime of appearancePeak value corresponding to the second load at equivalent shear force V1 ETime of appearanceTime interval of DT1 d. Similarly, the peak value corresponding to the first load is in the equivalent shear forceTime of appearanceThe peak value corresponding to the second load is atEquivalent shear forceTime of appearanceAt a time interval ofThe vehicle speed is determined by equation (13), and the distance d between the two loads can be determined by the following equation:
s7: and checking the known vehicle, and taking a group of wheel distance values to be selected which are closer to the real axle wheel distance from the two groups of wheel distance values to be selected, or taking the average value of the two groups of wheel distance values to be selected as the identified wheel distance value. In particular, the output wheelbase value diN-1 may be determined as follows:
a) checking by using vehicles with known wheelbases, if a more ideal wheelbase value can be obtained from both sets of equivalent shearing forces, that is to sayAnd if the actual axle distance is consistent with the actual axle distance, taking the average value of the two groups of identification values as the output axle distance value, namely:
b) if only one set of the vehicle wheelbase values identified from the two sets of equivalent shearing forces is consistent with the real axle wheelbase, the vehicle wheelbase values are recorded asAnd on the premise of user acceptance, the group of results can be used as output values of the methodNamely:
wherein,the method is characterized in that only one group of wheel base identification results which are consistent with the real wheel base of the axle are available in the wheel base values of the vehicles identified by the two groups of equivalent shearing forces.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. A system for identifying axles and speeds of a vehicle traveling on an axle comprising: the system comprises a sensor, a signal processing system, a data processing system and a database server, and is characterized by also comprising a monitoring system and a multi-user terminal; the sensor is arranged in the middle of a bridge span or the center of a lane, and is arranged at two section groups comprising 3-4 sections; the bridge and the lane are provided with two or more traffic lanes;
the sensor is connected with the signal processing system, and the signal processing system is connected with the data processing system; the data processing system is connected with the monitoring system; the monitoring system is connected with a database server; the monitoring system and the database server are connected with the multi-user terminal.
2. The axle and vehicle speed identification system of claim 1, wherein said sensor is a strain sensor.
3. Axle and vehicle speed identification system according to claim 1, characterized in that the wheel base d of the smallest vehicle to be identifiedminNot less than 1.5 times the longitudinal distance of adjacent sensor mounting locations.
4. The axle and vehicle speed identification system of claim 1, wherein the multi-user terminal comprises a computer, a smartphone, and an IPAD.
5. The axle and vehicle speed identification system of claim 1, wherein said sensors are mounted at two cross-sectional groups of 3 cross-sections.
6. The axle and vehicle speed identification system of claim 1, wherein the monitoring system is a monitoring server and the multi-user terminal is a plurality of computers or smart phones.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201721050083.0U CN207082223U (en) | 2017-08-22 | 2017-08-22 | A kind of system that Vehicle Axles and speed are travelled on identification bridge |
Applications Claiming Priority (1)
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| CN111710165A (en) * | 2020-08-17 | 2020-09-25 | 湖南大学 | Bridge supervision and early warning method and system based on multi-source monitoring data fusion and sharing |
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| CN111710165A (en) * | 2020-08-17 | 2020-09-25 | 湖南大学 | Bridge supervision and early warning method and system based on multi-source monitoring data fusion and sharing |
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