CN207082223U - A system for identifying axles and speeds of vehicles traveling on bridges - Google Patents

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

A system for identifying axles and speeds of vehicles traveling on bridges

technical field

The utility model relates to the fields of bridge health monitoring, bridge dynamic weighing and vehicle load monitoring, in particular to a method and a system for identifying the axles and speeds of vehicles traveling on bridges.

Background technique

In recent years, due to the effect of vehicle moving load and the influence of transportation overload, bridge safety accidents have occurred frequently. Therefore, detecting the moving load on the bridge and determining the speed, number of axles, and wheelbase of vehicles traveling on the bridge have important theoretical significance and application value for bridge health monitoring and transportation control of overloaded and speeding vehicles.

At present, the monitoring of the moving load of vehicles on the bridge is mainly the traditional weighbridge and BWIM (Bridge weigh-in-motion, bridge dynamic weighing). The former needs to stop or drive at a very low speed, resulting in low recognition efficiency, and needs to set up a dedicated weighing station, which has high maintenance costs; the latter adopts a modern method of installing sensors, using computers to process data and analyze the results. Although the efficiency is greatly improved and the cost is reduced compared with the traditional method; however, the magnetic tape or pressure-sensitive sensors installed on the bridge deck have the disadvantages of low service life and the need to interrupt traffic for installation and maintenance, while FAD (Free-of-axle-detector) The sensor (non-road axle detection sensor) is very sensitive to the lateral driving position of the vehicle, that is, the change of the vehicle's driving position may lead to a decrease in the accuracy of the recognition result, or even failure to recognize it.

For this reason, my patent 201610114464.4 discloses an axle identification method and system for bridges, using the global response of the bridge to identify the vehicle wheelbase, the vehicle identification results are more reliable, and the vehicle wheelbase and speed can be accurately identified. However, the above-mentioned method of establishing two virtual simply supported beams and using the response time history curve to realize the number of axles judgment requires at least 4 to at most 6 sensors per lane to achieve the purpose of identification, and there are many sensors required. However, the calculation process of the isolated response is more complicated. In order to solve the above problems, the inventor of the present invention proposes a simpler device for identifying the axles and vehicle speeds of vehicles traveling on bridges with fewer sensors.

Utility model content

The purpose of the utility model is to provide a system for identifying the axles and speeds of vehicles traveling on bridges, so as to solve the technical problems of poor stability and identification accuracy of FAD sensors, identification results easily affected by the lateral driving position of vehicles, and limited application range. In addition, patent 201610114464.4 is based on the principle of "virtual simply supported beam", and obtains the bridge isolation response through signal processing, and then identifies the vehicle axle and speed information; this patent changes the position of the sensor and is based on the newly proposed "equivalent shear force" principle, The nominal equivalent shear force is obtained by simple addition and subtraction, and then the signal processing is performed on the nominal equivalent shear force to obtain the vehicle's axle number, wheelbase and speed information. Compared with patent 201610114464.4, the utility model achieves more reliable and accurate results with fewer sensors and a simpler method. At the same time, the identification system is simpler, with more complete functions, and the operation and maintenance are more convenient and easy, and a monitoring system is added for real-time monitoring.

In order to achieve the above object, the technical scheme of the utility model is as follows:

A system for identifying the axles and speeds of vehicles traveling on a bridge includes: sensors, signal processing systems, data processing systems, database servers, and monitoring systems and multi-user terminals; Installed at two section groups containing 3 to 4 sections in total; there are two or more driving lanes in the bridge and the lane; the sensor is connected to the signal processing system by wired or wireless network, and the signal processing system is wired or wireless The data processing system is connected to the network; the data processing system is connected to the monitoring system by wired or wireless network; the monitoring system is connected to the database server by wired or wireless network; the monitoring system and the database server are connected to multi-user terminals by wired or wireless network.

As a further improvement, the sensor is a strain sensor.

As a further improvement, the wheelbase d _min of the smallest vehicle to be identified is not less than 1.5 times the longitudinal distance between adjacent sensor installation locations.

As a further improvement, the multi-user terminal includes computers, smart phones and IPADs.

As a further improvement, the sensor is installed at two section groups including 3 sections.

As 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 methods and functions of each component are as follows:

The sensor is installed at two section groups including 3 to 4 sections in total, and is used to convert the bridge bending normal strain into an electrical signal output. The sensor is a strain sensor; and it is only necessary to install the sensor at the lateral position that bears the main vehicle load, that is, the sensor is installed at the mid-span of the bridge or at the center of the lane, instead of installing the sensor at the transverse position of each lane; the longitudinal installation position of the sensor is 3 At ~4 sections, the longitudinal distance of the sensor installation position should be such that the wheelbase d _min of the smallest vehicle to be identified (d _min is usually set according to the needs of the user) is not less than 1.5 times its distance;

The signal processing system, connected between the sensor and the data processing system, is used to remove impurities from the electrical signal of the bridge bending positive strain collected by the sensor and convert it into an analog signal output. The removal of impurities includes processing the electrical signal through a low-pass filter Low-pass filtering is performed to remove high-frequency interfering signals.

The data processing system is used to calculate and construct the nominal equivalent shear curve according to the bending normal strain, and count the number of local peaks on the nominal equivalent shear curve to obtain the number N of vehicle axles or axle groups. Also used to calculate vehicle speed and wheelbase from nominal equivalent shear curves.

The monitoring system is used for real-time early warning and data statistics based on the data processing results, warning information such as the wheelbase d _min of the vehicle does not meet the system requirements, or the wheelbase is too small, the speed of the vehicle exceeds the limit, and the number of vehicles and wheelbase Statistical information such as data processing is returned to the user terminal.

The database server is used to receive data from the monitoring system and user terminals and store them in the cloud. This data transmission can be connected and transmitted using a wired or wireless connection.

The multi-user terminal can carry out two-way data connection and transmission with the monitoring system and database server, and the multi-user terminal can be located in different locations and operate simultaneously.

The utility model has the following beneficial effects:

1. The method and system for identifying the axles and speeds of vehicles traveling on bridges of the present invention utilizes the bending strain response of structures under the action of vehicles, so it is applicable to bridges or parts of bridges where bending is the main form of stress. Includes two categories:

a. Bridges whose overall stress form is dominated by bending, including but not limited to concrete girder slab bridges, orthotropic slab bridges, steel truss bridges, and reinforced concrete hybrid girder bridges.

b. The local force of the bridge is bending, including but not limited to the main girder suspended by the suspension cable on the suspension bridge, the main girder supported by the cable stay cable of the cable-stayed bridge and bearing the bending moment and axial force at the same time, the under-supported arch bridge is composed of Main girder suspended by slings.

2. The method and system for identifying the axles and speeds of vehicles traveling on bridges of the present invention can be applied to various road conditions and changes in the lateral loading position of vehicles, and the vehicle identification results are reliable and accurate.

3. The method and system for identifying the axles and speeds of vehicles traveling on bridges according to the present invention has very good accuracy and stability.

4. The method and system for identifying the axles and speeds of vehicles traveling on bridges of the present invention has the characteristics of low cost, simple installation and wide application range.

In addition to the purposes, features and advantages described above, the present invention has other purposes, features and advantages. Below with reference to accompanying drawing, the utility model is described in further detail.

Description of drawings

The accompanying drawings constituting a part of this application are used to provide a further understanding of the utility model, and the schematic embodiments of the utility model and their descriptions are used to explain the utility model, and do not constitute an improper limitation of the utility model. In the attached picture:

Fig. 1 is a schematic flow chart of the method for identifying the axle and speed of a vehicle traveling on a bridge in a preferred embodiment of the present invention;

Fig. 2 is a schematic flow chart of another preferred embodiment of the present invention for identifying the axle and speed of a vehicle traveling on a bridge;

Fig. 3 is a schematic diagram of the installation positions of four different sections of the preferred embodiment of the utility model;

Fig. 4 is a schematic diagram of the installation position when one of the three sections of the preferred embodiment of the utility model is repeated;

Fig. 5 is a schematic diagram of the position of a single concentrated force passing through a section group and the equivalent shear force curve in a preferred embodiment of the present invention;

Fig. 6 is a schematic diagram of the positions of multiple concentrated forces passing through two section groups in a preferred embodiment of the present invention;

Fig. 7 is a schematic diagram of bending moments and equivalent shear force curves at two section groups in a preferred embodiment of the present invention;

Fig. 8 is a schematic structural diagram of a system for identifying axles and speeds of vehicles traveling on a bridge according to a preferred embodiment of the present invention.

Detailed ways

The embodiments of the utility model will be described in detail below in conjunction with the accompanying drawings, but the utility model can be implemented in various ways defined and covered by the claims.

Example 1

Referring to Fig. 8, the utility model adopts the above-mentioned scheme to be used for the system of identifying vehicle axle and speed on the bridge, including sensor 1, signal processing system 2, data processing system 3, monitoring system 4, database server 5 and multi-user terminal 6. The sensors are installed at two section groups consisting of 3 to 4 sections in total, and are used to convert the bridge bending positive strain into an electrical signal output, and only need to install the sensor at the lateral position bearing the main vehicle load, instead of every The sensors are installed at the transverse position of the lane, that is, the sensor is installed at the mid-span of the bridge or at the center of the lane; the longitudinal installation position of the sensor is at 3 to 4 cross-sections, and the longitudinal distance of the sensor installation position should be such that the wheelbase of the minimum vehicle to be identified is d _min ( d _min is usually set according to the needs of users) not less than 1.5 times the distance.

In the utility model, the signal processing system is connected between the sensor and the data processing system, and is used for removing impurities and converting the electrical signal of bridge bending positive strain collected by the sensor into an analog signal for output.

In the utility model, the data processing system is used to calculate and construct the nominal equivalent shear force curve according to the bending positive strain, and count the number of local peaks on the nominal equivalent shear force curve to obtain the number N of vehicle axles or axle groups. Also used to calculate vehicle speed and wheelbase from nominal equivalent shear curves.

In the utility model, the monitoring system is used for real-time early warning and data statistics according to the data processing results, and the warning information such as the wheelbase d _min of the vehicle does not meet the system requirements, or the wheelbase is too small, the speed of the vehicle exceeds the limit, and the number of vehicles Statistical information such as data processing and wheelbase are returned to the user terminal.

In the utility model, the database server is used for receiving data from the monitoring system and the user terminal, and storing them in the cloud. This data transmission can be connected and transmitted using a wired or wireless connection.

In the utility model, the multi-user terminal can perform two-way data connection and transmission with the monitoring system and the database server, and the multi-user terminal can be located in different positions and operate simultaneously.

It can be seen from the above that the utility model utilizes the bending positive strain of the structure under the action of the vehicle, so it is suitable for any bridge or part of the bridge that is mainly subjected to bending. Includes two categories:

a. Bridges whose overall stress form is dominated by bending, including but not limited to concrete girder slab bridges, orthotropic slab bridges, steel truss bridges, and reinforced concrete hybrid girder bridges.

b. The local force of the bridge is bending, including but not limited to the main girder suspended by the suspension cable on the suspension bridge, the main girder supported by the cable stay cable of the cable-stayed bridge and bearing the bending moment and axial force at the same time, the under-supported arch bridge is composed of Main girder suspended by slings.

In principle, the utility model does not limit the length, width and bending stiffness of the bridge.

The user referred to in this utility model is the acquirer of the identified axle information, for example, the manager who directly pays attention to the axle information or the BWIM system that uses the axle information to weigh the vehicle. The coordinate system used is: the longitudinal direction of the bridge (vehicle driving direction) is the positive direction of the x-axis, also known as the longitudinal direction of the bridge; the vertical direction is the positive direction of the z-axis, also known as the vertical direction of the bridge; the vertical x-axis in the horizontal plane is y Axis, also known as the transverse direction of the bridge; x, y, z form a right-handed coordinate system. The terms involved in the utility model are explained as follows:

Wheelbase: The longitudinal distance between the front and rear adjacent tires of the vehicle.

Wheelbase: the distance between the grounding positions of the i-th and i+1-th axles of the vehicle, denoted as d _i (i=1,2,...). When the axle type is a single axle, the grounding position of the axle is the center position of the contact surface between the axle and the road surface; when the axle type is a set of axles, the grounding position of the axle is the equivalent static force acting position of the set of axles.

Vehicle minimum wheelbase: the minimum target value of the axle wheelbase set according to user needs, denoted as d _min . When the distance between multiple axles of a vehicle is less than this value, it can be considered an axle group.

Axle: The axle of the vehicle in contact with the ground, denoted as A _i (i=1,2,...), A _i is the i-th axle (axle group) of the vehicle. The minimum wheelbase d _min of the vehicle set according to the user's needs can divide the axle into two types: ordinary axles and axle groups: ① when the wheelbase is greater than the set minimum wheelbase _dmin , it is an ordinary axle; ② when the wheelbase is smaller than the set minimum When the wheelbase is d _min , multiple axles may be identified as a single axle by the method proposed in this patent, and the axle composed of the multiple axles is called an axle group.

Vehicle speed: the driving speed of the vehicle, denoted as v, the utility model performs axle recognition based on the assumption that the vehicle is running at a constant speed.

Referring to Fig. 1, the utility model is used to identify the method for driving vehicle axle and speed on the bridge, comprises the following steps:

S1: Mark two section groups containing 3 to 4 sections along the longitudinal direction of the bridge;

S2: Collect and measure the time-history response of the bridge at the two section groups, calculate two sets of nominal equivalent shear responses based on the time-history responses, and construct two nominal equivalent shear curves from the two sets of nominal equivalent shear responses;

S3: Count the number of local peaks on the nominal equivalent shear curve to obtain the number N of vehicle axles or axle groups.

Through the above steps, the bending strain of the structure under the action of the vehicle can be used, and the global response of the bridge can be used to identify the vehicle wheelbase. Therefore, it is suitable for any bridge or bridge part that is mainly subjected to bending, and the axle identification results are more reliable.

In practical application, referring to Fig. 2, on the basis of the above steps, the method for identifying the vehicle axle and speed on the bridge of the utility model can also be optimized by adding the following steps:

S1: Mark two section groups containing 3 to 4 sections along the longitudinal direction of the bridge. details as follows:

S101: Mark two sections P ₁ , Q ₁ sequentially on the bridge, which is called the first section group, and its x-coordinates are x _p1 , x _q1 respectively; follow the same steps to mark two sections P ₂ , Q ₂ in sequence, called is the second section group, and its x-coordinates are x _p2 , x _q2 respectively; the x-coordinates of the two section groups satisfy the following conditions:

Circumstances that meet the above condition (1) include the following two:

S101A: The x-coordinates of all sections in the two section groups are different. At this time, there are 4 different sections in the two section groups. The possible setting positions are shown in FIG. 3 .

S101B: In addition to satisfying the condition (1), the coordinates of the two groups of cross-sections also meet the following conditions:

x _q1 = x _p2

At this time, one section in the two section groups is the same, so there are three different sections in the two section groups, and the possible setting positions are shown in Figure 4.

The possible relative positions of all four sections that meet the above conditions are shown in Figures 3 to 4. In the figure, A and B are two points on the bridge, and the x-coordinate x A of point _A satisfies x _A ≤ x _p1 , and the x-coordinate x B of point _B satisfies x _B ≥ x _q2 ; the circled number on the bridge indicates the section number , and the x-coordinate of the section with a small number is strictly smaller than the x-coordinate of the section with a large 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: Mark 3 to 4 sections of the two section groups on the bridge, and record the length of P ₁ O ₁ as l ₁ , the length of P ₂ O ₂ as l ₂ , and the length between the centers of the two section groups as L, and sensors for collecting bending normal strain are installed at 3 to 4 sections of the two section groups.

The method theory involved in the above steps is analyzed in the case of a relatively simple section group with two sections P and Q, and the following theory can be easily extended to the situation of two section groups:

Referring to Fig. 5, consider a beam AB with arbitrary boundary conditions, P and Q are any two points on the beam, the length of AP is denoted as l _A , the length of QB is denoted as l _B , O is the midpoint of P and Q, PO=OQ=l, there is a concentrated force F acting on the beam at a point x away from A. The bending moment and shear force at points A and B are assumed to be M _s , F _s s={A, B}; and both are functions of x.

And both are functions of x.

According to the principle of superposition, the bending moment at the two points P and Q is:

From the above formula can get:

Obviously, it can be seen that G(x) is a piecewise linear function, F _A (x) is the shear force influence line at point A multiplied by F, and it is a monotonically decreasing function about x, thus V ^E (x) There is a peak and a valley on the curve, and since the derivative of _G (x) in the PQ segment is generally much larger than the derivative of FA (x), the steepness of V ^E (x) in the PQ segment mainly depends on the PQ The length of the segment and the size of the load have little to do with the total length of the AB segment, as shown in Figure 5. In fact, according to the relevant theory of material mechanics, V ^E is approximately equal to the shear force at point O, so it is also called the equivalent shear force:

Since bridges are generally regarded as linear elastic systems under conventional vehicle loads, the bending moment is linearly related to the bending normal strain, which can be calculated according to the following formulas (4) and (5):

M _s =EWε,s={P,Q} (4)

Among them, E is the elastic modulus of the material, W is the section modulus, l is the length of the beam section contained in the section group, and ε is the normal strain at the cross section P and Q.

And because EW and l are constants, in order to simplify:

That is, ESF= _εQ - _εP .

It can be seen from the above formula that the equivalent shear force and the nominal equivalent shear force have a linear relationship, and the time-history responses of the two have completely similar waveform information. Therefore, the number of vehicle axles and wheelbase can be extracted from the equivalent shear force V ^E and vehicle speed information are replaced by extracting the above information from the ESF, because the equivalent shear force V ^E requires more complicated measurement and calculation to obtain, while the nominal equivalent shear force ESF only needs to collect the bridge bending normal strain and perform simple subtraction calculations can be obtained, so the use of the nominal equivalent shear force to identify the above vehicle-related information reduces the complexity of the system.

S2: Acquisition and measurement of bridge bending normal strain at two section groups, denoted as ε _s (s=P ₁ , Q ₁ , P ₂ , Q ₂ ), where s is the bridge section. Two sets of nominal equivalent shear force are calculated according to the bending normal strain, and two nominal equivalent shear force curves are respectively constructed from the two sets of nominal equivalent shear force.

The calculation method of equivalent shear force includes the following steps:

S201: Substituting the collected positive strain ε of the bridge into formula (2), and calculating two sets of nominal equivalent shear forces ESF ₁ and ESF ₂ :

In the formula, j=1, 2, which represent the first section group and the second section group respectively, E represents the material elastic modulus of the bridge structure, W represents the section resistance moment, l _j represents the length of the jth section group, Indicates the normal strain of the bridge collected at the Q _j section; Indicates the normal strain of the bridge collected at the P _j section; Indicates the equivalent shear force at the middle section of the beam segment contained in the jth section group. This formula is derived from the following formulas (7) and (8).

M _s =EWε _s , s={P ₁ ,Q ₁ ,P ₂ ,Q ₂ } (7)

Among them, M _s (s=P _j , Q _j ; j=1,2) is the theoretical bending moment of each section, E is the elastic modulus of the material, ε _s is the strain at a certain section, and W is the section resistance moment;

S3: Count the number of local peaks on the nominal equivalent shear curve to obtain the number N of vehicle axles or axle groups.

When a load moves across beam AB, a peak is formed on the nominal equivalent shear curve. In fact, when a set of loads (N concentrated forces with proper spacing between loads) moves across the beam AB, N peaks will form on the nominal equivalent shear force curve. By counting such peaks, the number of axles of the vehicle can be known.

Therefore, referring to Fig. 6, two section groups P ₁ Q ₁ and P ₂ Q ₂ are set at the longitudinal position of section AB on the bridge, and the length of P ₁ Q ₁ is l ₁ , and the length of P ₂ Q ₂ is l ₂ , the distance between the centers of the two section groups is L, then when a set of loads (N concentrated forces with appropriate spacing between loads) moves across the beam AB, the nominal equivalent shear forces ESF ₁ and ESF ₂ will be N peaks are formed each.

S4: Extract the moments when the local peaks appear on the two nominal equivalent shear curves ESF ₁ and ESF ₂ respectively, where the moments when the local peak points on the nominal equivalent shear curve ESF ₁ appear are recorded in sequence as The time when each local peak point appears on the nominal equivalent shear force curve ESF ₂ is recorded in sequence as

S5: identifying the vehicle speed v, including the following steps:

S501: Using the acquired 2N groups of time values N recognition speed values are calculated and recorded as a set V:

Among them, v _k is the kth recognition velocity value, L is the longitudinal distance between the centers of two section groups;

S502: Perform data processing on the elements in the set V to obtain v, and the data processing method is one of the following three methods:

S502A: Get several elements in V The average value of , that is:

S502B: Get several elements in V Valid values for are:

S502C: Get several elements in V The median of , that is:

Among them, N _E is the number of elements when a number of elements are randomly selected from V for calculation.

Taking the bending moment and equivalent shear force curves at the two section groups of the beam shown in Figure 7 as an example, the boundary condition of beam AB is set as a virtual simply supported beam, the number of loads is set as 2, and the distance between loads is set as Set as d. Note the moment at which the peak value on the equivalent shear force V ₁ ^E occurs and equivalent shear force The moment of the peak and Respectively early DT ₁ , DT ₂ . Since the length between the centers of two section groups is L, the load moving speed can be obtained by the following formula:

The recognition of the vehicle speed and the recognition of the wheelbase are independent of each other, that is, other methods other than step S5 can be used to obtain the speed, and then the following steps S6 to S7 are used to obtain the wheelbase.

S6: According to the vehicle speed, calculate two sets of wheelbase values to be selected:

Among them, i is the ordinal number of the vehicle axle, representing the i-th axle of the vehicle; j is the ordinal number of the section group; is the i-th wheelbase value identified by the j-th section group;

S7: Carry out verification through known vehicles, take a set of wheelbase values closer to the real axle wheelbase from the two sets of wheelbase values to be selected, or take the average value of the two sets of wheelbase values to be selected as The recognized wheelbase value.

Taking the equivalent shear force curves at the two section groups shown in Figure 7 as an example, the moment when the corresponding peak value of the first load appears on the equivalent shear force V ₁ ^E The moment at which the peak value corresponding to the second load appears on the equivalent shear force V ₁ ^E The time interval is DT ₁ ^d . Similarly, the corresponding peak value of the first load is at the equivalent shear on the moment The peak corresponding to the second load is at the equivalent shear on the moment The time interval is The vehicle speed has been obtained by formula (13), so the distance d between the two loads can be obtained by the following formula:

S7: Carry out verification through known vehicles, take a set of wheelbase values closer to the real axle wheelbase from the two sets of wheelbase values to be selected, or take the average value of the two sets of wheelbase values to be selected as The recognized wheelbase value. Specifically, the output wheelbase value d _i (i=1,2,...,N-1) can be determined according to the following principle:

a). Use a variety of vehicles with known wheelbases for calibration. If an ideal wheelbase value can be obtained from two sets of equivalent shear forces, that is It is more consistent with the real axle and wheelbase, then the average value of the two sets of identification values is used as the output wheelbase value, that is:

b). If only one set of vehicle wheelbase values identified from the two sets of equivalent shear forces is more consistent with the real axle and wheelbase values, it is denoted as And under the premise of user acceptance, this set of results can be used as the output value of the method, namely:

in, In order to use two sets of equivalent shear forces to identify the vehicle wheelbase value, there is only one set of wheelbase identification results that is relatively consistent with the real axle and wheelbase.

The above are only preferred embodiments of the utility model, and are not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present utility model shall be included in the protection scope of the present utility model.

Claims (6)

1. A system for identifying vehicle axles and speeds on a bridge includes: sensors, signal processing systems, data processing systems, database servers, and is characterized in that it also includes monitoring systems and multi-user terminals; the sensors are installed in bridge spans Or in the middle of the lane, the sensor is installed at two section groups consisting of 3 to 4 sections; the bridge and the lane have two or more lanes; The sensor is connected to a signal processing system, and the signal processing system is connected to a data processing system; the data processing system is connected to a monitoring system; the monitoring system is connected to a database server; and the monitoring system and the database server are connected to a multi-user terminal. 2. The axle and vehicle speed identification system according to claim 1, wherein the sensor is a strain sensor. 3. The vehicle axle and vehicle speed recognition system according to claim 1, characterized in that the wheelbase _dmin of the smallest vehicle to be recognized is not less than 1.5 times the longitudinal distance of adjacent sensor installation positions. 4. The vehicle axle and vehicle speed identification system according to claim 1, wherein the multi-user terminal includes a computer, a smart phone and an IPAD. 5 . The axle and vehicle speed identification system according to claim 1 , wherein the sensors are installed at two section groups including 3 sections. 6 . 6. The vehicle axle and vehicle speed identification system according to claim 1, wherein the monitoring system is a monitoring server, and the multi-user terminal is a plurality of computers or smart phones.