WO2024260010A1 - 路况监测方法、装置、传感器、道路加速度传感器及其控制方法、控制装置及道路监测装置 - Google Patents

路况监测方法、装置、传感器、道路加速度传感器及其控制方法、控制装置及道路监测装置 Download PDF

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Publication number
WO2024260010A1
WO2024260010A1 PCT/CN2024/078139 CN2024078139W WO2024260010A1 WO 2024260010 A1 WO2024260010 A1 WO 2024260010A1 CN 2024078139 W CN2024078139 W CN 2024078139W WO 2024260010 A1 WO2024260010 A1 WO 2024260010A1
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WIPO (PCT)
Prior art keywords
road
data
target
acceleration
communication mode
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PCT/CN2024/078139
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English (en)
French (fr)
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WO2024260010A9 (zh
Inventor
魏亚
闫闯
武诺
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Tsinghua University
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Tsinghua University
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Priority claimed from CN202310740129.5A external-priority patent/CN116879578B/zh
Priority claimed from CN202321602579.XU external-priority patent/CN220057570U/zh
Priority claimed from CN202310744406.XA external-priority patent/CN116895147B/zh
Application filed by Tsinghua University filed Critical Tsinghua University
Publication of WO2024260010A1 publication Critical patent/WO2024260010A1/zh
Publication of WO2024260010A9 publication Critical patent/WO2024260010A9/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled

Definitions

  • the present application relates to the field of traffic technology, and in particular to a road condition monitoring method, device, sensor, road acceleration sensor and control method, control device and road monitoring device thereof.
  • highway service status monitoring includes road surface monitoring and internal monitoring.
  • Road surface monitoring is carried out by patrol vehicles, and internal monitoring is mainly carried out by sensors such as strain gauges.
  • the sensor only uses wired or wireless transmission, and the transmission mode is single. Once the single transmission mode is damaged, the sensor loses its detection function and is difficult to repair. Therefore, the data transmission reliability of the sensor is low.
  • sensors used for road status monitoring include thermometers, hygrometers, strain gauges, etc.
  • the existing acceleration sensors in the road field mainly send all the sensed data directly to the collection device, and cannot guarantee that the data sent to the collection device are all valid acceleration data. Therefore, in the solution of the road acceleration sensor in the prior art directly sending all the sensed data to the collection device, there is a problem of low validity of the sent data.
  • an acceleration chip is generally packaged on a PCB board to form a road acceleration sensor, and then the road acceleration sensor is implanted into the road surface along the direction of gravity, so that the sensing direction of the acceleration chip is along the direction of gravity, so as to monitor the vibration state of the road structure, which is convenient for analyzing the service status of the road from a dynamic perspective.
  • the length of the road acceleration sensor along the gravity direction is relatively long.
  • the length of the road acceleration sensor along the gravity direction accounts for a large proportion of the total thickness of the road surface, which causes a large disturbance to the road structure and reduces the service life of the road.
  • a road acceleration sensor capable of sending high-effectiveness acceleration data and a control method and control device thereof are also provided.
  • the present application provides a road condition monitoring method, which is applied to an implantable sensor, wherein the implantable sensor is deployed below a target road, and the method comprises:
  • Real-time monitoring of the road condition data of the target road transmitting the monitored road condition data to the collection device through the first communication method, so that the collection device obtains a corresponding verification result according to the received road condition data; in response to a switching instruction issued by the collection device, switching the communication method from the first communication method to the second communication method, and transmitting the monitored road condition data to the collection device through the second communication method Data, wherein the switching instruction is determined according to the verification result.
  • the method before transmitting the monitored road condition data to the collection device via the first communication method, the method includes: maintaining a connection state of the second communication method with the collection device.
  • the transmission of the monitored road condition data to the collection device via the first communication method includes: within the current data transmission cycle, when the current road condition data transmission times is a preset times, obtaining target road condition data, the target road condition data being all road condition data sent to the collection device within the current data transmission cycle; determining a target cyclic redundancy check code based on the target road condition data; and sending the target cyclic redundancy check code to the collection device via the first communication method, so that the collection device determines the verification result of the target road condition data based on the target cyclic redundancy check code.
  • the communication mode in response to a switching instruction issued by the collection device, is switched from the first communication mode to the second communication mode, and the monitored road condition data is transmitted to the collection device through the second communication mode, including: in response to a switching instruction issued by the collection device, the communication port for the collection device is switched from a first communication port corresponding to the first communication mode to a second communication port corresponding to the second communication mode; and the monitored road condition data is transmitted to the collection device through the second communication port.
  • the first communication mode is a wired communication mode
  • the second communication mode is a wireless communication mode
  • the present application provides a road condition monitoring method, which is applied to a collection device, and the method includes: receiving road condition data of a target road, the road condition data is sent by an implanted sensor through a first communication method, and the implanted sensor is deployed under the target road, and is used to monitor the road condition data of the target road in real time; verifying the road condition data, obtaining a verification result corresponding to the road condition data, and determining a target communication method according to the verification result;
  • a switching instruction is sent to the implanted sensor via the second communication mode, and the switching instruction is used to instruct the implanted sensor to switch the communication mode from the first communication mode to the second communication mode, so as to use the second communication mode to send the road condition data to the collection device.
  • the road condition data is verified to obtain a verification result corresponding to the road condition data
  • a target communication mode is determined based on the verification result, including: in a current data transmission cycle, upon receiving a target cyclic redundancy check code sent by the implanted sensor, obtaining data to be verified, wherein the data to be verified is the road condition data received in the current data transmission cycle; determining a cyclic redundancy check code to be verified based on the data to be verified; determining a verification result corresponding to the data to be verified based on the cyclic redundancy check code to be verified and the target cyclic redundancy check code; and determining the target communication mode based on the verification result.
  • determining the target communication mode based on the verification result includes: obtaining the total number of the verification results within a unit time, and the number of verification results indicating the failure of the road condition data verification within the unit time, wherein the unit time includes multiple data transmission cycles; calculating the number of verification results indicating the failure of the road condition data verification within the unit time, and the proportion of the number of verification results in the total number of verification results, and determining that the target communication mode is the second communication mode when the proportion exceeds a preset threshold.
  • the method further includes: corresponding to the situation that the road condition data is not received within a first preset time period, issuing a test instruction to the implanted sensor through the second communication method, and the test instruction is used to instruct the implanted sensor to feedback a corresponding test response through the first communication method; corresponding to the situation that the test response is not received within a second preset time period, determining that the target communication method is the second communication method; corresponding to the target communication method being the second communication method, issuing the switching instruction to the implanted sensor through the second communication method.
  • the present application provides an implantable sensor, including: a communication module, a control module, a battery and a sensing module.
  • the perception module is used to monitor the traffic data of the target road in real time
  • the communication module includes a first communication module and a second communication module.
  • the first communication module or the second communication module is used to receive a switching instruction sent by a collection device and send the switching instruction to the control module.
  • the control module is used for controlling the first communication module or the second communication module to transmit the road condition data in response to the switching instruction.
  • the battery is used to supply power to the implantable sensor.
  • the present application provides a road condition monitoring device, which includes: a data monitoring module, a data transmission module and a communication switching module.
  • the data monitoring module is used to monitor the traffic data of the target road in real time.
  • the data transmission module is used to transmit the monitored road condition data to the collection device through the first communication method, so that the collection device can The received road condition data obtains corresponding verification results.
  • a communication switching module is used to switch the communication mode from the first communication mode to the second communication mode in response to a switching instruction issued by the collection device, and transmit the monitored road condition data to the collection device through the second communication mode, wherein the switching instruction is determined based on the verification result.
  • the data transmission module is further used to maintain a connection state of the second communication mode with the acquisition device.
  • the data transmission module is also used to obtain target road condition data within the current data transmission cycle when the current road condition data transmission times is a preset times, the target road condition data being all road condition data sent to the collection device within the current data transmission cycle; determine a target cyclic redundancy check code based on the target road condition data; and send the target cyclic redundancy check code to the collection device via the first communication method, so that the collection device determines a verification result of the target road condition data based on the target cyclic redundancy check code.
  • the communication switching module is also used to respond to a switching instruction issued by the collection device to switch the communication port for the collection device from a first communication port corresponding to the first communication mode to a second communication port corresponding to the second communication mode; and transmit the monitored road condition data to the collection device through the second communication port.
  • the first communication mode is a wired communication mode
  • the second communication mode is a wireless communication mode
  • the present application provides a road condition monitoring device, which includes: a data receiving module, a data verification module and an instruction issuing module.
  • the data receiving module is used to receive the traffic data of the target road, the traffic data is sent by the implanted sensor through the first communication method, the implanted sensor is deployed under the target road, and is used to monitor the traffic data of the target road in real time.
  • the data verification module is used to verify the road condition data, obtain the verification result corresponding to the road condition data, and determine the target communication mode according to the verification result.
  • An instruction issuing module is used to issue a switching instruction to the implanted sensor through the second communication mode when the target communication mode is the second communication mode, and the switching instruction is used to instruct the implanted sensor to switch the communication mode from the first communication mode to the second communication mode, so as to use the second communication mode to send the road condition data to the collection device.
  • the data verification module is further used to obtain the data to be verified in the current data transmission cycle, when the target cyclic redundancy check code sent by the implanted sensor is received; the data to be verified is the road condition data received in the current data transmission cycle; determine the cyclic redundancy check code to be verified based on the data to be verified; determine the verification result corresponding to the data to be verified based on the cyclic redundancy check code to be verified and the target cyclic redundancy check code; and determine the target communication mode based on the verification result.
  • the data verification module is also used to obtain the total number of the verification results within a unit time, and the number of verification results indicating the failure of the road condition data verification within the unit time, wherein the unit time includes multiple data transmission cycles; calculate the proportion of the number of verification results indicating the failure of the road condition data verification within the unit time in the total number of verification results, and determine that the target communication mode is the second communication mode when the proportion exceeds a preset threshold.
  • the road condition monitoring device also includes a test module, which is used to send a test instruction to the implanted sensor through the second communication method when the road condition data is not received within a first preset time period, and the test instruction is used to instruct the implanted sensor to feedback a corresponding test response through the first communication method; corresponding to the situation where the test response is not received within the second preset time period, determining that the target communication method is the second communication method; corresponding to the target communication method being the second communication method, sending the switching instruction to the implanted sensor through the second communication method.
  • a test module which is used to send a test instruction to the implanted sensor through the second communication method when the road condition data is not received within a first preset time period, and the test instruction is used to instruct the implanted sensor to feedback a corresponding test response through the first communication method; corresponding to the situation where the test response is not received within the second preset time period, determining that the target communication method is the second communication method; corresponding to the target communication method being the second communication method,
  • the above-mentioned road condition monitoring method, device, sensor, computer equipment, storage medium and computer program product are applied to implantable sensors, and the implantable sensor is deployed under the target road.
  • the method includes: real-time monitoring of the road condition data of the target road; transmitting the monitored road condition data to the collection device through a first communication method, so that the collection device obtains a corresponding verification result according to the received road condition data; in response to a switching instruction issued by the collection device, switching the communication mode from the first communication mode to the second communication mode, and transmitting the monitored road condition data to the collection device through the second communication mode, and the switching instruction is determined according to the verification result.
  • the road condition monitoring method, device, sensor, computer equipment, storage medium and computer program product provided in the present application use the first communication mode to transmit road condition data to the collection device by default.
  • the collection device obtains a corresponding verification result of failure according to the road condition data, that is, when the first communication mode fails, a switching instruction is issued to automatically switch to the second communication mode, thereby ensuring the reliability of data transmission and extending the service life of the implantable sensor.
  • the present application also provides a road acceleration sensor, comprising: a first circuit board, a second circuit board and a conductor.
  • the first circuit board has electronic components arranged thereon.
  • the second circuit board is provided with an acceleration chip, the sensing direction of the acceleration chip is along the gravity direction, one end of the second circuit board along the gravity direction is connected to the first circuit board, and the two are arranged at a preset angle.
  • a conductor one end of which is connected to the first circuit board, and the other end of which is connected to the second circuit board, is used to realize power supply and information transmission between the second circuit board and the first circuit board.
  • the preset angle is 90°.
  • a plug hole is provided on the first circuit board, and the second circuit board is plugged into the plug hole.
  • the second circuit board includes a first connecting portion and a second connecting portion, the second connecting portions are respectively arranged on both sides of the first connecting portion, the acceleration chip is arranged on the first connecting portion, and each of the second connecting portions is respectively connected to the first circuit board through one of the conductors.
  • one end of the acceleration chip along the gravity direction is flush with the first connection portion, and the first connection portion, the second connection portion, and the acceleration chip are inserted into the jack at the same time.
  • the number of the second connection parts is two
  • the first circuit board includes a third connection part
  • the third connection part is connected to the second connection part one-to-one through the conductor
  • the distance between the two third connection parts is equal to the distance between the two second connection parts.
  • the conductor is a flexible printed circuit board.
  • the first circuit board and the second circuit board are rigid circuit boards.
  • the first circuit board and the second circuit board are connected and fixed by insulating glue or soldering.
  • a road monitoring device comprises a bracket, a packaging shell and a road acceleration sensor.
  • the road acceleration sensor is arranged in the packaging shell, and the packaging shell is fixed on the bracket.
  • connection hole is formed on the first circuit board, and the first circuit board is fixed in the packaging shell by screws passing through the connection hole.
  • the above-mentioned road acceleration sensor and road monitoring device when actually used, can fix the first circuit board at a certain specific angle according to the preset angle between the second circuit board and the first circuit board, so that the second circuit board is parallel to the direction of gravity, and the vibration state of the road can be monitored by the acceleration chip.
  • the second circuit board is set at a preset angle with the first circuit board, when the second circuit board is implanted in the road surface along the direction of gravity, the first circuit board is at a preset angle with the direction of gravity, thereby reducing the total length of the first circuit board and the second circuit board along the direction of gravity, that is, reducing the proportion of the length of the road acceleration sensor along the direction of gravity in the total thickness of the road surface, thereby reducing the disturbance to the surface layer of the road surface.
  • the present application also provides a road acceleration sensor, which includes a sensing unit, a control unit and a communication unit.
  • the sensing unit is used to collect acceleration data information of vehicles traveling on the road.
  • a control unit is connected to the perception unit and is used to control the perception state of the perception unit to be converted from the current state to the target high-frequency operation state in response to determining that the acceleration data information meets the preset data detection conditions, to collect target data, and to generate target data information based on the acceleration data information, until it is detected that the acceleration data information does not meet the preset data detection conditions, then control the perception state of the perception unit to be converted from the target high-frequency operation state to the target low-frequency operation state, and suspend the generation of the target data information.
  • a communication unit is connected to the control unit and is used to receive and send the target data information to a data acquisition device.
  • the present application also provides a road acceleration sensor control method, which is applied to the road acceleration sensor described in the first aspect.
  • the method comprises:
  • controlling the sensing state of the road acceleration sensor In response to determining that the acceleration data information satisfies the preset data detection condition, controlling the sensing state of the road acceleration sensor to be converted from a current state to a target high-frequency operating state to perform target data collection;
  • the acceleration data information includes acceleration values
  • the method further includes:
  • the method further comprises:
  • the acceleration data information is input into a high-frequency information determination model to obtain target high-frequency information of the target high-frequency operating state;
  • the acceleration data information is input into a low-frequency information determination model to obtain the target low-frequency information of the target low-frequency operating state.
  • generating target data information based on the acceleration data information includes: inputting the acceleration data information into a preset deep learning network model to obtain the target data information.
  • generating target data information based on the acceleration data information includes:
  • the acceleration data information is subjected to noise reduction processing to obtain noise-reduced data information
  • feature extraction is performed on the noise-reduced data information to obtain the target data information.
  • the present application also provides a road acceleration sensor control device, which includes: an acquisition module, a first operation module and a second operation module.
  • the acquisition module is used to collect acceleration data information of vehicles traveling on the road.
  • the first operation module is used to control the sensing state of the road acceleration sensor to be converted from the current state to the target high-frequency operation state to collect target data in response to determining that the acceleration data information meets the preset data detection condition.
  • the second operation module is used to generate target data information based on the acceleration data information, until it is detected that the acceleration data information does not meet the preset data detection condition, control the perception state of the road acceleration sensor to be converted from the target high-frequency operation state to the target low-frequency operation state, and suspend the generation of the target data information.
  • the acceleration data information includes acceleration values
  • the road acceleration sensor control device further includes: a first determination module and a second determination module.
  • the first determination module is used to determine whether the acceleration data information meets the preset data detection condition when the acceleration value is outside the preset threshold range.
  • the second determination module is configured to determine that the acceleration data information does not satisfy the preset data detection condition in response to the duration of the acceleration value within the preset threshold interval being greater than a target duration.
  • the road acceleration sensor control device also includes: corresponding to the case where it is determined that the acceleration data information meets the preset data detection condition, inputting the acceleration data information into a high-frequency information determination model to obtain target high-frequency information of the target high-frequency operating state; corresponding to the case where it is determined that the acceleration data information does not meet the preset data detection condition, inputting the acceleration data information into a low-frequency information determination model to obtain target low-frequency information of the target low-frequency operating state.
  • the second operating module is specifically used to: input the acceleration data information into a preset deep learning network model to obtain the target data information.
  • the second operation module is specifically used to: perform noise reduction processing on the acceleration data information according to a preset filtering strategy to obtain noise-reduced data information;
  • feature extraction is performed on the noise-reduced data information to obtain the target data information.
  • the present application also provides a road sensing system, which includes a front road acceleration sensor, at least one rear road acceleration sensor and a host computer, wherein the rear road acceleration sensor is arranged behind the front road acceleration sensor in the road travel direction.
  • the front road acceleration sensor is used to collect front acceleration data information, and corresponding to the situation where it is determined that the front acceleration data information meets the preset data detection condition, generates and sends the front target data information to the host computer.
  • the front road acceleration sensor is further used to generate a start signal in response to detecting that the front acceleration data information meets the preset data detection condition, wherein the start signal is used to control the rear road acceleration sensor to start collecting the rear acceleration data information; the rear road acceleration sensor is used to generate a start signal in response to determining that the rear acceleration data information meets the preset data detection condition.
  • the post-target data information is generated and sent to the host computer.
  • the front road acceleration sensor is also used to generate a pause signal in response to detecting that the duration of the front acceleration data information not satisfying the preset data detection condition is greater than or equal to the preset duration condition, wherein the pause signal is used to control the perception state of the rear road acceleration sensor to be converted to a target low-frequency operating state, and to pause the generation of the rear target data information.
  • the front road acceleration sensor and the rear road acceleration sensor are implemented by using the sensors described in the first aspect above.
  • the control unit controls the perception unit to collect valid acceleration data information of the road vehicle in a valid state in a target high-frequency operating state in response to determining that the acceleration data information meets the preset data detection conditions, and generates target data information.
  • the perception unit is controlled to enter a target low-frequency operating state and suspend the generation of target data information. Therefore, the target data information is all valid acceleration data information, thereby ensuring the validity of the transmitted data.
  • the present application also provides a computer device, which includes a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.
  • the present application also provides a non-volatile computer-readable storage medium, on which a computer program is stored.
  • a computer program is stored on which a computer program is stored.
  • the present application also provides a computer program product, which includes executable instructions.
  • executable instructions When the executable instructions are executed by a processor, the steps in the above-mentioned method embodiments are implemented.
  • FIG1 is a schematic diagram of a flow chart of a road condition monitoring method in one embodiment of the present application.
  • FIG2 is a schematic diagram of a flow chart of step S104 in one embodiment of the present application.
  • FIG3 is a schematic diagram of a flow chart of step S106 in one embodiment of the present application.
  • FIG4 is a flow chart of a road condition monitoring method in one embodiment of the present application.
  • FIG5 is a schematic diagram of a flow chart of step S404 in one embodiment of the present application.
  • FIG6 is a schematic diagram of a flow chart of step S508 in one embodiment of the present application.
  • FIG7 is a flow chart of a road condition monitoring method in one embodiment of the present application.
  • FIG8 is a block diagram of an implantable sensor according to an embodiment of the present application.
  • FIG9 is a schematic diagram of an implantable sensor in one embodiment of the present application.
  • FIG10 is a structural block diagram of a road condition monitoring device in one embodiment of the present application.
  • FIG11 is a structural block diagram of a road condition monitoring device in another embodiment of the present application.
  • FIG12 is a schematic diagram of the structure of a road acceleration sensor in an embodiment of the present application.
  • FIG13 is a schematic diagram of the structure of a road acceleration sensor when the first circuit board and the second circuit board are not directly connected in one embodiment of the present application;
  • FIG14 is a structural block diagram of a road acceleration sensor in one embodiment of the present application.
  • FIG15 is a flow chart of a road acceleration sensor control method in one embodiment of the present application.
  • FIG16 is a flow chart of a road acceleration sensor control method in another embodiment of the present application.
  • FIG17 is a structural block diagram of a road acceleration sensor control device in one embodiment of the present application.
  • FIG18 is a schematic diagram of the structure of a road sensing system in one embodiment of the present application.
  • FIG19 is a schematic diagram of an application scenario of a road sensing system in one embodiment of the present application.
  • FIG. 20 is a diagram showing the internal structure of a computer device in one embodiment of the present application.
  • connection and “coupling” mentioned in this application, unless otherwise specified, include direct and indirect connections (couplings).
  • a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium.
  • a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
  • a first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.
  • the monitoring of the service status of the highway includes road surface monitoring and internal monitoring.
  • the road surface monitoring is monitored by patrol vehicles, and the internal monitoring is mainly monitored by sensors such as strain gauges.
  • the sensors in the highway field are mainly transmitted by wired or wireless methods, a single transmission method. Because the road is subjected to reciprocating fatigue loading by vehicles and the environment during service, the cables of the implanted wired sensors may be damaged during use, causing communication failures or communication data errors.
  • Wireless sensors use wireless transmission. For high-frequency data acquisition sensors such as acceleration sensors, the power consumption is large and the service life is lower than that of wired sensors. For implanted sensors, because they are buried inside the road structure, once damaged, they cannot be replaced, and the reliability of sensor data transmission needs to be improved.
  • an embodiment of the present application provides a road condition monitoring method to solve the above problems and improve the reliability of sensor data transmission.
  • a road condition monitoring method is provided, which is applied to an implanted sensor, and the implanted sensor is deployed under a target road.
  • the method includes the following steps S102 to S106 .
  • Step S102 monitoring the traffic data of the target road in real time.
  • the target road is a road that needs to be internally monitored, and the implanted sensor is buried inside the target road structure.
  • the road condition data may include sensor data sensed by the implanted sensor, such as acceleration.
  • the embodiment of the present application does not specifically limit the type of implantable sensor.
  • the implantable sensor may be a strain gauge.
  • Step S104 transmitting the monitored road condition data to the collection device through the first communication method, so that the collection device obtains a corresponding verification result according to the received road condition data.
  • the first communication mode is a transmission technology that can transmit data.
  • the collection device can be deployed on one side of the target road to interact with the implanted sensor and collect the road condition data sent by the implanted sensor for analysis by researchers.
  • the verification result can be used to characterize whether the road condition data received by the collection device is consistent with the sensor data sent by the implanted sensor, that is, the monitored road condition data.
  • the monitored road condition data can be transmitted to the collection device through the first communication port corresponding to the first communication method, so that after receiving the road condition data, the collection device obtains a corresponding verification result based on the above road condition data when the number of times the road condition data is received meets the preset number.
  • Step S106 in response to the switching instruction sent by the collection device, the communication mode is switched from the first communication mode to the second communication mode, and the monitored road condition data is transmitted to the collection device via the second communication mode, wherein the switching instruction is determined according to the verification result.
  • the switching instruction can be used to instruct to switch the communication mode.
  • the second communication mode is another transmission technology that can perform data transmission. After the acquisition device determines to obtain the switching instruction based on multiple verification results and issues it, the communication mode can be switched from the first communication mode to the second communication mode in response to the switching instruction issued by the acquisition device. Thereafter, the second communication mode is used to transmit the monitored road condition data to the acquisition device.
  • the road condition monitoring method uses the first communication method by default to transmit the monitored road condition data to the collection device.
  • the collection device obtains a corresponding verification result of failure based on the received road condition data, that is, when the first communication method fails, it automatically switches to the second communication method in response to a switching instruction issued by the collection device, thereby ensuring the reliability of data transmission and extending the service life of the implantable sensor.
  • before transmitting the monitored road condition data to the collection device via the first communication method it may include: maintaining a connection state with the collection device via the second communication method.
  • connection state of the second communication mode can be maintained with the collection device by default, that is, when the first communication mode is used to transmit the monitored road condition data, the second communication mode remains connected but does not transmit the monitored road condition data.
  • a Transmission Control Protocol/Internet Protocol (TCP/IP) connection state can be maintained with the collection device through wireless communication by default.
  • TCP/IP Transmission Control Protocol/Internet Protocol
  • the wireless communication method does not transmit the monitored road condition data.
  • the embodiment of the present application does not specifically limit the specific method of maintaining a TCP/IP connection state with the collection device.
  • the collection device can be connected through a three-way handshake.
  • a pairing information can be transmitted to the collection device through the second communication method at preset time intervals, and the corresponding pairing information transmitted by the collection device can be received to ensure that the wireless communication method is still in a connected state.
  • the switching speed is increased when the communication mode is switched, and unnecessary loss of road condition data is reduced.
  • the step 104 of transmitting the monitored road condition data to the collection device through the first communication method may include steps S202 to S206 .
  • Step S202 in the current data transmission cycle, when the current road condition data transmission times are the preset times, the target road condition data is acquired, and the target road condition data is all the road condition data sent to the collection device in the current data transmission cycle.
  • a data transmission cycle may include a preset number of road condition data transmissions and a corresponding target cyclic redundancy check code transmission.
  • the current data transmission cycle when the current road condition data transmission number reaches the preset number, all road condition data transmitted before the preset number and the currently transmitted road condition data may be used as the target road condition data.
  • the embodiments of the present application do not specifically limit the preset number of times. Taking the preset number of times as 3 as an example, in the current data transmission cycle, when the current road condition data transmission number is the third time, all road condition data transmitted in the previous two times and the road condition data currently transmitted for the third time can be used as the target road condition data.
  • Step S204 determining a target cyclic redundancy check code according to the target road condition data.
  • the cyclic redundancy check code is a commonly used check code with error detection and correction capabilities.
  • Each road condition data can be hexadecimal data
  • the target road condition data is a plurality of hexadecimal data.
  • the corresponding target cyclic redundancy check code can be calculated by the target road condition data. It should be noted that the embodiment of the present application does not specifically limit the calculation method of CRC.
  • Step S206 sending the target cyclic redundancy check code to the collection device through the first communication method, so that the collection device determines the verification result of the target road condition data according to the target cyclic redundancy check code.
  • a target cyclic redundancy check code can be sent to the acquisition device through the first communication method, so that the acquisition device performs verification according to the target cyclic redundancy check code and all received road condition data in the current data transmission cycle to obtain the verification result of the target road condition data.
  • the verification result of the target road condition data can be used to indicate whether the target road condition data sent by the implanted sensor is consistent with the corresponding road condition data received by the acquisition device.
  • the current road condition data transmission number is the third time, and the fourth time is sent to the sampling
  • the collection device transmits the target CRC calculated according to the target road condition data, so that the collection device calculates a CRC to be checked according to the road condition data received for the first three transmissions, and makes the collection device compare and judge the CRC to be checked with the target CRC to obtain the verification result.
  • a corresponding target cyclic redundancy check code is transmitted after transmitting a preset number of road condition data, so that the collection device completes data verification and obtains a verification result, and then the collection device can issue a switching instruction to switch the communication mode when it is determined that the first communication mode has a fault, thereby improving the reliability of data transmission.
  • switching the communication mode from the first communication mode to the second communication mode, and transmitting the monitored road condition data to the acquisition device via the second communication mode may include steps S302 and S304 .
  • Step S302 in response to a switching instruction sent by the acquisition device, the communication port for the acquisition device is switched from a first communication port corresponding to the first communication mode to a second communication port corresponding to the second communication mode.
  • the first communication port is the network protocol port corresponding to the first communication mode
  • the second communication port is the network protocol port corresponding to the second communication mode.
  • the first communication port and the second communication port each have their own port names.
  • the road condition data is transmitted through the first communication mode
  • the road condition data is sent to the collection device through the first communication port.
  • the transmission channel of the road condition data can be switched to the second communication port according to the port name corresponding to the second communication port in response to the collection switching instruction, and sent to the collection device through the second communication port.
  • Step S304 Transmit the monitored road condition data to the collection device through the second communication port.
  • the road condition data can be transmitted from the second communication port to the IP address of the collection device according to the Internet Protocol (IP) address of the collection device, thereby realizing data transmission of the second communication mode.
  • IP Internet Protocol
  • the communication port for transmitting road condition data can be switched in response to a switching instruction, and then the communication mode can be switched and the second communication mode can be activated, thereby increasing the reliability of data transmission.
  • the first communication mode is a wired communication mode
  • the second communication mode is a wireless communication mode
  • the first communication mode is a wired communication mode, which can support wired communication protocols such as RS422 and RS485.
  • the second communication mode is a wireless communication mode, which can support wireless communication protocols such as Bluetooth and wifi.
  • the wired and wireless communication functions are independent, and the damage of one function will not cause the damage of another function.
  • the existing wired transmission technology and wireless transmission technology are combined to develop an intelligent communication switching method.
  • Wired transmission is used by default.
  • the wired transmission fails, it is switched to wireless transmission to ensure the reliability of sensor data transmission and extend the service life of road implantable sensors.
  • the embodiment of the present application provides a road condition monitoring method, which is applied to a collection device.
  • the method includes the following steps S402 to S406 .
  • Step S402 receiving the traffic data of the target road, the traffic data is sent by the implanted sensor through the first communication method, the implanted sensor is deployed under the target road, and is used to monitor the traffic data of the target road in real time.
  • Step S404 verifying the road condition data to obtain a verification result corresponding to the road condition data, and determining the target communication mode according to the verification result.
  • the road condition data and the corresponding target CRC sent by the implanted sensor can be received, and the corresponding CRC to be checked can be calculated according to the received road condition data, and the verification result can be determined according to the target CRC and the CRC to be checked.
  • the target communication mode can be determined to be the second communication mode, otherwise, the target communication mode is still maintained as the first communication mode.
  • Step S406 corresponding to the case where the target communication mode is determined to be the second communication mode, a switching instruction is sent to the implanted sensor through the second communication mode, and the switching instruction is used to instruct the implanted sensor to switch the communication mode from the first communication mode to the second communication mode, so as to use the second communication mode to send road condition data to the collection device.
  • a switching instruction instructing to switch the communication mode can be sent to the implanted sensor, so that the implanted sensor uses the second communication mode to send the road condition data to the collection device.
  • the road condition monitoring method uses the first communication mode by default to receive the monitored road condition data.
  • the acquisition device obtains a corresponding verification result according to the received road condition data and finds that the verification result fails, that is, when the first communication mode fails, a switching instruction is issued to switch the first communication mode to the first communication mode.
  • Automatically switching to the second communication mode ensures the reliability of data transmission and extends the service life of the implanted sensor.
  • the step 404 of verifying the road condition data to obtain a verification result corresponding to the road condition data and determining the target communication mode according to the verification result may include steps S502 to S508 .
  • Step S502 in the current data transmission cycle, upon receiving the target cyclic redundancy check code sent by the implanted sensor, obtaining the data to be verified, where the data to be verified is the road condition data received in the current data transmission cycle.
  • the data to be verified is the road condition data received by the acquisition device, which is the road condition data received corresponding to the target road condition data transmitted by the implanted sensor.
  • the target cyclic redundancy check code sent by the implanted sensor is received, all the road condition data received in the current data transmission cycle can be used as the data to be verified.
  • Step S504 determining a cyclic redundancy check code to be checked according to the data to be checked.
  • the road condition data may be hexadecimal data
  • the data to be verified may be multiple hexadecimal data.
  • the corresponding cyclic redundancy check code to be verified may be calculated by the data to be verified. It should be noted that the embodiment of the present application does not specifically limit the calculation method of CRC.
  • the method of calculating the cyclic redundancy check code to be verified by the data to be verified is the same as the method of calculating the target cyclic redundancy check code by the implantable sensor through the target road condition data.
  • Step S506 determining a verification result corresponding to the data to be verified according to the cyclic redundancy check code to be verified and the target cyclic redundancy check code.
  • the cyclic redundancy check code to be checked and the target cyclic redundancy check code can be compared, and when the cyclic redundancy check code to be checked and the target cyclic redundancy check code are the same, a verification result of successful verification is obtained.
  • the verification result of successful verification is used to characterize that the data to be checked received by the acquisition device is consistent with the target road condition data sent by the implanted sensor during the current data transmission cycle.
  • a verification result of failed verification is obtained.
  • the verification result of failed verification is used to characterize that the data to be checked received by the acquisition device during the current data transmission cycle is inconsistent with the target road condition data sent by the implanted sensor.
  • Step S508 determining the target communication mode according to the verification result.
  • the target communication mode may be determined to be the second communication mode according to the number of verification results indicating verification failure within a unit time.
  • the corresponding cyclic redundancy check code to be checked is calculated after the road condition data is transmitted a preset number of times, so as to complete the data verification according to the target CRC sent by the implanted sensor and the corresponding CRC to be checked calculated by the acquisition device, and obtain the verification result. Then, when it is determined that the first communication mode fails, a switching instruction can be issued to switch the communication mode, thereby improving the reliability of data transmission.
  • determining the target communication mode according to the verification result may include:
  • Step S602 obtaining the total number of verification results within a unit time, and the number of verification results indicating failure of road condition data verification within a unit time, where the unit time includes a plurality of data transmission cycles.
  • the unit time includes multiple data transmission cycles, and the implanted sensor transmits a preset number of road condition data and a corresponding target CRC in each data transmission cycle.
  • the total number of verification results obtained by the acquisition device in the unit time can be obtained, that is, the total number of data transmission cycles in the unit time can be obtained.
  • the number of verification results that indicate the failure of road condition data verification in the unit time can be obtained.
  • Step S604 calculating the proportion of the number of verification results indicating failed road condition data verification in the total number of verification results within a unit time, and when the proportion exceeds a preset threshold, determining that the target communication mode is the second communication mode.
  • the embodiments of the present application do not specifically limit the preset threshold.
  • the preset threshold can be 50%, etc.
  • whether the first communication mode is valid is judged by determining whether the number of verification result failures meets a preset frequency, and then the second communication mode can be switched when the first communication mode is invalid, thereby improving the reliability of data transmission.
  • the road condition monitoring method further includes:
  • Step S702 corresponding to the situation where no road condition data is received within the first preset time period, a test instruction is sent to the implanted sensor through the second communication method, and the test instruction is used to instruct the implanted sensor to feedback a corresponding test response through the first communication method.
  • the test response can be used to determine whether the connection of the first communication method is disconnected. If no road condition data is received within the first preset duration, the implanted sensor can be sent a second communication method. The implantable sensor can respond to the test instruction and feed back a corresponding test response through the first communication method.
  • Step S704 in response to the situation where no test response is received within the second preset time period, determining that the target communication mode is the second communication mode.
  • the embodiment of the present application does not specifically limit the second preset duration. If the acquisition device does not receive a test response within the second preset duration, it can be determined that the connection of the first communication mode is disconnected at this time, and the target communication mode is determined to be the second communication mode. Alternatively, if the acquisition device receives a test response within the second preset duration, it can be determined that the connection of the first communication mode is valid, and the target communication mode is continued to be determined to be the first communication mode, and the above verification process is repeated.
  • Step S706 corresponding to the target communication mode being the second communication mode, a switching instruction is sent to the implantable sensor via the second communication mode.
  • a switching instruction for switching the communication mode can be sent to the implanted sensor via the second communication mode, so that the implanted sensor starts to use the second communication mode to send road condition data to the collection device.
  • a test instruction is sent to the implanted sensor to determine whether a first communication mode fails.
  • the second communication mode can be switched, thereby providing reliability of data transmission.
  • the present application further provides an implantable sensor 800, comprising: a communication module 810, a control module 820, a battery 830 and a perception module 840.
  • the perception module 840 is used to monitor the road condition data of the target road in real time.
  • the communication module 810 includes a first communication module 811 and a second communication module 812.
  • the first communication module 811 or the second communication module 812 is used to receive a switching instruction issued by the acquisition device and send the switching instruction to the control module 820.
  • the control module 820 is used to control the first communication module 811 or the second communication module 812 to transmit the road condition data in response to the switching instruction.
  • the battery 830 is used to power the implantable sensor 810.
  • the first communication module 811 can be a wired communication module.
  • the second communication module 812 can be a wireless communication module.
  • the control module 820 can select a wired or wireless communication mode through pre-programming, and transmit the road condition data of the target road through the first communication module 811 or the second communication module 812.
  • the control module 820 can also switch the communication mode after receiving the switching instruction of the acquisition device.
  • the implantable sensor 800 can also be equipped with a wired interface, and the wired interface can use a standard socket component, that is, an industrial socket (for example: aviation plug, etc.).
  • the implantable sensor 800 can be connected to the acquisition device using a multi-core signal line, and the multi-core signal line has both power supply and communication functions.
  • the acquisition device can power the implantable sensor 800.
  • the implantable sensor 800 can switch to a wireless communication module to transmit road condition data to the acquisition device, and the battery 830 is used for power supply.
  • the data acquisition device can still be used for power supply while switching to wireless communication to transmit road condition data.
  • the implantable sensor 800 can filter out the key data from the road condition data collected in real time and only transmit the key data to save power consumption.
  • the screening conditions of the key data can be determined in advance by the researchers according to the actual situation.
  • the implantable sensor provided in the embodiment of the present disclosure integrates a first communication module and a second communication module, can realize intelligent switching between the first communication mode and the second communication mode, and provides reliability of data transmission.
  • the communication interface equipped with the implantable sensor has wireless communication function and wired communication function.
  • the wireless communication protocol supports Bluetooth, wifi, etc.
  • the wired communication protocol supports RS422, RS485, etc.
  • the wired and wireless communication functions are independent, and the damage of one function will not cause the damage of another function.
  • the implantable sensor has a built-in control module, which can select wired or wireless communication mode through pre-programming, and can also adjust the communication mode after receiving the command of the acquisition device.
  • the implantable sensor is equipped with a wired interface. For ease of use, a standard socket component (for example: aviation plug, etc.) is used.
  • a wired connection is used by default.
  • the cable can use a multi-core signal cable and has power supply and communication functions.
  • the implantable sensor maintains a TCP/IP connection state with the acquisition device by wireless communication by default.
  • the wireless connection does not transmit sensor data.
  • the sensor data sent by the implantable sensor is used by the acquisition device to verify the data through CRC verification and other methods.
  • the acquisition device sends instructions to the implanted sensor through wireless communication, and the control module in the implanted sensor makes adjustments and sends data to the acquisition device through wireless communication. For sensors such as temperature and humidity, the power consumption is relatively low.
  • the sensor only has wireless communication function.
  • the road condition monitoring method and implantable sensor provided in the embodiment of the present application can be used as a backup by wireless transmission when wired transmission is erroneous or invalid.
  • Wired transmission is preferred to avoid battery consumption caused by wireless transmission and increase the service life of the sensor.
  • steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.
  • the embodiment of the present application also provides a road condition monitoring device for implementing the road condition monitoring method involved above.
  • the implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more road condition monitoring device embodiments provided below can refer to the limitations of the road condition monitoring method above, and will not be repeated here.
  • a road condition monitoring device 1000 including: a data monitoring module 1002 , a data transmission module 1004 and a communication switching module 1006 .
  • the data monitoring module 1002 is used to monitor the traffic data of the target road in real time.
  • the data transmission module 1004 is used to transmit the monitored road condition data to the collection device through the first communication method, so that the collection device obtains the corresponding verification result according to the received road condition data.
  • the communication switching module 1006 is used to switch the communication mode from the first communication mode to the second communication mode in response to the switching instruction issued by the collection device, and transmit the monitored road condition data to the collection device through the second communication mode.
  • the switching instruction is determined according to the verification result.
  • the data transmission module 1004 is further configured to maintain a connection state of the second communication mode with the acquisition device.
  • the data transmission module 1004 is also used to obtain target road condition data within the current data transmission cycle when the current road condition data transmission times is a preset times, the target road condition data being all road condition data sent to the collection device within the current data transmission cycle; determine a target cyclic redundancy check code based on the target road condition data; and send the target cyclic redundancy check code to the collection device via the first communication method, so that the collection device determines the verification result of the target road condition data based on the target cyclic redundancy check code.
  • the communication switching module 1006 is also used to respond to a switching instruction issued by the collection device, switch the communication port for the collection device from a first communication port corresponding to a first communication mode to a second communication port corresponding to a second communication mode; and transmit the monitored road condition data to the collection device through the second communication port.
  • the first communication mode is a wired communication mode
  • the second communication mode is a wireless communication mode
  • a road condition monitoring device 1100 including: a data receiving module 1102 , a data verification module 1104 and an instruction issuing module 1106 , wherein:
  • the data receiving module 1102 is used to receive the traffic data of the target road, which is sent by an implanted sensor via a first communication method.
  • the implanted sensor is deployed below the target road to monitor the traffic data of the target road in real time.
  • the data verification module 1104 is used to verify the road condition data, obtain a verification result corresponding to the road condition data, and determine the target communication mode according to the verification result.
  • the instruction issuing module 1106 is used to issue a switching instruction to the implanted sensor through the second communication mode in response to the target communication mode being the second communication mode, and the switching instruction is used to instruct the implanted sensor to switch the communication mode from the first communication mode to the second communication mode, so as to use the second communication mode to send the road condition data to the collection device.
  • the data verification module 1104 is also used to obtain the data to be verified during the current data transmission cycle, when the target cyclic redundancy check code sent by the implanted sensor is received; the data to be verified is the road condition data received during the current data transmission cycle; determine the cyclic redundancy check code to be verified based on the data to be verified; determine the verification result corresponding to the data to be verified based on the cyclic redundancy check code to be verified and the target cyclic redundancy check code; and determine the target communication mode based on the verification result.
  • the data verification module 1104 is further used to obtain the total number of the verification results in a unit time, and the number of verification results that indicate the failure of the road condition data verification in the unit time, wherein the unit time includes multiple data transmission cycles; calculate the proportion of the number of verification results that indicate the failure of the road condition data verification in the unit time in the total number of the verification results, corresponding to the proportion exceeding the preset threshold value, determine that the target communication mode is the second communication mode.
  • the road condition monitoring device 1100 further includes a test module.
  • the test module is used to send a test instruction to the implanted sensor through the second communication method when no road condition data is received within the first preset time period, and the test instruction is used to instruct the implanted sensor to feedback a corresponding test response through the first communication method; corresponding to the case where no test response is received within the second preset time period, determining that the target communication method is the second communication method; corresponding to the target communication method being the second communication method, sending a switching instruction to the implanted sensor through the second communication method.
  • Each module in the above-mentioned road condition monitoring device can be implemented in whole or in part by software, hardware and their combination.
  • Each module can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory in the computer device in the form of software, so that the processor can call and execute the corresponding operations of each module above.
  • FIG. 12 shows a schematic diagram of the structure of a road acceleration sensor in an embodiment of the present application
  • FIG. 13 shows a schematic diagram of the structure of a road acceleration sensor in an embodiment of the present application when the first circuit board and the second circuit board are not directly connected.
  • a road acceleration sensor provided in an embodiment of the present application comprises a first circuit board 10, a second circuit board 20 and a conductor 30, wherein the first circuit board 10 is provided with electronic components, the second circuit board 20 is provided with an acceleration chip, the sensing direction of the acceleration chip is along the gravity direction, one end of the second circuit board 20 along the gravity direction is connected to the first circuit board 10, and the two are arranged at a preset angle, one end of the conductor 30 is connected to the first circuit board 10, and the other end is connected to the second circuit board 20, for realizing power supply and information transmission between the second circuit board 20 and the first circuit board 10.
  • the functional module comprises a power module, a control module and a communication module.
  • the acceleration chip can be a MEMS acceleration chip.
  • the first circuit board 10 can be fixed at a certain angle according to the preset angle between the second circuit board 20 and the first circuit board 10, so that the sensing direction of the acceleration chip on the second circuit board 20 is along the gravity direction, and the vibration state of the road can be monitored by the acceleration chip.
  • the second circuit board 20 is set at a preset angle with the first circuit board 10
  • the first circuit board 10 is at a preset angle with the gravity direction, thereby reducing the total length of the first circuit board 10 and the second circuit board 20 along the gravity direction, that is, reducing the proportion of the length of the road acceleration sensor along the gravity direction in the total thickness of the road surface, thereby reducing the disturbance to the surface layer of the road surface.
  • the preset angle is 90°, that is, the first circuit board 10 and the second circuit board 20 are arranged vertically.
  • the first circuit board 10 is horizontally implanted into the road surface.
  • the sensing direction of the acceleration chip on the second circuit board 20 is perpendicular to the road surface, that is, the acceleration chip is in the direction of gravity. Since the first circuit board 10 is horizontally implanted into the road surface, that is, the total length of the road acceleration sensor along the direction of gravity is only equal to the total length of the second circuit board 20 along the direction of gravity, the length of the road acceleration sensor along the direction of gravity accounts for the smallest proportion of the total thickness of the road surface, thereby greatly reducing the disturbance to the surface layer of the road surface.
  • the second circuit board 20 may be arranged obliquely with respect to the first circuit board 10.
  • the preset angle between the second circuit board 20 and the first circuit board 10 is 60° to 89°, or 91° to 120°.
  • the total length of the second circuit board 20 and the first circuit board 10 along the gravity direction accounts for a smaller proportion of the total thickness of the road surface, thereby also reducing the disturbance to the surface layer of the road surface.
  • a plug hole 11 is provided on the first circuit board 10, and the second circuit board 20 is used to be plugged into the plug hole 11.
  • the first circuit board 10 and the second circuit board 20 can be quickly installed.
  • each hole wall of the jack 11 can be made perpendicular to the surface of the first circuit board 10, that is, the direction of the second circuit board 20 can be limited by the hole wall of the jack 11, and the installation is simple and convenient.
  • each hole wall of the jack 11 can be set at a preset angle to the surface (upper surface or lower surface) of the first circuit board 10, and the second circuit board 20 can be limited to the preset angle by the hole wall of the jack 11.
  • a plug hole is provided on the second circuit board 20, and the first circuit board 10 is used to be plugged into the plug hole, so that the first circuit board 10 and the second circuit board 20 can be quickly installed.
  • the first circuit board 10 and the second circuit board 20 may also be connected by spring buckles.
  • a snap-fit hole is provided on the first circuit board 10
  • a snap joint is provided on the second circuit board 20.
  • a spring is provided in the snap joint. When the snap joint is inserted into the snap-fit hole, the snap-fit hole compresses the spring and contracts. When the snap joint is in the snap-fit hole, the spring locks the snap joint in the snap-fit hole by its own elastic force, thereby realizing a quick connection between the first circuit board 10 and the second circuit board 20.
  • the second circuit board 20 includes a first connecting portion 22 and a second connecting portion 23 , the second connecting portions 23 are respectively arranged on both sides of the first connecting portion 22 , the acceleration chip is arranged on the first connecting portion 22 , and each second connecting portion 23 is respectively connected to the first circuit board 10 through a conductor 30 .
  • the method of electrically connecting the acceleration chip to the first circuit board 10 from both sides of the acceleration chip by the conductor 30 is beneficial to the wiring of other components in the first circuit board 10 and to reducing the surface area of the first circuit board 10.
  • one end of the acceleration chip along the gravity direction is flush with the first connection portion 22 , and the first connection portion 22 , the second connection portion 23 and the acceleration chip are simultaneously inserted into the jack 11 .
  • the cross-section of the acceleration chip and the second circuit board 20 is a T-shaped structure.
  • the jack 11 is a T-shaped jack.
  • the first circuit board 10 includes a third connection part 13 , which is connected to the second connection part 23 in a one-to-one correspondence through the conductor 30 , and the distance between the two third connection parts 13 is equal to the distance between the two second connection parts 23 .
  • the conductor 30 since the conductor 30 needs to connect the third connection parts 13 to the second connection parts 23 in a one-to-one correspondence, in order to facilitate the arrangement of the conductor 30 , the distance between the two third connection parts 13 is equal to the distance between the two second connection parts 23 .
  • the conductor 30 is a flexible circuit board
  • the first circuit board 10 is connected to the second circuit board 20 via the flexible circuit board to achieve power supply and information transmission between the second circuit board 20 and the first circuit board 10 .
  • the conductor 30 is a flexible circuit board, which is conducive to the bending of the conductor 30.
  • the first circuit board 10 and the second circuit board 20 are rigid circuit boards, which can provide a certain support strength for the acceleration chip to avoid affecting the monitoring accuracy of the acceleration chip due to the elasticity of the first circuit board 10 and the second circuit board 20 during the monitoring process.
  • the first circuit board 10 and the second circuit board 20 are connected and fixed by insulating glue or soldering.
  • a plug hole 11 is provided on the first circuit board 10, the first circuit board 10 is first placed horizontally, and then the second circuit board 20 is inserted into the first circuit board 10, and then the angle of the second circuit board 20 is finely adjusted.
  • the output data of the road acceleration sensor is 1g, that is, the sensing direction of the acceleration chip is along the direction of gravity acceleration
  • the first circuit board 10 and the second circuit board 20 are fixedly connected by insulating glue or tin.
  • This connection method facilitates the adjustment of the angle of the first circuit board 10 and the second circuit board 20 during the connection process, so that the sensing direction of the acceleration chip is along the direction of gravity acceleration, which is conducive to improving the monitoring accuracy of the road acceleration sensor.
  • the first circuit board 10 does not have the insertion hole 11 , and the first circuit board 10 and the second circuit board 20 can be directly connected and fixed by insulating glue or soldering.
  • An embodiment of the present application further provides a road monitoring device, which includes a bracket (not shown), a packaging shell (not shown) and a road acceleration sensor.
  • the road acceleration sensor is arranged in the packaging shell, and the packaging shell is fixed on the bracket.
  • connection hole 12 is provided on the first circuit board 10, and a screw is passed through the connection hole 12 on the first circuit board 10 to fix the first circuit board 10 in the packaging shell, and then the packaging shell is fixed to the bracket, and finally poured into the road through concrete.
  • the packaging shell and the bracket are existing structures and are not described here.
  • the second circuit board 20 is arranged at a preset angle with the first circuit board 10, when the second circuit board 20 is implanted in the road surface along the direction of gravity, the first circuit board 10 is at a preset angle with the direction of gravity, thereby reducing the total length of the first circuit board 10 and the second circuit board 20 along the direction of gravity, that is, reducing the proportion of the length of the road acceleration sensor along the direction of gravity in the total thickness of the road surface, thereby reducing the disturbance to the surface layer of the road surface.
  • sensors in the road field mainly transmit the sensed data directly to the acquisition device.
  • the data acquisition frequency is relatively high.
  • the vibration sensor will collect a large amount of redundant data. If all this data is uploaded to the acquisition device, the data transmission cost will increase, which will reduce the effectiveness of the transmitted data and greatly increase the processing power consumption of the acquisition device.
  • an embodiment of the present application provides a road acceleration sensor, including: a sensing unit, a control unit and a communication unit.
  • the sensing unit is used to collect acceleration data information of vehicles traveling on the road.
  • the control unit is connected to the perception unit and is used to control the perception state of the perception unit to be converted from the current state to the target high-frequency operation state in response to determining that the acceleration data information meets the preset data detection conditions, to collect target data, and to generate target data information based on the acceleration data information, until it is detected that the acceleration data information does not meet the preset data detection conditions, in which case the perception state of the perception unit is controlled to be converted from the target high-frequency operation state to the target low-frequency operation state, and the generation of target data information is suspended.
  • the communication unit is connected to the control unit and is used to receive and send target data information to the data acquisition device.
  • the road acceleration sensor can be implanted inside the road to be detected, and the sensing unit of the road acceleration sensor can obtain acceleration data information by collecting the vibration signal generated by the load of the moving vehicle.
  • the acceleration data information can reflect the driving conditions of the vehicle on the road to be detected (such as whether there are moving vehicles on the road, etc.) under certain circumstances.
  • the control unit of the road acceleration sensor can determine whether the collected acceleration data information meets the preset data detection conditions. When the acceleration data information meets the preset data detection conditions, it can be determined that there are vehicles traveling on the road to be detected, and the current vehicle driving situation on the road is in a valid state. At this time, the collected acceleration data information is all valid acceleration information. Then, the control unit adjusts the acquisition frequency of the perception unit so that it is converted from the current state to the target high-frequency operating state, and performs high-frequency data acquisition on the valid acceleration information. The control unit can also generate target data information based on the acceleration data information collected by the perception unit in the target high-frequency operating state, and transmit it to the host computer or data acquisition device through the communication unit.
  • control unit determines that the acceleration data information collected by the perception unit does not meet the preset data detection conditions, the control unit can determine that the current road vehicle condition is invalid, and the acceleration data information collected at this time is invalid acceleration information, and the generation of target data information is suspended. Since the current road vehicle condition is invalid, the control unit adjusts the acquisition frequency of the perception unit to convert it from the target high-frequency operating state to the target low-frequency operating state, thereby reducing the operating power consumption of the road acceleration sensor. It should be noted that the control unit can also have a storage function to store all acceleration data information collected during the operation of the road acceleration sensor.
  • the control unit when the control unit determines that the acceleration data information meets the preset data detection conditions, the control unit controls the perception unit to collect the effective acceleration data information of the road vehicle in the effective state in the target high-frequency operation state, and generates the target data information.
  • the control unit controls the perception unit to enter the target low-frequency operation state and suspends the generation of the target data information. Therefore, the target data information is all effective acceleration data information, which ensures the validity of the transmitted data.
  • the control unit only collects the acceleration data information according to the perception unit in the target high-frequency operation state to generate the target data information for transmission, which can effectively reduce the data transmission cost.
  • the control unit also adaptively adjusts the operating frequency state of the perception unit according to whether the acceleration data information meets the preset data detection conditions, which can effectively reduce the power consumption of the sensor and increase the service life of the sensor itself.
  • a road acceleration sensor control method is provided.
  • the method is applied to the above-mentioned road acceleration sensor.
  • the method includes the following steps 201 - 203 .
  • Step 201 collecting acceleration data information of vehicles traveling on the road.
  • the road acceleration sensor can collect the vibration signal generated by the load of the vehicle traveling on the road through the sensing unit to obtain acceleration data information.
  • Step 202 corresponding to the situation where it is determined that the acceleration data information meets the preset data detection condition, controls the sensing state of the sensing unit of the road acceleration sensor to be converted from the current state to the target high-frequency operation state, and performs target data collection.
  • the road acceleration sensor can determine whether the collected acceleration data information meets the preset data detection conditions through the control unit.
  • the current road driving state of the vehicle is determined to be a valid state.
  • the perception state of the control perception unit is converted to the target high-frequency operating state, and the acceleration data in the valid state is collected at high frequency.
  • Step 203 generating target data information based on the acceleration data information, until it is detected that the acceleration data information does not meet the preset data detection condition, controlling the perception state of the road acceleration sensor to be converted from the target high-frequency operating state to the target low-frequency operating state, and suspending the generation of the target data information.
  • the collected acceleration data information is all effective acceleration data, and target data information is generated according to the effective acceleration data for data transmission, which can be The availability of the transmitted data is ensured, while the efficiency of data transmission is improved. Furthermore, when it is detected that the acceleration data information does not meet the preset data detection conditions, it is determined that the current road vehicle state is in an invalid state, and the generation of the target data information is suspended to ensure the validity of the transmitted data.
  • the perception state of the road acceleration sensor is converted from the target high-frequency operation state to the target low-frequency operation state, thereby reducing the sampling frequency of the road acceleration sensor, saving the power consumption of the road acceleration sensor when the road vehicle driving state is in an invalid state, and improving the service life of the sensor itself.
  • the acceleration data information includes acceleration values
  • the road acceleration sensor control method further includes steps 301 and 302 .
  • Step 301 corresponding to the acceleration value being outside the preset threshold range, determining whether the acceleration data information meets the preset data detection condition.
  • Step 302 corresponding to the duration of the acceleration value within the preset threshold interval being greater than the target duration, it is determined that the acceleration data information does not meet the preset data detection condition.
  • the road acceleration sensor can store a preset threshold interval, and then compare the collected acceleration value with the preset threshold interval, and then determine whether the acceleration data information meets the preset data detection condition based on the comparison result. Specifically, since the acceleration value is positive or negative, when the acceleration value is not in the preset threshold interval, it is determined that the acceleration data information meets the preset data detection condition. At this time, it is determined that the acceleration value is high, and it is all valid acceleration information, which can effectively ensure the availability of data transmission.
  • the duration of the acceleration value in the preset threshold interval is less than or equal to the target duration, such as when it is detected that the duration of the acceleration value in the preset threshold interval is less than 2 seconds, after 2 seconds, the acceleration value fluctuates to outside the preset threshold interval again, at this time, it is also determined that the acceleration data information meets the preset data detection condition.
  • the acceleration data information does not meet the preset data detection conditions, that is, only when the acceleration value is within the preset threshold interval and the duration is greater than the target duration, it can be determined that the current road driving state of the vehicle is in an invalid state, and the perception state of the road acceleration sensor is converted from the target high-frequency operating state to the target low-frequency operating state, thereby saving the power consumption of the road acceleration sensor.
  • the road acceleration sensor control method further includes the following steps.
  • the acceleration data information is input into the high-frequency information determination model to obtain the target high-frequency information of the target high-frequency operating state.
  • the acceleration data information is input into the low-frequency information determination model to obtain the target low-frequency information of the target low-frequency operation state.
  • the high-frequency information determination model can be constructed based on the historical data collected from the road to be detected, and can also be set according to actual needs. This application does not impose any restrictions on this. It only needs to satisfy the acceleration data as the input and the high-frequency frequency as the output.
  • the low-frequency information determination model can be constructed based on the historical data collected from the road to be detected, and can also be set according to actual needs. This application does not impose any restrictions on this. It only needs to satisfy the acceleration data as the input and the low-frequency frequency as the output.
  • the high-frequency information determination model and the low-frequency information determination model can also be the same model, which includes but is not limited to a machine learning model, a neural network model, and can also be implemented using a function with correlation, such as a linear function, an exponential function, a logarithmic function, etc.
  • the high acquisition frequency (i.e., target high-frequency information) corresponding to the acceleration data information can be determined according to the high-frequency information determination model, thereby efficiently acquiring effective acceleration data information and improving the effectiveness of data acquisition of the road acceleration sensor.
  • the low acquisition frequency (i.e., target low-frequency information) corresponding to the acceleration data information can be determined according to the low-frequency information determination model, so that the road acceleration sensor enters a low-power operation state, reduces the storage of invalid acceleration data of the road acceleration sensor, and improves the service life of the road acceleration sensor.
  • generating target data information based on acceleration data information in the above step 203 includes: inputting the acceleration data information into a preset deep learning network model to obtain the target data information.
  • the road acceleration sensor can input acceleration data information that meets the preset data detection conditions into the preset deep learning network model, further screen the acceleration data information, screen out acceleration data information that better meets the transmission requirements, and extract features from the screened acceleration data information to obtain target data information.
  • the above method can effectively ensure the validity of the target data information, and can also extract the target data information according to the needs, thereby improving the adaptability of the target data information.
  • the process of establishing the preset deep learning network model can be: obtaining acceleration data of vehicles of different speeds and weights passing through the acceleration sensor (the interval where the distance between the vehicle and the sensor is less than 15m) and the target acceleration data corresponding to the acceleration data
  • the data is used as a training set; an initial long short-term memory network (LSTM) neural network model is constructed, and model training is performed according to the training set data to obtain a target deep learning network model as a preset deep learning network model.
  • LSTM long short-term memory network
  • the process of establishing the preset deep learning network model includes but is not limited to the above process. This application does not impose any restrictions on the type of the preset deep learning network model.
  • the preset deep learning network model can be set according to the transmission data information requirements. It only needs to ensure that the acceleration data information is input into the preset deep learning network model and the obtained target data information meets the transmission requirements.
  • generating target data information based on acceleration data information in the above step 203 includes: performing noise reduction processing on the acceleration data information according to a preset filtering strategy to obtain noise-reduced data information; performing feature extraction on the noise-reduced data information based on a preset feature extraction strategy to obtain target data information.
  • the road acceleration sensor can use methods including but not limited to Gaussian filtering and median filtering to denoise the acceleration data information and reduce noise interference. Further, the acceleration data characteristic values such as peak value and main frequency can be extracted from the denoised signal. The road acceleration sensor can also transmit the acceleration data information of the target peak value or target main frequency range as the target data information according to the transmission requirements.
  • the above road acceleration sensor control method can ensure that the data transmitted to the host computer or the acquisition device are acceleration data when the road vehicle driving state is valid (such as when the vehicle passes the road acceleration sensor).
  • the method can also generate target data information based on the acceleration data information according to the transmission requirements, effectively ensure the validity of the target data information, and improve the adaptability of the target data information.
  • the embodiment of the present application also provides a road acceleration sensor control device for implementing the road acceleration sensor control method involved above.
  • the implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations of one or more embodiments of the road acceleration sensor control device provided below can refer to the limitations of the road acceleration sensor control method above, and will not be repeated here.
  • a road acceleration sensor control device 400 including: an acquisition module 410 , a first operation module 420 and a second operation module 430 .
  • the acquisition module 410 is used to collect acceleration data information of vehicles traveling on the road.
  • the first operation module 420 is used to control the sensing state of the sensing unit of the road acceleration sensor to be converted from the current state to the target high-frequency operation state in response to determining that the acceleration data information meets the preset data detection condition, so as to collect the target data.
  • the second operation module 430 is used to generate target data information based on the acceleration data information until it is detected that the acceleration data information does not meet the preset data detection condition, control the perception state of the road acceleration sensor to be converted from the target high-frequency operation state to the target low-frequency operation state, and suspend the generation of the target data information.
  • the acceleration data information includes acceleration values
  • the road acceleration sensor control device further includes: a first determination module and a second determination module.
  • the first determination module is used to determine whether the acceleration data information meets a preset data detection condition when the acceleration value is outside a preset threshold range.
  • the second determination module is used to determine that the acceleration data information does not meet the preset data detection condition in response to the acceleration value being within the preset threshold interval for a duration greater than the target duration.
  • the road acceleration sensor control device is further used for:
  • the acceleration data information is input into the high-frequency information determination model to obtain the target high-frequency information of the target high-frequency operating state; when it is determined that the acceleration data information does not meet the preset data detection conditions, the acceleration data information is input into the low-frequency information determination model to obtain the target low-frequency information of the target low-frequency operating state.
  • the second operation module 430 is specifically used to: input the acceleration data information into a preset deep learning network model to obtain target data information.
  • the second operating module 430 is specifically used to: perform noise reduction processing on the acceleration data information according to a preset filtering strategy to obtain noise-reduced data information; perform feature extraction on the noise-reduced data information based on a preset feature extraction strategy to obtain target data information.
  • Each module in the above-mentioned road acceleration sensor control device can be implemented in whole or in part by software, hardware or a combination thereof.
  • Each of the above-mentioned modules can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute the corresponding operations of each of the above modules.
  • an embodiment of the present application also provides a road sensing system, including a front road acceleration sensor, at least one rear road acceleration sensor and a host computer, wherein the rear road acceleration sensor is arranged behind the front road acceleration sensor in the road travel direction.
  • the front road acceleration sensor is used to collect front acceleration data information, and corresponding to the situation that it is determined that the front acceleration data information meets the preset data detection condition, generates and sends the front target data information to the upper computer.
  • the front road acceleration sensor is also used to generate a start signal in response to detecting that the front acceleration data information meets the preset data detection condition.
  • the start signal is used to control the rear road acceleration sensor to start collecting the rear acceleration data information.
  • the rear road acceleration sensor is used to generate and send the rear target data information to the upper computer in response to determining that the rear acceleration data information meets the preset data detection condition.
  • the front road acceleration sensor is also used to generate a pause signal in response to a situation where it is detected that the front acceleration data information does not meet the preset data detection condition for a duration greater than or equal to the preset duration condition.
  • the pause signal is used to control the perception state of the rear road acceleration sensor to be converted to a target low-frequency operating state, and to suspend the generation of the rear target data information.
  • Both the front road acceleration sensor and the rear road acceleration sensor are implemented using the above sensors.
  • the road traffic direction is the direction of vehicle travel on the road.
  • the front road acceleration sensor and the rear road acceleration sensor can both be implanted inside the road. At this time, it is necessary to ensure that the vehicle travel direction on the road where the front road acceleration sensor and the rear road acceleration sensor are located is unidirectional, that is, the vehicle must first pass the front road acceleration sensor and then pass the rear road acceleration sensor.
  • the acquisition function of the rear road acceleration sensor is turned on only when the start signal is received, and the acquisition function is turned off if the start signal is not received.
  • the start signal is generated when the front road acceleration sensor determines that the front acceleration data information meets the preset data detection conditions.
  • the start signal can be sent directly from the front road acceleration sensor to the rear road acceleration sensor, or the start signal can be sent to the rear road acceleration sensor through the host computer. Therefore, the road sensing system can significantly save the energy consumption of the rear road acceleration sensor, thereby increasing the service life of the road sensing system.
  • the front road acceleration sensor when the front road acceleration sensor detects that the front acceleration data information does not meet the preset data detection condition for a duration greater than or equal to the preset duration, it can determine that the current road vehicle driving state is an invalid state (such as no vehicle driving into the road between the front road acceleration sensor and the rear road acceleration sensor), and then generate a pause signal to control the rear road acceleration sensor to enter a low-frequency operation state and suspend the generation of the rear target data information.
  • the road sensing system can significantly save the energy consumption of the rear road acceleration sensor, thereby increasing the service life of the road sensing system.
  • the pause signal can be sent directly from the front road acceleration sensor to the rear road acceleration sensor, or the pause signal can be sent to the rear road acceleration sensor through the host computer.
  • a computer device which may be a terminal, and its internal structure diagram may be shown in FIG20.
  • the computer device includes a processor, a memory, a communication interface, a display screen, and an input device connected via a system bus.
  • the processor of the computer device is used to provide computing and control capabilities.
  • the memory of the computer device includes a non-volatile storage medium and an internal memory.
  • the non-volatile storage medium stores an operating system and a computer program.
  • the internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium.
  • the communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner may be implemented through WIFI, a mobile cellular network, NFC (near field communication) or other technologies.
  • WIFI wireless fidelity
  • NFC near field communication
  • the computer program is executed by the processor, the above-mentioned road acceleration sensor control method and road condition monitoring method are implemented.
  • the display screen of the computer device may be a liquid crystal display screen or an electronic ink display screen
  • the input device of the computer device may be a touch layer covered on the display screen, or a key, trackball or touchpad provided on the housing of the computer device, or an external keyboard, touchpad or mouse, etc.
  • FIG. 20 is merely a block diagram of a partial structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied.
  • the specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different arrangement of components.
  • a computer device including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.
  • a non-volatile computer-readable storage medium on which a computer program is stored.
  • the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.
  • user information including but not limited to user device information, user personal information, etc.
  • data including but not limited to data used for analysis, stored data, displayed data, etc.
  • user information including but not limited to user device information, user personal information, etc.
  • data including but not limited to data used for analysis, stored data, displayed data, etc.
  • any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory.
  • Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc.
  • Volatile memory can include random access memory (RAM) or external cache memory, etc.
  • RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM).
  • SRAM static random access memory
  • DRAM dynamic random access memory
  • the database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database.
  • Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this.
  • the processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic unit, a data processing logic unit based on quantum computing, etc., but are not limited to this.

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Abstract

一种路况监测方法、装置、传感器、道路加速度传感器及其控制方法、控制装置及道路监测装置。该路况监测方法包括：实时监测目标道路的路况数据（S102）；通过第一通讯方式向采集设备传输监测到的路况数据，以使采集设备根据接收到的路况数据得到对应的校验结果（S104）；响应于采集设备下发的切换指令，将通讯方式由第一通讯方式切换至第二通讯方式，并通过第二通讯方式向采集设备传输监测到的路况数据（S106），其中切换指令根据校验结果确定得到。

Description

路况监测方法、装置、传感器、道路加速度传感器及其控制方法、控制装置及道路监测装置
相关申请
本申请要求2023年6月21日申请的，申请号为202310744406.X，名称为“路况监测方法、装置、传感器和计算机设备”,2023年6月21日申请的，申请号为202310740129.5，名称为“道路加速度传感器及其控制方法、控制装置”，以及2023年6月21日申请的，申请号为202321602579.X，名称为“加速度传感器及道路监测装置”的中国专利申请的优先权，在此将其全文引入作为参考。
技术领域
本申请涉及交通技术领域，特别是涉及一种路况监测方法、装置、传感器、道路加速度传感器及其控制方法、控制装置及道路监测装置。
背景技术
随着交通技术的发展，监测公路的使用状态，使得在问题出现的早期就可以对道路进行修复，是延长公路使用寿命、降低公路全寿命周期成本的重要途径。
传统技术中，对于公路的服役状态监测包括路表监测和内部监测，路表监测通过巡检车监测，内部监测主要是通过应变计等传感器监测。
然而，目前的内部监测方法中传感器只使用有线或无线传输，传输方式单一，一旦单一的传输方式损坏，则传感器丧失检测功能，难以维修，因此传感器的数据传输可靠性较低。
另外，道路基础设施在使用期间，受到车辆、环境等荷载的往复作用，会发生开裂、脱空等病害，使得道路的使用能力降低。监测道路的状态，使得道路养护方能在病害早期对道路进行修复，是延长道路使用寿命、降低道路全寿命周期成本的重要途径。
目前，对于道路的状态监测所使用的传感器包括温度计、湿度计、应变计等。现有道路领域的加速度传感器主要是直接将感知到的所有数据发送给采集装置，无法保证发送至采集装置的数据均为有效加速度数据。因此，现有技术中道路加速度传感器直接将感知到的所有数据发送给采集装置的方案中存在发送数据有效性低的问题。
另外，相关技术中，一般通过将加速度芯片封装于PCB板以形成道路加速度传感器，再将道路加速度传感器沿重力方向植入路面，以使得加速度芯片的感应方向沿重力方向，以对道路结构的振动状态进行监测，便于从动力学的角度分析道路的服役状态。
然而，由于PCB板上还需要安装多个功能模块，例如电源模块、控制模块以及通讯模块，从而导致道路加速度传感器沿重力方向的长度较长。当道路加速度传感器植入路面时，相对于总厚度只有二十多厘米的路面，道路加速度传感器沿重力方向的长度在路面的总厚度中占比较大，从而使得对道路结构的扰动较大，降低道路的服役寿命。
发明内容
基于此，有必要针对上述技术问题，提供一种路况监测方法、装置、传感器和计算机设备，以提高数据传输的可靠性，有必要针对道路加速度传感器沿重力方向的长度在路面的总厚度中占比较大，导致路面的服役寿命降低问题，提供一种道路加速度传感器及道路监测装置，并提供一种能够发送高有效性加速度数据的道路加速度传感器及其控制方法、控制装置。
第一方面，本申请提供了一种路况监测方法，应用于植入式传感器，所述植入式传感器部署于目标道路的下方，所述方法包括：
实时监测所述目标道路的路况数据；通过第一通讯方式向采集设备传输监测到的所述路况数据，以使所述采集设备根据接收到的路况数据得到对应的校验结果；响应于所述采集设备下发的切换指令，将通讯方式由所述第一通讯方式切换至第二通讯方式，并通过所述第二通讯方式向所述采集设备传输监测到的所述路况 数据，其中所述切换指令根据所述校验结果确定得到。
在其中一个实施例中，在所述通过第一通讯方式向采集设备传输监测到的所述路况数据之前，包括：与所述采集设备保持所述第二通讯方式的连接状态。
在其中一个实施例中，所述通过第一通讯方式向采集设备传输监测到的所述路况数据，包括：在当前数据传输周期内，在当前路况数据传输次数为预设次数的情况下，获取目标路况数据，所述目标路况数据为所述当前数据传输周期内向所述采集设备发送的所有路况数据；根据所述目标路况数据确定目标循环冗余校验码；通过所述第一通讯方式向所述采集设备发送所述目标循环冗余校验码，以使所述采集设备根据所述目标循环冗余校验码，确定所述目标路况数据的校验结果。
在其中一个实施例中，所述响应于所述采集设备下发的切换指令，将通讯方式由所述第一通讯方式切换至第二通讯方式，并通过所述第二通讯方式向所述采集设备传输监测到的所述路况数据，包括：响应于所述采集设备下发的切换指令，将针对所述采集设备的通讯端口由所述第一通讯方式对应的第一通讯端口切换至第二通讯方式对应的第二通讯端口；通过所述第二通讯端口，向所述采集设备传输监测到的所述路况数据。
在其中一个实施例中，所述第一通讯方式为有线通讯方式，所述第二通讯方式为无线通讯方式。
第二方面，本申请提供了一种路况监测方法，应用于采集设备，所述方法包括：接收目标道路的路况数据，所述路况数据由植入式传感器通过第一通讯方式发送，所述植入式传感器部署于所述目标道路之下，用于实时监测所述目标道路的所述路况数据；对所述路况数据进行校验，得到所述路况数据对应的校验结果，并根据所述校验结果，确定目标通讯方式；
对应于所述目标通讯方式确定为第二通讯方式的情况，通过所述第二通讯方式向所述植入式传感器下发切换指令，所述切换指令用于指示所述植入式传感器将通讯方式由所述第一通讯方式切换为所述第二通讯方式，以采用所述第二通讯方式向所述采集设备发送所述路况数据。
在其中一个实施例中，所述对所述路况数据进行校验，得到所述路况数据对应的校验结果，并根据所述校验结果，确定目标通讯方式，包括：在当前数据传输周期内，在接收到所述植入式传感器发送的目标循环冗余校验码的情况下，获取待校验数据，所述待校验数据为所述当前数据传输周期内接收到的所述路况数据；根据所述待校验数据确定待校验循环冗余校验码；根据所述待校验循环冗余校验码和所述目标循环冗余校验码，确定所述待校验数据对应的校验结果；根据所述校验结果确定目标通讯方式。
在其中一个实施例中，所述根据所述校验结果确定目标通讯方式，包括：获取单位时间内所述校验结果的总个数，以及所述单位时间内表征所述路况数据校验失败的校验结果的个数，所述单位时间包括多个数据传输周期；计算所述单位时间内表征所述路况数据校验失败的校验结果的个数，在所述校验结果的总个数中的占比，对应于所述占比超过预设阈值的情况，确定所述目标通讯方式为第二通讯方式。
在其中一个实施例中，所述方法还包括：对应于第一预置时长内未接收到所述路况数据的情况，通过所述第二通讯方式向所述植入式传感器下发测试指令，所述测试指令用于指示所述植入式传感器通过所述第一通讯方式反馈对应的测试响应；对应于第二预置时长内未接收到所述测试响应的情况下，确定所述目标通讯方式为第二通讯方式；对应于目标通讯方式为第二通讯方式，通过所述第二通讯方式向所述植入式传感器下发所述切换指令。
第三方面，本申请提供了一种植入式传感器，包括：通讯模块、控制模块、电池以及感知模块。
所述感知模块用于实时监测目标道路的路况数据；
所述通讯模块包括第一通讯模块和第二通讯模块，所述第一通讯模块或所述第二通讯模块用于接收采集设备下发的切换指令，将所述切换指令发送至所述控制模块。
所述控制模块用于响应于所述切换指令，控制所述第一通讯模块或所述第二通讯模块传输所述路况数据。
所述电池用于对所述植入式传感器进行供电。
第四方面，本申请提供了一种路况监测装置，所述装置包括：数据监测模块，数据传输模块和通讯切换模块。
数据监测模块，用于实时监测所述目标道路的路况数据。
数据传输模块，用于通过第一通讯方式向采集设备传输监测到的所述路况数据，以使所述采集设备根据 接收到的路况数据得到对应的校验结果。
通讯切换模块，用于响应于所述采集设备下发的切换指令，将通讯方式由所述第一通讯方式切换至第二通讯方式，并通过所述第二通讯方式向所述采集设备传输监测到的所述路况数据，其中所述切换指令根据所述校验结果确定得到。
在其中一个实施例中，所述数据传输模块，还用于与所述采集设备保持所述第二通讯方式的连接状态。
在其中一个实施例中，所述数据传输模块，还用于在当前数据传输周期内，在当前路况数据传输次数为预设次数的情况下，获取目标路况数据，所述目标路况数据为所述当前数据传输周期内向所述采集设备发送的所有路况数据；根据所述目标路况数据确定目标循环冗余校验码；通过所述第一通讯方式向所述采集设备发送所述目标循环冗余校验码，以使所述采集设备根据所述目标循环冗余校验码，确定所述目标路况数据的校验结果。
在其中一个实施例中，所述通讯切换模块，还用于响应于所述采集设备下发的切换指令，将针对所述采集设备的通讯端口由所述第一通讯方式对应的第一通讯端口切换至第二通讯方式对应的第二通讯端口；通过所述第二通讯端口，向所述采集设备传输监测到的所述路况数据。
在其中一个实施例中，所述第一通讯方式为有线通讯方式，所述第二通讯方式为无线通讯方式。
第五方面，本申请提供了一种路况监测装置，所述装置包括：数据接收模块，数据校验模块和指令下发模块。
数据接收模块，用于接收目标道路的路况数据，所述路况数据由植入式传感器通过第一通讯方式发送，所述植入式传感器部署于所述目标道路的下方，用于实时监测所述目标道路的所述路况数据。
数据校验模块，用于对所述路况数据进行校验，得到所述路况数据对应的校验结果，并根据所述校验结果，确定目标通讯方式。
指令下发模块，用于对应于所述目标通讯方式为第二通讯方式的情况下，通过所述第二通讯方式向所述植入式传感器下发切换指令，所述切换指令用于指示所述植入式传感器将通讯方式由所述第一通讯方式切换为所述第二通讯方式，以采用所述第二通讯方式向所述采集设备发送所述路况数据。
在其中一个实施例中，所述数据校验模块，还用于在当前数据传输周期内，在接收到所述植入式传感器发送的目标循环冗余校验码的情况下，获取待校验数据，所述待校验数据为所述当前数据传输周期内接收到的所述路况数据；根据所述待校验数据确定待校验循环冗余校验码；根据所述待校验循环冗余校验码和所述目标循环冗余校验码，确定所述待校验数据对应的校验结果；根据所述校验结果确定目标通讯方式。
在其中一个实施例中，所述数据校验模块，还用于获取单位时间内所述校验结果的总个数，以及所述单位时间内表征所述路况数据校验失败的校验结果的个数，所述单位时间包括多个数据传输周期；计算所述单位时间内表征所述路况数据校验失败的校验结果的个数在所述校验结果的总个数中的占比，对应于占比超过预设阈值的情况，确定所述目标通讯方式为第二通讯方式。
在其中一个实施例中，所述路况监测装置还包括测试模块，用于在第一预置时长内未接收到所述路况数据的情况下，通过所述第二通讯方式向所述植入式传感器下发测试指令，所述测试指令用于指示所述植入式传感器通过所述第一通讯方式反馈对应的测试响应；对应第二预置时长内未接收到所述测试响应的情况，确定所述目标通讯方式为第二通讯方式；对应于目标通讯方式为第二通讯方式，通过所述第二通讯方式向所述植入式传感器下发所述切换指令。
上述路况监测方法、装置、传感器、计算机设备、存储介质和计算机程序产品，应用于植入式传感器，所述植入式传感器部署于目标道路的下方，所述方法包括：实时监测所述目标道路的路况数据；通过第一通讯方式向采集设备传输监测到的所述路况数据，以使所述采集设备根据接收到的路况数据得到对应的校验结果；响应于所述采集设备下发的切换指令，将通讯方式由所述第一通讯方式切换至第二通讯方式，并通过所述第二通讯方式向所述采集设备传输监测到的所述路况数据，所述切换指令根据所述校验结果确定得到。本申请提供的路况监测方法、装置、传感器、计算机设备、存储介质和计算机程序产品，默认使用第一通讯方式向采集设备传输路况数据，在采集设备根据路况数据得到对应的校验结果为失败，即第一通讯方式出现故障时，下发切换指令自动切换为第二通讯方式，保证了数据传输的可靠性，延长植入式传感器的使用寿命。
本申请还提供了一种道路加速度传感器，包括：第一电路板，第二电路板和导电体。
第一电路板，其上设置有电子元件。
第二电路板，其上设置有加速度芯片，所述加速度芯片的感应方向沿重力方向，所述第二电路板沿重力方向的一端与所述第一电路板连接，且两者之间呈预设角度设置。
导电体，一端与所述第一电路板连接，另一端与所述第二电路板连接，用于实现所述第二电路板与所述第一电路板之间的供电和信息传输。
在其中一个实施例中，所述预设角度为90°。
在其中一个实施例中，所述第一电路板上开设有插孔，所述第二电路板插接至所述插孔中。
在其中一个实施例中，所述第二电路板包括第一连接部和第二连接部，所述第一连接部两侧分别设置有第二连接部，所述加速度芯片设置在所述第一连接部上，每个所述第二连接部分别通过一个所述导电体与所述第一电路板连接。
在其中一个实施例中，所述加速度芯片沿重力方向的一端与所述第一连接部平齐，所述第一连接部、所述第二连接部以及所述加速度芯片同时插入至所述插孔中。
在其中一个实施例中，所述第二连接部的数量为两个，所述第一电路板包括第三连接部，所述第三连接部通过所述导电体与所述第二连接部一一对应连接，两个所述第三连接部之间的距离等于两个所述第二连接部之间的距离。
在其中一个实施例中，所述导电体为挠性电路板。
在其中一个实施例中，所述第一电路板和所述第二电路板为刚性电路板。
在其中一个实施例中，所述第一电路板与所述第二电路板通过绝缘胶连接固定或锡焊接固定。
一种道路监测装置，所述道路监测装置包括支架、封装外壳以及道路加速度传感器，所述道路加速度传感器设置在所述封装外壳内，所述封装外壳固定于所述支架上。
在其中一实施例中，所述第一电路板上开设有连接孔，通过穿过所述连接孔的螺钉将所述第一电路板固定于所述封装外壳内。
上述道路加速度传感器及道路监测装置，在实际使用时，可根据第二电路板与第一电路板之间的预设角度，将第一电路板以某一特定角度固定，以使得第二电路板与重力方向平行，即可通过加速度芯片监测道路的振动状态。由于第二电路板与第一电路板呈预设角度设置，当第二电路板沿重力方向植入路面时，第一电路板与重力方向呈预设角度，从而减少了第一电路板和第二电路板沿重力方向的总长度，即减少了道路加速度传感器沿重力方向的长度在路面的总厚度的占比，从而减少了对路面表层的扰动。
本申请还提供了一种道路加速度传感器。所述道路加速度传感器包括：感知单元，控制单元和通讯单元。
感知单元，用于采集道路中行驶车辆的加速度数据信息。
控制单元，与所述感知单元连接，用于对应于确定所述加速度数据信息满足预设数据检测条件的情况，控制所述感知单元的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集，基于所述加速度数据信息生成目标数据信息，直到检测到所述加速度数据信息不满足所述预设数据检测条件时，控制所述感知单元的感知状态由所述目标高频运行状态转换为目标低频运行状态，暂停生成所述目标数据信息。
通讯单元，与所述控制单元连接，用于接收并发送所述目标数据信息至数据采集装置。
本申请还提供了一种道路加速度传感器控制方法，应用于上述第一方面所述的道路加速度传感器。所述方法包括：
采集道路中行驶车辆的加速度数据信息；
对应于确定所述加速度数据信息满足所述预设数据检测条件的情况下，控制所述道路加速度传感器的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集；
基于所述加速度数据信息生成目标数据信息，直到检测到所述加速度数据信息不满足所述预设数据检测条件时，控制所述道路加速度传感器的感知状态由所述目标高频运行状态转换为目标低频运行状态，暂停生成所述目标数据信息。
在其中一个实施例中，所述加速度数据信息包括加速度数值，所述方法还包括：
对应于所述加速度数值在预设阈值区间之外时，确定所述加速度数据信息满足所述预设数据检测条件；
对应于所述加速度数值在所述预设阈值区间内的持续时长大于目标时长，确定所述加速度数据信息不满足所述预设数据检测条件。
在其中一个实施例中，所述方法还包括：
对应于确定所述加速度数据信息满足所述预设数据检测条件的情况，将所述加速度数据信息输入至高频信息确定模型，得到所述目标高频运行状态的目标高频信息；
对应于确定所述加速度数据信息不满足所述预设数据检测条件的情况，将所述加速度数据信息输入至低频信息确定模型，得到所述目标低频运行状态的目标低频信息。
在其中一个实施例中，所述基于所述加速度数据信息生成目标数据信息，包括：将所述加速度数据信息输入至预设深度学习网络模型，得到所述目标数据信息。
在其中一个实施例中，所述基于所述加速度数据信息生成目标数据信息，包括：
根据预设滤波策略，对所述加速度数据信息进行降噪处理，得到降噪后的数据信息；
基于预设特征提取策略，对所述降噪后的数据信息进行特征提取，得到所述目标数据信息。
本申请还提供了一种道路加速度传感器控制装置。所述装置包括：获取模块，第一运行模块和第二运行模块。
获取模块，用于采集道路中行驶车辆的加速度数据信息。
第一运行模块，用于对应于确定所述加速度数据信息满足所述预设数据检测条件的情况，控制所述道路加速度传感器的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集。
第二运行模块，用于基于所述加速度数据信息生成目标数据信息，直到检测到所述加速度数据信息不满足所述预设数据检测条件时，控制所述道路加速度传感器的感知状态由所述目标高频运行状态转换为目标低频运行状态，暂停生成所述目标数据信息。
在其中一个实施例中，所述加速度数据信息包括加速度数值，所述道路加速度传感器控制装置还包括：第一确定模块和第二确定模块。
第一确定模块，用于对应于所述加速度数值在预设阈值区间之外时，确定所述加速度数据信息满足所述预设数据检测条件。
第二确定模块，用于对应于所述加速度数值在所述预设阈值区间内的持续时长大于目标时长，确定所述加速度数据信息不满足所述预设数据检测条件。
在其中一个实施例中，所述道路加速度传感器控制装置还包括：对应于确定所述加速度数据信息满足所述预设数据检测条件的情况，将所述加速度数据信息输入至高频信息确定模型，得到所述目标高频运行状态的目标高频信息；对应于确定所述加速度数据信息不满足所述预设数据检测条件的情况，将所述加速度数据信息输入至低频信息确定模型，得到所述目标低频运行状态的目标低频信息。
在其中一个实施例中，所述第二运行模块具体用于：将所述加速度数据信息输入至预设深度学习网络模型，得到所述目标数据信息。
在其中一个实施例中，所述第二运行模块具体用于：根据预设滤波策略，对所述加速度数据信息进行降噪处理，得到降噪后的数据信息；
基于预设特征提取策略，对所述降噪后的数据信息进行特征提取，得到所述目标数据信息。
本申请还提供了一种道路传感系统。所述道路传感系统包括前置道路加速度传感器、至少一个后置道路加速度传感器和上位机，所述后置道路加速度传感器相对于所述前置道路加速度传感器设置于道路通行方向的后方。
所述前置道路加速度传感器，用于采集前置加速度数据信息，对应于确定所述前置加速度数据信息满足预设数据检测条件的情况，生成并向所述上位机发送前置目标数据信息。
所述前置道路加速度传感器，还用于对应于检测到所述前置加速度数据信息满足预设数据检测条件的情况，生成启动信号，其中所述启动信号用于控制所述后置道路加速度传感器开始采集后置加速度数据信息；所述后置道路加速度传感器用于对应于确定所述后置加速度数据信息满足所述预设数据检测条件的情况，生 成并向所述上位机发送后置目标数据信息。
所述前置道路加速度传感器还用于对应于检测到所述前置加速度数据信息不满足所述预设数据检测条件的持续时长大于或等于预设时长条件时，生成暂停信号，其中所述暂停信号用于控制所述后置道路加速度传感器的感知状态转换为目标低频运行状态，暂停生成所述后置目标数据信息。
所述前置道路加速度传感器和所述后置道路加速度传感器采用上述第一方面所述的传感器实现。
上述道路加速度传感器及其控制方法、控制装置中，控制单元对应于确定所述加速度数据信息满足预设数据检测条件的情况，控制感知单元以目标高频运行状态采集道路行驶车辆情况处于有效状态下有效的加速度数据信息，生成目标数据信息，并对应于确定所述加速度数据信息不满足预设数据检测条件的情况时，控制感知单元进入目标低频运行状态，暂停生成目标数据信息，因此，目标数据信息均为有效加速度数据信息，保证了传输数据的有效性。
本申请还提供了一种计算机设备，所述计算机设备包括存储器和处理器，所述存储器存储有计算机程序，所述处理器执行所述计算机程序时实现上述各方法实施例中的步骤。
本申请还提供了一种非易失计算机可读存储介质，所述计算机可读存储介质，其上存储有计算机程序，所述计算机程序被处理器执行时实现上述各方法实施例中的步骤。
本申请还提供了一种计算机程序产品，所述计算机程序产品，包括可执行指令，该可执行指令被处理器执行时实现上述各方法实施例中的步骤。
附图说明
为了更清楚地说明本申请实施例或传统技术中的技术方案，下面将对实施例或传统技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请一个实施例中路况监测方法的流程示意图；
图2为本申请一个实施例中步骤S104的流程示意图；
图3为本申请一个实施例中步骤S106的流程示意图；
图4为本申请一个实施例中路况监测方法的流程示意图；
图5为本申请一个实施例中步骤S404的流程示意图；
图6为本申请一个实施例中步骤S508的流程示意图；
图7为本申请一个实施例中路况监测方法的流程示意图；
图8为本申请一个实施例中植入式传感器的结构框图；
图9为本申请一个实施例中植入式传感器的示意图；
图10为本申请一个实施例中路况监测装置的结构框图；
图11为本申请另一个实施例中路况监测装置的结构框图；
图12为本申请一实施例中道路加速度传感器的结构示意图；
图13为本申请一实施例中第一电路板和第二电路板未直接连接时的道路加速度传感器的结构示意图；
图14为本申请一个实施例中道路加速度传感器的结构框图；
图15为本申请一个实施例中道路加速度传感器控制方法的流程示意图；
图16为本申请另一个实施例中道路加速度传感器控制方法的流程示意图；
图17为本申请一个实施例中道路加速度传感器控制装置的结构框图；
图18为本申请一个实施例中道路传感系统的结构示意图；
图19为本申请一个实施例中道路传感系统的应用场景示意图；
图20为本申请一个实施例中计算机设备的内部结构图。
具体实施方式
为了使本申请的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本申请进行进一步详 细说明。应当理解，此处描述的具体实施例仅仅用以解释本申请，并不用于限定本申请。
在本申请的描述中，需要理解的是，若有出现这些术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等，这些术语指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
本文中为部件所编序号本身，例如“第一”、“第二”等，仅用于区分所描述的对象，不具有任何顺序或技术含义。而本申请所说“连接”、“联接”，如无特别说明，均包括直接和间接连接(联接)。在本申请的描述中，需要理解的是，术语“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本申请中，除非另有明确的规定和限定，若有出现术语“安装”、“相连”、“连接”、“固定”等，这些术语应做广义理解。例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
随着“交通强国”国家战略的不断推进落实，我国目前已经成为了一个交通大国，公路里程巨大。而公路基础设施在服役期间，受到车辆、环境等荷载的往复作用，会发生开裂、脱空等病害，使得公路的服役能力降低。监测公路的服役状态，方能在病害早期对道路进行修复，是延长公路使用使用寿命、降低公路全寿命周期成本的重要途径。目前对于公路的服役状态监测包括路表监测和内部监测，路表监测通过巡检车监测，内部监测主要是通过应变计等传感器监测，而目前公路领域的传感器主要通过有线或无线方式进行传输，单种传输方式。由于道路在服役期间受到车辆和环境的往复疲劳加载，植入式有线传感器的线缆在使用过程可能遭到破坏，造成通讯故障或通讯数据错误。无线传感器通过无线传输，对于加速度传感器等高频数据采集传感器，功耗较大，使用寿命低于有线传感器。对于植入式传感器，因为是埋设在道路结构内部，一旦损坏，无法更换，需要提高传感器数据传输的可靠性。
基于此，本申请实施例提供了一种路况监测方法，以解决上述问题，提高传感器数据传输的可靠性。
在本申请一个实施例中，如图1所示，提供了一种路况监测方法，应用于植入式传感器，植入式传感器部署于目标道路的下方，该方法包括以下步骤S102至S106。
步骤S102，实时监测目标道路的路况数据。
其中，目标道路为需要进行内部监测的道路，植入式传感器埋设在目标道路结构内部。路况数据可以包括植入式传感器感应到的传感器数据，如加速度等。
需要说明的是，本申请实施例对植入式传感器的类型不做具体限定。示例性的，植入式传感器可以为应变计。
步骤S104，通过第一通讯方式向采集设备传输监测到的路况数据，以使采集设备根据接收到的路况数据得到对应的校验结果。
其中，第一通讯方式为一种可以进行数据传输的传输技术。采集设备可以部署在目标道路的一侧，用于与植入式传感器进行数据交互，收集植入式传感器发送的路况数据以供研究人员分析使用。校验结果可以用于表征采集设备接收到的路况数据与植入式传感器发送的传感器数据即监测到的路况数据是否一致。
具体地，可以通过第一通讯方式对应的第一通讯端口向采集设备传输监测到的路况数据，以使采集设备在接收到路况数据后，在接收到路况数据的次数满足预设次数的情况下，根据上述路况数据得到对应的校验结果。
步骤S106，响应于采集设备下发的切换指令，将通讯方式由第一通讯方式切换至第二通讯方式，并通过第二通讯方式向采集设备传输监测到的路况数据，其中切换指令根据校验结果确定得到。
其中，切换指令可以用于指示切换通讯方式。第二通讯方式为另一种可以进行数据传输的传输技术。在采集设备根据多个校验结果确定得到切换指令并下发后，可以响应于采集设备下发的切换指令将通讯方式由第一通讯方式切换至第二通讯方式。在此之后一直使用第二通讯方式向采集设备传输监测到的路况数据。
本申请实施例提供的路况监测方法，默认使用第一通讯方式向采集设备传输监测到的路况数据，在采集设备根据接收到的路况数据得到对应的校验结果为失败，即第一通讯方式出现故障时，响应于采集设备下发的切换指令自动切换为第二通讯方式，保证了数据传输的可靠性，延长植入式传感器的使用寿命。
在本申请的一个实施例中，通过第一通讯方式向采集设备传输监测到的路况数据之前，可以包括：与采集设备保持第二通讯方式的连接状态。
具体地，可以默认与采集设备保持第二通讯方式的连接状态，即当使用第一通讯方式传输监测到的路况数据时，第二通讯方式保持连接但不传输监测到的路况数据。
示例性的，第二通讯方式为无线通讯方式时，可以默认通过无线通讯与采集设备保持传输控制协议/网际协议(Transmission Control Protocol/Internet Protocol，TCP/IP)连接状态，当第一通讯方式连接有效时，无线通讯方式不传输监测到的路况数据。本申请实施例对与采集设备保持TCP/IP连接状态的具体方式不做具体限定，例如可以与采集设备通过三次握手进行连接。在与采集设备保持TCP/IP连接状态后，可以每隔预设时长，通过第二通讯方式向采集设备传输一个配对信息，并接收采集设备传输的对应的配对信息，确保无线通讯方式依旧处于连接状态中。
本公开实施例中，通过一直与采集设备保持第二通讯方式的连接状态，使得在进行通讯方式切换时，提高切换速度，减少路况数据不必要的丢失情况。
在一个实施例中，如图2所示，步骤104中的通过第一通讯方式向采集设备传输监测到的路况数据，可以包括步骤S202至步骤S206。
步骤S202，在当前数据传输周期内，在当前路况数据传输次数为预设次数的情况下，获取目标路况数据，目标路况数据为当前数据传输周期内向采集设备发送的所有路况数据。
其中，一个数据传输周期可以包括预设次数的路况数据传输，以及一次对应的目标循环冗余校验码传输。当前数据传输周期内，在当前路况数据传输次数达到预设次数的情况下，可以将预设次数之前传输的所有路况数据，以及当前传输的路况数据作为目标路况数据。
需要说明的是，本申请实施例对预设次数不做具体限定。以预设次数为3次为例，则在当前数据传输周期内，当前路况数据传输次数为第3次的情况下，可以将前2次传输的所有路况数据和当前第3次传输的路况数据作为目标路况数据。
步骤S204，根据目标路况数据确定目标循环冗余校验码。
其中，循环冗余校验码(Cyclic Redundancy Check，CRC)是一种常用的、具有检错、纠错能力的校验码。每一路况数据可以为16进制数据，目标路况数据为多个16进制数据。可以通过目标路况数据计算得到对应的目标循环冗余校验码。需要说明的是，本申请实施例对CRC的计算方式不做具体限定。
步骤S206，通过第一通讯方式向采集设备发送目标循环冗余校验码，以使采集设备根据目标循环冗余校验码，确定目标路况数据的校验结果。
具体地，可以在路况数据传输次数达到预设次数后，通过第一通讯方式向采集设备发送目标循环冗余校验码，以使采集设备根据目标循环冗余校验码，以及当前数据传输周期所有接收到的路况数据进行校验，得到目标路况数据的校验结果。目标路况数据的校验结果可以用于表征植入式传感器发送的目标路况数据与采集设备接收到的对应的路况数据是否一致。
以预设次数为3次为例，当前数据传输周期内，当前路况数据传输次数为第3次的情况下，第4次向采 集设备传输根据目标路况数据计算得到的目标CRC，以使采集设备根据接收到的前3次传输的路况数据计算出一个待校验CRC，并使采集设备根据待校验CRC与目标CRC进行比较判断，得到校验结果。
本公开实施例中，通过在传输预设次数的路况数据后传输一个对应的目标循环冗余校验码，以使采集设备完成数据校验，得到校验结果，进而使得采集设备在判断第一通讯方式出现故障时可以下发切换指令切换通讯方式，提高数据传输的可靠性。
在一个实施例中，如图3所示，步骤106中的响应于采集设备下发的切换指令，将通讯方式由第一通讯方式切换至第二通讯方式，并通过第二通讯方式向采集设备传输监测到的路况数据，可以包括步骤S302和S304。
步骤S302，响应于采集设备下发的切换指令，将针对采集设备的通讯端口由第一通讯方式对应的第一通讯端口切换至第二通讯方式对应的第二通讯端口。
其中，第一通讯端口为第一通讯方式对应的网络协议端口，第二通讯端口为第二通讯方式对应的网络协议端口。第一通讯端口和第二通讯端口都分别具有各自的端口名称。在通过第一通讯方式传输路况数据时，路况数据通过第一通讯端口发送至采集设备。接收到采集设备下发的切换指令后，可以响应于采集切换指令，根据第二通讯端口对应的端口名称，将路况数据的传输通道切换为通过第二通讯端口，通过第二通讯端口发送至采集设备。
步骤S304，通过第二通讯端口，向采集设备传输监测到的路况数据。
具体地，可以根据采集设备的网际互连协议(Internet Protocol，IP)地址，将路况数据从第二通讯端口向采集设备的IP地址传输，实现第二通讯方式的数据传输。
本公开实施例中，可以响应于切换指令，切换路况数据传输的通讯端口，进而切换通讯方式，激活第二通讯方式，增加了数据传输的可靠性。
在一个实施例中，第一通讯方式为有线通讯方式，第二通讯方式为无线通讯方式。
示例性的，第一通讯方式为有线通讯方式，可以支持RS422、RS485等有线通讯协议。第二通讯方式为无线通讯方式，可以支持蓝牙、wifi等无线通讯协议。有线和无线通讯功能独立，某一功能的损坏不会造成另一功能的损坏。
本公开实施例中，组合现有线传输技术和无线传输技术，开发通讯智能切换方式，默认采用有线传输，当有线传输出现故障时，切换为无线传输，保证传感器数据传输的可靠性，延长道路植入式传感器的使用寿命。
在一个实施例中，如图4所示，本申请实施例提供了一种路况监测方法，应用于采集设备，该方法包括以下步骤S402至S406。
步骤S402，接收目标道路的路况数据，路况数据由植入式传感器通过第一通讯方式发送，植入式传感器部署于目标道路的下方，用于实时监测目标道路的路况数据。
其中，可以默认通过第一通讯方式与植入式传感器通讯连接，接收植入式传感器通过第一通讯方式发送的路况数据。
步骤S404，对路况数据进行校验，得到路况数据对应的校验结果，并根据校验结果，确定目标通讯方式。
具体地，可以接收植入式传感器发送的路况数据以及对应的目标CRC，并根据接收到的路况数据计算得到对应的待校验CRC，根据目标CRC和待校验CRC确定校验结果。在表征校验失败的校验结果满足预设频率条件时，可以确定目标通讯方式为第二通讯方式，否则，依旧保持目标通讯方式为第一通讯方式。
步骤S406，对应于目标通讯方式确定为第二通讯方式的情况，通过第二通讯方式向植入式传感器下发切换指令，切换指令用于指示植入式传感器将通讯方式由第一通讯方式切换为第二通讯方式，以采用第二通讯方式向采集设备发送路况数据。
其中，对应于目标通讯方式确定为第二通讯方式的情况，可以向植入式传感器下发一个指示切换通讯方式的切换指令，以使植入式传感器使用第二通讯方式向采集设备发送路况数据。
本申请实施例提供的路况监测方法，默认使用第一通讯方式接收监测到的路况数据，在采集设备根据接收到的路况数据得到对应的校验结果为失败，即第一通讯方式出现故障时，下发切换指令，将第一通讯方式 自动切换为第二通讯方式，保证了数据传输的可靠性，延长植入式传感器的使用寿命。
在一个实施例中，如图5所示，步骤404中的对路况数据进行校验，得到路况数据对应的校验结果，并根据校验结果，确定目标通讯方式，可以包括步骤S502至S508。
步骤S502，在当前数据传输周期内，在接收到植入式传感器发送的目标循环冗余校验码的情况下，获取待校验数据，待校验数据为当前数据传输周期内接收到的路况数据。
具体地，待校验数据为采集设备接收到的路况数据，是对应于植入式传感器传输的目标路况数据而接收到的路况数据。在当前数据传输周期内，在接收到植入式传感器发送的目标循环冗余校验码情况下，可以将当前数据传输周期接收到的所有路况数据作为待校验数据。
步骤S504，根据待校验数据确定待校验循环冗余校验码。
具体地，路况数据可以为16进制数据，待校验数据为多个16进制数据。可以通过待校验数据计算得到对应的待校验循环冗余校验码。需要说明的是，本申请实施例对CRC的计算方式不做具体限定。通过待校验数据计算得到待校验循环冗余校验码的方式，与植入式传感器通过目标路况数据计算目标循环冗余校验码的方式相同。
步骤S506，根据待校验循环冗余校验码和目标循环冗余校验码，确定待校验数据对应的校验结果。
其中，可以对待校验循环冗余校验码和目标循环冗余校验码进行比较，在待校验循环冗余校验码和目标循环冗余校验码相同的情况下，得到校验成功的校验结果。校验成功的校验结果用于表征当前数据传输周期内，采集设备接收到的待校验数据与植入式传感器发送的目标路况数据一致。在待校验循环冗余校验码和目标循环冗余校验码不相同的情况下，得到校验失败的校验结果。校验失败的校验结果用于表征当前数据传输周期内采集设备接收到的待校验数据与植入式传感器发送的目标路况数据不一致。
步骤S508，根据校验结果确定目标通讯方式。
具体地，可以根据单位时间内表征校验失败的校验结果的次数，来确定目标通讯方式为第二通讯方式。
本公开实施例中，通过在传输预设次数的路况数据后计算对应的待校验循环冗余校验码，以根据植入式传感器发送的目标CRC和采集设备计算的对应的待校验CRC完成数据校验，得到校验结果，进而使得在判断第一通讯方式出现故障时，可以下发切换指令切换通讯方式，提高数据传输的可靠性。
在一个实施例中，如图6所示，在步骤508中，根据校验结果确定目标通讯方式，可以包括：
步骤S602，获取单位时间内校验结果的总个数，以及单位时间内表征路况数据校验失败的校验结果的个数，单位时间包括多个数据传输周期。
其中，单位时间包括多个数据传输周期，每个数据传输周期内植入式传感器传输预设次数的路况数据和一次对应的目标CRC。可以获取单位时间内采集设备进行校验得到校验结果的总个数，也即获取单位时间内数据传输周期的总个数。可以获取单位时间内表征路况数据校验失败的校验结果的个数。
步骤S604，计算单位时间内表征路况数据校验失败的校验结果的个数在校验结果的总个数中的占比，对应于占比超过预设阈值的情况，确定目标通讯方式为第二通讯方式。
具体地，本申请实施例对预设阈值不做具体限定。在单位时间内采集设备得到的校验失败的校验结果的个数，与校验结果的总个数中的占比超过预设阈值时，即可以判断此时第一通讯方式出现故障。确定目标通讯方式为第二通讯方式。或者，在单位时间内采集设备得到的校验失败的校验结果的个数，与校验结果的总个数的占比并未超过预设阈值时，即可以判断此时第一通讯方式有效，确定目标通讯方式为第一通讯方式。示例性的，预设阈值可以50％等。
本公开实施例中，通过确定校验结果失败的次数是否满足预设频率来判断第一通讯方式是否有效，进而可以在第一通讯方式无效时切换第二通讯方式，提高了数据传输的可靠性。
在其中一个实施例中，如图7所示，路况监测方法还包括：
步骤S702，对应于第一预置时长内未接收到路况数据的情况，通过第二通讯方式向植入式传感器下发测试指令，测试指令用于指示植入式传感器通过第一通讯方式反馈对应的测试响应。
其中，需要说明的是，本申请实施例对第一预置时长不做具体限定。测试响应可以用于判断第一通讯方式的连接是否断开。在第一预置时长内没有接收到路况数据的情况下，可以通过第二通讯方式向植入式传感 器下发测试指令。植入式传感器可以响应于测试指令通过第一通讯方式反馈对应的测试响应。
步骤S704，对应第二预置时长内未接收到测试响应的情况，确定目标通讯方式为第二通讯方式。
其中，需要说明的是，本申请实施例对第二预置时长不做具体限定。在第二预置时长内采集设备没有接收到测试响应的情况下，即可以判断此时第一通讯方式的连接断开，确定目标通讯方式为第二通讯方式。或者，在第二预置时长内采集设备接收到测试响应的情况下，可以判断第一通讯方式的连接有效，继续确定目标通讯方式为第一通讯方式，重复上述校验过程。
步骤S706，对应于目标通讯方式为第二通讯方式，通过第二通讯方式向植入式传感器下发切换指令。
在目标通讯方式为第二通讯方式的情况下，可以通过第二通讯方式向植入式传感器下发一个指示切换通讯方式的切换指令，以使植入式传感器自此开始使用第二通讯方式向采集设备发送路况数据。
本公开实施例中，采集设备在单位时间内未接受到路况数据时，通过向植入式传感器发送测试指令，以判断第一通讯方式是否发生故障，进而在第一通讯方式发生故障时可以切换第二通讯方式，提供了数据传输的可靠性。
在一个实施例中，如图8所示，本申请还提供了一种植入式传感器800，包括：通讯模块810、控制模块820、电池830以及感知模块840。其中，感知模块840用于实时监测目标道路的路况数据。通讯模块810包括第一通讯模块811和第二通讯模块812。第一通讯模块811或第二通讯模块812用于接收采集设备下发的切换指令，将切换指令发送至控制模块820。控制模块820用于响应于切换指令，控制第一通讯模块811或第二通讯模块812传输路况数据。电池830用于对植入式传感器810进行供电。
具体地，第一通讯模块811可以为有线通讯模块。第二通讯模块812可以为无线通讯模块。控制模块820可通过预先编程选择有线或无线通讯方式，通过第一通讯模块811或第二通讯模块812传输目标道路的路况数据。控制模块820也可以在接受采集设备的切换指令后切换通讯方式。如图9所示，植入式传感器800还可以上配备有线接口，有线接口可以采用标准插座构件，即工业用插座(例如：航空插头等)。植入式传感器800可以采用多芯信号线与采集设备进行连接，多芯信号线同时具有供电和通讯功能。植入式传感器800在通过有线通讯模块向采集设备传输路况数据时，采集设备可以对植入式传感器800进行供电。当有线连接的多芯信号线发生故障时，植入式传感器800可以切换为无线通讯模块向采集设备传输路况数据，此时使用电池830进行供电。
可选的，在有线连接的多芯信号线只有通讯功能发生故障，而供电功能正常的情况下，可以在切换为无线通讯方式传输路况数据的同时依旧使用采集设备进行供电。
可选的，在切换为无线通讯方式传输路况数据，以及使用电池830进行供电的情况下。植入式传感器800可以从实时采集到的路况数据中筛选出关键性数据，只对关键性数据进行传输，以节省电量消耗。关键性数据的筛选条件可以预先由研究人员根据实际情况确定。
本公开实施例提供的植入式传感器，集成有第一通讯模块和第二通讯模块，可以实现第一通讯方式与第二通讯方式的智能切换，提供了数据传输的可靠性。
为了便于本申请实施例的进一步理解，本申请在此提供一种最完整实施例。植入式传感器配备的通讯接口具有无线通讯功能和有线通讯功能，无线通讯协议支持蓝牙、wifi等，有线通讯协议支持RS422、RS485等。有线和无线通讯功能独立，某一功能的损坏不会造成另一功能的损坏。植入式传感器内设控制模块，可通过预先编程选择有线或无线通讯方式，也可在接受采集设备指令后调整通讯方式。植入式传感器上配备有线接口，为方便使用，采用标准插座构件(例如：航空插头等)。当使用者连接线缆连接传感器和采集设备时，默认采用有线连线，线缆可以采用多芯信号线，同时具有供电和通讯功能。植入式传感器默认通过无线通讯与采集设备保持TCP/IP连接状态，当有线连接有效时，无线连接不传输传感数据。植入式传感器发送的传感数据通过CRC校验等方式供采集设备对数据进行校验。当有线传输的数据发生错误或有线传输通过破坏时，采集设备通过无线通讯给植入式传感器下达指令，由植入式传感器内控制模块进行调整，采用无线通讯的方式向采集装置发送数据。对于温度、湿度等传感器，功耗比较低，当使用者不连接线缆时，传感器只有无线通讯功能。
本申请实施例提供的路况监测方法和植入式传感器，在有线传输错误或无效时，可由无线传输作为备用 选项，提高数据传输的稳定性。优先采用有线传输，避免无线传输对电池的消耗，提高传感器使用寿命。
应该理解的是，虽然如上所述的各实施例所涉及的流程图中的各个步骤按照箭头的指示依次显示，但是这些步骤并不是必然按照箭头指示的顺序依次执行。除非本文中有明确的说明，这些步骤的执行并没有严格的顺序限制，这些步骤可以以其它的顺序执行。而且，如上所述的各实施例所涉及的流程图中的至少一部分步骤可以包括多个步骤或者多个阶段，这些步骤或者阶段并不必然是在同一时刻执行完成，而是可以在不同的时刻执行，这些步骤或者阶段的执行顺序也不必然是依次进行，而是可以与其它步骤或者其它步骤中的步骤或者阶段的至少一部分轮流或者交替地执行。
基于同样的发明构思，本申请实施例还提供了一种用于实现上述所涉及的路况监测方法的路况监测装置。该装置所提供的解决问题的实现方案与上述方法中所记载的实现方案相似，故下面所提供的一个或多个路况监测装置实施例中的具体限定可以参见上文中对于路况监测方法的限定，在此不再赘述。
在一个实施例中，如图10所示，提供了一种路况监测装置1000，包括：数据监测模块1002、数据传输模块1004和通讯切换模块1006。
数据监测模块1002，用于实时监测所述目标道路的路况数据。
数据传输模块1004，用于通过第一通讯方式向采集设备传输监测到的所述路况数据，以使所述采集设备根据所述接收到的路况数据得到对应的校验结果。
通讯切换模块1006，用于响应于所述采集设备下发的切换指令，将通讯方式由所述第一通讯方式切换至第二通讯方式，并通过所述第二通讯方式向所述采集设备传输监测到的所述路况数据。所述切换指令根据所述校验结果确定得到。
在一个实施例中，数据传输模块1004还用于与所述采集设备保持所述第二通讯方式的连接状态。
在一个实施例中，数据传输模块1004还用于在当前数据传输周期内，在当前路况数据传输次数为预设次数的情况下，获取目标路况数据，所述目标路况数据为所述当前数据传输周期内向所述采集设备发送的所有路况数据；根据所述目标路况数据确定目标循环冗余校验码；通过所述第一通讯方式向所述采集设备发送所述目标循环冗余校验码，以使所述采集设备根据所述目标循环冗余校验码，确定所述目标路况数据的校验结果。
在一个实施例中，通讯切换模块1006还用于响应于采集设备下发的切换指令，将针对采集设备的通讯端口由第一通讯方式对应的第一通讯端口切换至第二通讯方式对应的第二通讯端口；通过第二通讯端口，向采集设备传输监测到的路况数据。
在一个实施例中，所述第一通讯方式为有线通讯方式，所述第二通讯方式为无线通讯方式。
在一个实施例中，如图11所示，提供了一种路况监测装置1100，包括：数据接收模块1102、数据校验模块1104和指令下发模块1106，其中：
数据接收模块1102用于接收目标道路的路况数据，所述路况数据由植入式传感器通过第一通讯方式发送，所述植入式传感器部署于目标道路的下方，用于实时监测所述目标道路的所述路况数据。
数据校验模块1104用于对所述路况数据进行校验，得到所述路况数据对应的校验结果，并根据所述校验结果，确定目标通讯方式。
指令下发模块1106用于对应于所述目标通讯方式为第二通讯方式的情况，通过所述第二通讯方式向所述植入式传感器下发切换指令，所述切换指令用于指示所述植入式传感器将通讯方式由所述第一通讯方式切换为所述第二通讯方式，以采用所述第二通讯方式向所述采集设备发送所述路况数据。
在一个实施例中，数据校验模块1104还用于在当前数据传输周期内，在接收到所述植入式传感器发送的目标循环冗余校验码的情况下，获取待校验数据，所述待校验数据为所述当前数据传输周期内接收到的所述路况数据；根据所述待校验数据确定待校验循环冗余校验码；根据所述待校验循环冗余校验码和所述目标循环冗余校验码，确定所述待校验数据对应的校验结果；根据所述校验结果确定目标通讯方式。
在一个实施例中，数据校验模块1104还用于获取单位时间内所述校验结果的总个数，以及所述单位时间内表征所述路况数据校验失败的校验结果的个数，所述单位时间包括多个数据传输周期；计算所述单位时间内表征所述路况数据校验失败的校验结果的个数在所述校验结果的总个数中的占比，对应于占比超过预设阈 值的情况，确定所述目标通讯方式为第二通讯方式。
在一个实施例中，路况监测装置1100还包括测试模块。测试模块用于在第一预置时长内未接收到路况数据的情况下，通过第二通讯方式向植入式传感器下发测试指令，测试指令用于指示植入式传感器通过第一通讯方式反馈对应的测试响应；对应第二预置时长内未接收到测试响应的情况，确定目标通讯方式为第二通讯方式；对应于目标通讯方式为第二通讯方式，通过第二通讯方式向植入式传感器下发切换指令。
上述路况监测装置中的各个模块可全部或部分通过软件、硬件及其组合来实现。上述各模块可以硬件形式内嵌于或独立于计算机设备中的处理器中，也可以以软件形式存储于计算机设备中的存储器中，以便于处理器调用执行以上各个模块对应的操作。
参阅图12和图13，图12示出了本申请一实施例中的道路加速度传感器的结构示意图，图13示出了本申请一实施例中第一电路板和第二电路板未直接连接时的道路加速度传感器的结构示意图。本申请一实施例提供的道路加速度传感器，包括第一电路板10、第二电路板20以及导电体30，第一电路板10上设置有电子元件，第二电路板20上设置有加速度芯片，加速度芯片的感应方向沿重力方向，第二电路板20沿重力方向的一端与第一电路板10连接，且两者之间呈预设角度设置，导电体30一端与第一电路板10连接，另一端与第二电路板20连接，用于实现第二电路板20与第一电路板10之间的供电和信息传输。其中，功能模块包括电源模块、控制模块以及通讯模块。加速度芯片可以是MEMS加速度芯片。
在实际使用时，可根据第二电路板20与第一电路板10之间的预设角度，将第一电路板10以某一特定角度固定，以使得第二电路板20上的加速度芯片的感应方向沿重力方向，即可通过加速度芯片监测道路的振动状态。由于第二电路板20与第一电路板10呈预设角度设置，当第二电路板20沿重力方向植入路面时，第一电路板10与重力方向呈预设角度，从而减少了第一电路板10和第二电路板20沿重力方向的总长度，即减少了道路加速度传感器沿重力方向的长度在路面的总厚度中的占比，从而减少了对路面表层的扰动。
在一些实施例中，预设角度为90°，即第一电路板10与第二电路板20垂直设置。
在实际使用时，将第一电路板10水平植入路面，此时，位于第二电路板20上的加速度芯片的感应方向垂直于路面，即加速度芯片处于重力方向。由于第一电路板10水平植入路面，即道路加速度传感器沿重力方向的总长度仅等于第二电路板20沿重力方向的总长度，从而使得道路加速度传感器沿重力方向的长度在路面的总厚度中占比最小，从而大幅减小对路面表层的扰动。
在另外一些实施例中，第二电路板20还可以与第一电路板10倾斜设置。例如，第二电路板20与第一电路板10之间预设角度为60°至89°，或者91°至120°。此时第二电路板20与第一电路板10沿重力方向的总长度在路面的总厚度中占比也是缩小的，因此，也能减小对路面表层的扰动。
在一些实施例中，第一电路板10上开设有插孔11，第二电路板20用于插接至插孔11中。即可实现第一电路板10与第二电路板20的快速安装。
当需要第一电路板10与第二电路板20垂直时，可使得插孔11的每个孔壁均与第一电路板10的表面垂直，即通过插孔11的孔壁即可限制第二电路板20的方向，安装简单、方便。当需要第一电路板10与第二电路板20倾斜至其他预设角度时，可使得插孔11的每个孔壁均与第一电路板10的表面(上表面或下表面)呈预设角度设置，通过插孔11的孔壁将第二电路板20限制在预设角度。
在另外一些实施例中，第二电路板20上开设有插孔，第一电路板10用于插接至插孔中。同样可以实现第一电路板10与第二电路板20的快速安装。
在其他实施例中，第一电路板10和第二电路板20还可采用弹簧卡扣连接。例如，第一电路板10上设置有卡接孔，第二电路板20上设置有卡接头，卡接头内时有弹簧，当卡接头插入卡接孔内时，卡接孔压缩弹簧收缩，当卡接头位于卡接孔内时，弹簧通过自身弹力将卡接头锁紧于卡接孔内，即可实现第一电路板10与第二电路板20的快速连接。
在一些实施例中，第二电路板20包括第一连接部22和第二连接部23，第一连接部22的两侧分别设置有第二连接部23，加速度芯片设置于第一连接部22，每个第二连接部23分别通过一个导电体30与第一电路板10连接。
在本实施例中，相对于从加速度芯片的一侧通过导电体30将加速度芯片与第一电路板10电连接的方式，导电体30分别从加速度芯片的两侧将加速度芯片与第一电路板10电连接的方式，有利于第一电路板10中其他元件的布线，有利于缩小第一电路板10的表面积。
进一步的，加速度芯片沿重力方向的一端与第一连接部22平齐，第一连接部22、第二连接部23以及加速度芯片同时插入至插孔11中。
在本实施例中，由于第一连接部22、第二连接部23以及加速度芯片同时插入至插孔11中，加速度芯片设置于第二电路板20上，因此，加速度芯片与第二电路板20的横截面为T型结构。对应的，插孔11为T型插孔。具体插入时，可使得加速度芯片插入至插孔11内的端部与第一电路板10的下表面平行，从而便于第一电路板10在路面内的布设。
具体的，第二连接部23的数量为两个，第一电路板10包括第三连接部13，第三连接部13通过导电体30与第二连接部23一一对应连接，两个第三连接部13之间的距离等于两个第二连接部23之间的距离。
在本实施例中，由于导电体30需要将第三连接部13与第二连接部23一一对应连接，为了方便导电体30的设置，两个第三连接部13之间的距离等于两个第二连接部23之间的距离。
在一些实施例中，导电体30为挠性电路板，通过挠性电路板将第一电路板10与第二电路板20连接，以实现第二电路板20与第一电路板10之间的供电和信息传输。
在实际生产过程中，为了方便导电体30的设置，首先需要将导电体30的两端分别与第一电路板10上第三连接部13和第二电路板20上的第二连接部23连接，然后再将第二电路板20和加速度芯片插设于第一电路板10的插孔11中，因此，导电体30为挠性电路板，有利于导电体30的弯折。
在一些实施例中，第一电路板10和第二电路板20为刚性电路板。第一电路板10和第二电路板20能够为加速度芯片提供一定的支撑强度，避免在监测过程中由于第一电路板10和第二电路板20自身的弹性，影响加速度芯片的监测精度。
在一些实施例中，第一电路板10与第二电路板20通过绝缘胶连接固定或锡焊接固定。
在其中一个实施例中，第一电路板10上开设插孔11，首先将第一电路板10水平放置，然后将第二电路板20插设于第一电路板10，再微调第二电路板20的角度，当道路加速度传感器输出数据为1g时，即加速度芯片的感应方向沿重力加速度方向，此时再通过绝缘胶或锡将第一电路板10与第二电路板20固定连接。此种连接方式，在连接的过程中便于调整第一电路板10与第二电路板20的角度，使得加速度芯片的感应方向沿重力加速度方向，从而有利于提高道路加速度传感器的监测精度。
在另外一个实施例中，第一电路板10上未开设插孔11，第一电路板10与第二电路板20可以直接通过绝缘胶连接固定或锡焊接固定。
本申请一实施例还提供了一种道路监测装置，道路监测装置包括支架(图未示)、封装外壳(图未示)以及道路加速度传感器，道路加速度传感器设置在封装外壳内，封装外壳固定于支架上。
具体的，第一电路板10上开设有连接孔12，螺钉穿过第一电路板10上的连接孔12从而将第一电路板10固定于封装外壳内，再将封装外壳固定于支架上，最后再通过混凝土浇筑于道路内。其中，封装外壳和支架为现有结构，在此不做赘述。由于第二电路板20与第一电路板10呈预设角度设置，当第二电路板20沿重力方向植入路面时，第一电路板10与重力方向呈预设角度，从而减少了第一电路板10和第二电路板20沿重力方向的总长度，即减少了道路加速度传感器沿重力方向的长度在路面的总厚度中的占比，从而减少了对路面表层的扰动。
道路基础设施在使用期间，受到车辆、环境等荷载的往复作用，会发生开裂、脱空等病害，使得道路的使用能力降低。监测道路的服役状态，使得道路养护方能在病害早期对道路进行修复，是延长道路使用寿命、降低道路全寿命周期成本的重要途径。目前道路领域的传感器主要是将感知的数据直接传递给采集装置，对于MEMS加速度传感器，其数据采集频率较高，当没有车辆经过时，振动传感器会收集到海量冗余数据，如果将这些数据都上传给采集装置，会增加数据传输成本，在降低传输数据有效性的同时大大增加采集装置的处理功耗。
基于此，如图14所示，本申请实施例提供一种道路加速度传感器，包括：感知单元，控制单元和通讯单元。
感知单元，用于采集道路中行驶车辆的加速度数据信息。
控制单元，与感知单元连接，用于对应于确定加速度数据信息满足预设数据检测条件的情况，控制感知单元的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集，基于加速度数据信息生成目标数据信息，直到检测到加速度数据信息不满足预设数据检测条件时，控制感知单元的感知状态由目标高频运行状态转换为目标低频运行状态，暂停生成目标数据信息。
通讯单元，与控制单元连接，用于接收并发送目标数据信息至数据采集装置。
其中，道路加速度传感器可以植入于待检测道路内部，该道路加速度传感器的感知单元可以通过采集行驶车辆荷载产生的振动信号得到加速度数据信息。该加速度数据信息在一定情况下可以反映出待检测道路中车辆行驶情况(如道路中有无行驶车辆等)。
具体的，道路加速度传感器的控制单元可以判断采集到的加速度数据信息是否满足预设数据检测条件。在加速度数据信息满足预设数据检测条件的情况下，可以确定待检测道路中存在行驶车辆，当前道路中行驶车辆情况为有效状态，此时采集到的加速度数据信息均为有效加速度信息。进而，控制单元调整感知单元的采集频率，使之由当前状态转换为目标高频运行状态，对有效加速度信息进行高频数据采集。控制单元还可以基于处在目标高频运行状态下感知单元采集的加速度数据信息生成目标数据信息，通过通讯单元传输至上位机或数据采集装置等。
进一步的，直至在控制单元确定感知单元采集的加速度数据信息不满足预设数据检测条件的情况下，控制单元可以确定当前道路行驶车辆情况为无效状态，此时采集到的加速度数据信息均为无效加速度信息，暂停生成目标数据信息。由于当前道路行驶车辆情况为无效状态，控制单元调整感知单元的采集频率，使之由目标高频运行状态转换为目标低频运行状态，减少道路加速度传感器的运行功耗。需要注意的是，控制单元还可以具备存储功能，存储该道路加速度传感器运行过程中采集到的所有加速度数据信息。
上述道路加速度传感器中，控制单元在确定加速度数据信息满足预设数据检测条件时，控制感知单元以目标高频运行状态采集道路行驶车辆情况处于有效状态下有效的加速度数据信息，生成目标数据信息，并在确定加速度数据信息不满足预设数据检测条件时，控制感知单元进入目标低频运行状态，暂停生成目标数据信息，因此，目标数据信息均为有效加速度数据信息，保证了传输数据的有效性。控制单元仅根据感知单元处于目标高频运行状态下采集加速度数据信息生成目标数据信息进行传输，可有效降低数据传输成本。控制单元还根据加速度数据信息是否满足预设数据检测条件，对感知单元的运行频率状态进行适应性调整，可以有效降低传感器的使用功耗，提高传感器自身的使用寿命。
在本申请的一个实施例中，如图15所示，提供了一种道路加速度传感器控制方法，本实施例以该方法应用于上述的道路加速度传感器，该方法包括以下步骤201-203。
步骤201，采集道路中行驶车辆的加速度数据信息。
其中，道路加速度传感器可以通过感知单元采集道路中行驶车辆荷载产生的振动信号，得到加速度数据信息。
步骤202，对应于确定加速度数据信息满足预设数据检测条件的情况，控制道路加速度传感器的感知单元的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集。
其中，道路加速度传感器可以通过控制单元判断采集到的加速度数据信息是否满足预设数据检测条件，在确定加速度数据信息满足预设数据检测条件时，判定当前道路行驶车辆状态为有效状态，此时，控制感知单元的感知状态转换为目标高频运行状态，对有效状态下的加速度数据进行高频采集。
步骤203，基于加速度数据信息生成目标数据信息，直到检测到加速度数据信息不满足预设数据检测条件时，控制道路加速度传感器的感知状态由目标高频运行状态转换为目标低频运行状态，暂停生成目标数据信息。
上述道路加速度传感器控制方法中，由于在当前道路行驶车辆状态为有效状态进行高频数据采集，此时，采集到的加速度数据信息均为有效加速度数据，根据有效加速度数据生成目标数据信息，进行数据传输，可 保证传输数据的可用性，同时提高数据传输效率。进一步的，当检测到加速度数据信息不满足预设数据检测条件时，判定当前道路行驶车辆状态处于无效状态，暂停生成目标数据信息，保证传输数据的有效性，同时将道路加速度传感器的感知状态由目标高频运行状态转换为目标低频运行状态，从而降低道路加速度传感器的采样频率，节约当道路车辆行驶状态处于无效状态时的道路加速度传感器的功耗，提高传感器自身的使用寿命。
在本申请的一个实施例中，如图16所示，加速度数据信息包括加速度数值，道路加速度传感器控制方法还包括步骤301和302。
步骤301，对应于加速度数值在预设阈值区间之外，确定加速度数据信息满足预设数据检测条件。
步骤302，对应于加速度数值在预设阈值区间内的持续时长大于目标时长，确定加速度数据信息不满足预设数据检测条件。
其中，道路加速度传感器可存储预设阈值区间，进而将采集到的加速度数值与预设阈值区间进行比较，再根据比较结果确定加速度数据信息是否满足预设数据检测条件。具体的，由于加速度数值有正有负，在加速度数值不在预设阈值区间时，确定加速度数据信息满足预设数据检测条件，此时，判定加速度数值较高，均为有效加速度信息，可有效保证数据传输的可用性。若检测到加速度数值位于预设阈值区间内的持续时长小于或等于目标时长时，如检测到加速度数值在预设阈值区间的持续时长小于2秒时，2秒后加速度数值又波动至预设阈值区间外，此时同样确定加速度数据信息满足预设数据检测条件。
进一步的，在检测到加速度数值位于预设阈值区间内的持续时长大于目标时长(如2s)时，可确定加速度数据信息不满足预设数据检测条件，即仅当加速度数值位于预设阈值区间内，且持续时长大于目标时长时，可判定当前道路行驶车辆状态处于无效状态，将道路加速度传感器的感知状态由目标高频运行状态转换为目标低频运行状态，节约道路加速度传感器的功耗。
在本申请的一个实施例中，道路加速度传感器控制方法还包括如下步骤。
在确定加速度数据信息满足预设数据检测条件的情况下，将加速度数据信息输入至高频信息确定模型，得到目标高频运行状态的目标高频信息。
在确定加速度数据信息不满足预设数据检测条件的情况下，将加速度数据信息输入至低频信息确定模型，得到目标低频运行状态的目标低频信息。
其中，高频信息确定模型可基于待检测道路历史采集数据进行构建，也可根据实际需求进行设定，本申请对此不作任何限定，只需满足以加速度数据作为输入量，高频频率作为输出量即可。同理，低频信息确定模型可基于待检测道路历史采集数据进行构建，也可根据实际需求进行设定，本申请对此不作任何限定，只需满足以加速度数据作为输入量，低频频率作为输出量即可。高频信息确定模型和低频信息确定模型也可以为同一模型，该模型包括但不限于机器学习模型、神经网络模型、也可采用具有相关性的函数实现，比如线性函数、指数函数、对数函数等。
基于上述方法，在确定加速度数据信息满足预设数据检测条件时，根据高频信息确定模型，可确定加速度数据信息对应的高采集频率(即目标高频信息)，进而可高效采集有效加速度数据信息，提高道路加速度传感器数据采集有效性。在确定加速度数据信息不满足预设数据检测条件时，根据低频信息确定模型，可确定加速度数据信息对应的低采集频率(即目标低频信息)，使道路加速度传感器进入低功耗运行状态，减少道路加速度传感器无效加速度数据的存储，提高道路加速度传感器的使用寿命。
在本申请的一个实施例中，上述步骤203中的基于加速度数据信息生成目标数据信息，包括：将加速度数据信息输入至预设深度学习网络模型，得到目标数据信息。
具体的，道路加速度传感器可将满足预设数据检测条件的加速度数据信息输入至预设深度学习网络模型，对该加速度数据信息进行进一步的数据筛选，筛选出更为符合传输需求的加速度数据信息，并对筛选出的加速度数据信息进行特征提取得到目标数据信息。通过上述方式可有效保证目标数据信息的有效性，也可根据需求进行目标数据信息提取，提高目标数据信息的适应性。
在本申请的一个实施例中，预设深度学习网络模型的建立过程可以为：获取不同速度、不同重量的车辆经过加速度传感器时的加速度数据(车辆与传感器距离小于15m的区间)及加速度数据对应的目标加速度数 据，作为训练集；构建初始长短期记忆网络(Long Short-Term Memory，LSTM)神经网络模型，根据训练集数据进行模型训练，得到目标深度学习网络模型作为预设深度学习网络模型。
需要注意的是，预设深度学习网络模型的建立过程包括但不限于上述过程，本申请对预设深度学习网络模型的类型不做任何限定，可根据传输数据信息需求对预设深度学习网络模型进行设定，只需保证加速度数据信息输入至预设深度学习网络模型，得到的目标数据信息满足传输需求即可。
在本申请的一个实施例中，上述步骤203中的基于加速度数据信息生成目标数据信息，包括：根据预设滤波策略，对加速度数据信息进行降噪处理，得到降噪后的数据信息；基于预设特征提取策略，对降噪后的数据信息进行特征提取，得到目标数据信息。
具体的，道路加速度传感器可采用包括但不限于高斯滤波、中值滤波等方法对加速度数据信息进行消噪，降低噪声干扰。进一步还可对降噪后的信号进行峰值、主频等加速度数据特征值的提取。道路加速度传感器还可以根据传输需求，将传输目标峰值或目标主频范围的加速度数据信息作为目标数据信息。
上述道路加速度传感器控制方法，可保证传输至上位机或采集装置的数据均为道路车辆行驶状态为有效状态(如车辆经过道路加速度传感器时)时的加速度数据。该方法还可根据传输需求，基于加速度数据信息生成目标数据信息，有效保证目标数据信息的有效性，提高目标数据信息的适应性。
应该理解的是，虽然如上的各实施例所涉及的流程图中的各个步骤按照箭头的指示依次显示，但是这些步骤并不是必然按照箭头指示的顺序依次执行。除非本文中有明确的说明，这些步骤的执行并没有严格的顺序限制，这些步骤可以以其它的顺序执行。而且，如上的各实施例所涉及的流程图中的至少一部分步骤可以包括多个步骤或者多个阶段，这些步骤或者阶段并不必然是在同一时刻执行完成，而是可以在不同的时刻执行，这些步骤或者阶段的执行顺序也不必然是依次进行，而是可以与其它步骤或者其它步骤中的步骤或者阶段的至少一部分轮流或者交替地执行。
基于同样的发明构思，本申请实施例还提供了一种用于实现上述所涉及的道路加速度传感器控制方法的道路加速度传感器控制装置。该装置所提供的解决问题的实现方案与上述方法中所记载的实现方案相似，故下面所提供的一个或多个道路加速度传感器控制装置实施例中的具体限定可以参见上文中对于道路加速度传感器控制方法的限定，在此不再赘述。
在本申请的一个实施例中，如图17所示，提供了一种道路加速度传感器控制装置400，包括：获取模块410，第一运行模块420和第二运行模块430。
获取模块410，用于采集道路中行驶车辆的加速度数据信息。
第一运行模块420，用于对应于确定加速度数据信息满足预设数据检测条件的情况，控制道路加速度传感器的感知单元的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集。
第二运行模块430，用于基于加速度数据信息生成目标数据信息，直到检测到加速度数据信息不满足预设数据检测条件时，控制道路加速度传感器的感知状态由目标高频运行状态转换为目标低频运行状态，暂停生成目标数据信息。
在本申请的一个实施例中，加速度数据信息包括加速度数值，道路加速度传感器控制装置还包括：第一确定模块和第二确定模块。
第一确定模块，用于对应于加速度数值在预设阈值区间之外时，确定加速度数据信息满足预设数据检测条件。
第二确定模块，用于对应与加速度数值在预设阈值区间之内的持续时长大于目标时长，确定加速度数据信息不满足预设数据检测条件。
在本申请的一个实施例中，道路加速度传感器控制装置还用于：
在确定加速度数据信息满足预设数据检测条件的情况下，将加速度数据信息输入至高频信息确定模型，得到目标高频运行状态的目标高频信息；在确定加速度数据信息不满足预设数据检测条件的情况下，将加速度数据信息输入至低频信息确定模型，得到目标低频运行状态的目标低频信息。
在本申请的一个实施例中，第二运行模块430具体用于：将加速度数据信息输入至预设深度学习网络模型，得到目标数据信息。
在本申请的一个实施例中，第二运行模块430具体用于：根据预设滤波策略，对加速度数据信息进行降噪处理，得到降噪后的数据信息；基于预设特征提取策略，对降噪后的数据信息进行特征提取，得到目标数据信息。
上述道路加速度传感器控制装置中的各个模块可全部或部分通过软件、硬件及其组合来实现。上述各模块可以硬件形式内嵌于或独立于计算机设备中的处理器中，也可以以软件形式存储于计算机设备中的存储器中，以便于处理器调用执行以上各个模块对应的操作。
基于同样的发明构思，如图18及图19所示，本申请实施例还提供了一种道路传感系统，包括前置道路加速度传感器、至少一个后置道路加速度传感器和上位机，后置道路加速度传感器相对于前置道路加速度传感器设置于道路通行方向的后方。
前置道路加速度传感器用于采集前置加速度数据信息，并对应于确定前置加速度数据信息满足预设数据检测条件的情况，生成并向上位机发送前置目标数据信息。
前置道路加速度传感器还用于对应于检测到前置加速度数据信息满足预设数据检测条件的情况，生成启动信号。启动信号用于控制后置道路加速度传感器开始采集后置加速度数据信息。后置道路加速度传感器用于对应于确定后置加速度数据信息满足预设数据检测条件的情况，生成并向上位机发送后置目标数据信息。
前置道路加速度传感器还用于对应于检测到前置加速度数据信息不满足预设数据检测条件的持续时长大于或等于预设时长条件的情况，生成暂停信号，暂停信号用于控制后置道路加速度传感器的感知状态转换为目标低频运行状态，暂停生成后置目标数据信息。
前置道路加速度传感器和后置道路加速度传感器均采用上述传感器实现。
其中，道路通行方向为道路中车辆行驶方向。前置道路加速度传感器和后置道路加速度传感器可均植入于道路内部，此时需保证前置道路加速度传感器和后置道路加速度传感器所在的道路中车辆行驶方向为单向，即车辆需先经过前置道路加速度传感器再经过后置道路加速度传感器。
需要注意的是，只有在接收启动信号时，后置道路加速度传感器的采集功能才进入开启状态，若未接收到启动信号时采集功能为关闭状态。该启动信号在前置道路加速度传感器确定前置加速度数据信息满足预设数据检测条件时产生，可由前置道路加速度传感器直接发送至后置道路加速度传感器，也可通过上位机将该启动信号发送至后置道路加速度传感器。因此，该道路传感系统可明显节约后置道路加速度传感器耗能，进而提高道路传感系统的使用寿命。
进一步的，前置道路加速度传感器在检测到前置加速度数据信息不满足预设数据检测条件的持续时长大于或等于预设时长条件时，可判定当前道路车辆行驶状态为无效状态(如无车辆驶入前置道路加速度传感器和后置道路加速度传感器之间的道路)，此时产生暂停信号，控制后置道路加速度传感器进入低频运行状态，暂停生成后置目标数据信息，该道路传感系统可明显节约后置道路加速度传感器耗能，进而提高道路传感系统的使用寿命。同理，该暂停信号可由前置道路加速度传感器直接发送至后置道路加速度传感器，也可通过上位机将该暂停信号发送至后置道路加速度传感器。
在本申请的一个实施例中，提供了一种计算机设备，该计算机设备可以是终端，其内部结构图可以如图20所示。该计算机设备包括通过系统总线连接的处理器、存储器、通信接口、显示屏和输入装置。其中，该计算机设备的处理器用于提供计算和控制能力。该计算机设备的存储器包括非易失性存储介质、内存储器。该非易失性存储介质存储有操作系统和计算机程序。该内存储器为非易失性存储介质中的操作系统和计算机程序的运行提供环境。该计算机设备的通信接口用于与外部的终端进行有线或无线方式的通信，无线方式可通过WIFI、移动蜂窝网络、NFC(近场通信)或其他技术实现。该计算机程序被处理器执行时以实现上述道路加速度传感器控制方法和路况监测方法。该计算机设备的显示屏可以是液晶显示屏或者电子墨水显示屏，该计算机设备的输入装置可以是显示屏上覆盖的触摸层，也可以是计算机设备外壳上设置的按键、轨迹球或触控板，还可以是外接的键盘、触控板或鼠标等。
本领域技术人员可以理解，图20中示出的结构，仅仅是与本申请方案相关的部分结构的框图，并不构成对本申请方案所应用于其上的计算机设备的限定，具体的计算机设备可以包括比图中所示更多或更少的部件，或者组合某些部件，或者具有不同的部件布置。
在本申请的一个实施例中，提供了一种计算机设备，包括存储器和处理器，存储器中存储有计算机程序，该处理器执行计算机程序时实现上述各方法实施例中的步骤。
在本申请的一个实施例中，提供了一种非易失计算机可读存储介质，其上存储有计算机程序，计算机程序被处理器执行时实现上述各方法实施例中的步骤。
需要说明的是，本申请所涉及的用户信息(包括但不限于用户设备信息、用户个人信息等)和数据(包括但不限于用于分析的数据、存储的数据、展示的数据等)，均为经用户授权或者经过各方充分授权的信息和数据。
需要说明的是，本申请所涉及的用户信息(包括但不限于用户设备信息、用户个人信息等)和数据(包括但不限于用于分析的数据、存储的数据、展示的数据等)，均为经用户授权或者经过各方充分授权的信息和数据。
本领域普通技术人员可以理解实现上述实施例方法中的全部或部分流程，是可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一非易失性计算机可读取存储介质中，该计算机程序在执行时，可包括如上述各方法的实施例的流程。其中，本申请所提供的各实施例中所使用的对存储器、数据库或其它介质的任何引用，均可包括非易失性和易失性存储器中的至少一种。非易失性存储器可包括只读存储器(Read-Only Memory，ROM)、磁带、软盘、闪存、光存储器、高密度嵌入式非易失性存储器、阻变存储器(ReRAM)、磁变存储器(Magnetoresistive Random Access Memory，MRAM)、铁电存储器(Ferroelectric Random Access Memory，FRAM)、相变存储器(Phase Change Memory，PCM)、石墨烯存储器等。易失性存储器可包括随机存取存储器(Random Access Memory，RAM)或外部高速缓冲存储器等。作为说明而非局限，RAM可以是多种形式，比如静态随机存取存储器(Static Random Access Memory，SRAM)或动态随机存取存储器(Dynamic Random Access Memory，DRAM)等。本申请所提供的各实施例中所涉及的数据库可包括关系型数据库和非关系型数据库中至少一种。非关系型数据库可包括基于区块链的分布式数据库等，不限于此。本申请所提供的各实施例中所涉及的处理器可为通用处理器、中央处理器、图形处理器、数字信号处理器、可编程逻辑器、基于量子计算的数据处理逻辑器等，不限于此。
以上实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例仅表达了本申请的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对本申请专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本申请构思的前提下，还可以做出若干变形和改进，这些都属于本申请的保护范围。因此，本申请的保护范围应以所附权利要求为准。

Claims (34)

  1. 一种路况监测方法，其特征在于，应用于植入式传感器，所述植入式传感器部署于目标道路的下方，所述方法包括：
    实时监测所述目标道路的路况数据；
    通过第一通讯方式向采集设备传输监测到的所述路况数据，以使所述采集设备根据接收到的路况数据得到对应的校验结果；
    响应于所述采集设备下发的切换指令，将通讯方式由所述第一通讯方式切换至第二通讯方式，并通过所述第二通讯方式向所述采集设备传输监测到的所述路况数据，其中所述切换指令根据所述校验结果确定得到。
  2. 根据权利要求1所述的方法，其特征在于，在所述通过第一通讯方式向采集设备传输监测到的所述路况数据之前，包括：
    与所述采集设备保持所述第二通讯方式的连接状态。
  3. 根据权利要求1或2所述的方法，其特征在于，所述通过第一通讯方式向采集设备传输监测到的所述路况数据，包括：
    在当前数据传输周期内，在当前路况数据传输次数为预设次数的情况下，获取目标路况数据，所述目标路况数据为所述当前数据传输周期内向所述采集设备发送的所有路况数据；
    根据所述目标路况数据确定目标循环冗余校验码；
    通过所述第一通讯方式向所述采集设备发送所述目标循环冗余校验码，以使所述采集设备根据所述目标循环冗余校验码，确定所述目标路况数据的校验结果。
  4. 根据权利要求1-3任一项所述的方法，其特征在于，所述响应于所述采集设备下发的切换指令，将通讯方式由所述第一通讯方式切换至第二通讯方式，并通过所述第二通讯方式向所述采集设备传输监测到的所述路况数据，包括：
    响应于所述采集设备下发的切换指令，将针对所述采集设备的通讯端口由所述第一通讯方式对应的第一通讯端口切换至第二通讯方式对应的第二通讯端口；
    通过所述第二通讯端口，向所述采集设备传输监测到的所述路况数据。
  5. 根据权利要求1-4中任一项所述的方法，其特征在于，所述第一通讯方式为有线通讯方式，所述第二通讯方式为无线通讯方式。
  6. 一种路况监测方法，其特征在于，应用于采集设备，所述方法包括：
    接收目标道路的路况数据，所述路况数据由植入式传感器通过第一通讯方式发送，所述植入式传感器部署于所述目标道路的下方，用于实时监测所述目标道路的所述路况数据；
    对所述路况数据进行校验，得到所述路况数据对应的校验结果，并根据所述校验结果，确定目标通讯方式；
    对应于所述目标通讯方式确定为第二通讯方式的情况，通过所述第二通讯方式向所述植入式传感器下发切换指令，所述切换指令用于指示所述植入式传感器将通讯方式由所述第一通讯方式切换为所述第二通讯方式，以采用所述第二通讯方式向所述采集设备发送所述路况数据。
  7. 根据权利要求6所述的方法，其特征在于，所述对所述路况数据进行校验，得到所述路况数据对应的校验结果，并根据所述校验结果，确定目标通讯方式，包括：
    在当前数据传输周期内，在接收到所述植入式传感器发送的目标循环冗余校验码的情况下，获取待校验数据，所述待校验数据为所述当前数据传输周期内接收到的所述路况数据；
    根据所述待校验数据确定待校验循环冗余校验码；
    根据所述待校验循环冗余校验码和所述目标循环冗余校验码，确定所述待校验数据对应的校验结果；
    根据所述校验结果确定目标通讯方式。
  8. 根据权利要求7所述的方法，其特征在于，所述根据所述校验结果确定目标通讯方式，包括：
    获取单位时间内所述校验结果的总个数，以及所述单位时间内表征所述路况数据校验失败的校验结果的个数，所述单位时间包括多个数据传输周期；
    计算所述单位时间内表征所述路况数据校验失败的校验结果的个数，在所述校验结果的总个数中的占比，对应于所述占比超过预设阈值的情况，确定所述目标通讯方式为第二通讯方式。
  9. 根据权利要求6-8任一项所述的方法，其特征在于，所述方法还包括：
    对应于第一预置时长内未接收到所述路况数据的情况，通过所述第二通讯方式向所述植入式传感器下发测试指令，所述测试指令用于指示所述植入式传感器通过所述第一通讯方式反馈对应的测试响应；
    对应于第二预置时长内未接收到所述测试响应的情况，确定所述目标通讯方式为第二通讯方式；
    对应于目标通讯方式为第二通讯方式，通过所述第二通讯方式向所述植入式传感器下发所述切换指令。
  10. 一种植入式传感器，其特征在于，包括：通讯模块、控制模块、电池以及感知模块，其中，
    所述感知模块用于实时监测目标道路的路况数据；
    所述通讯模块包括第一通讯模块和第二通讯模块，所述第一通讯模块或所述第二通讯模块用于接收采集设备下发的切换指令，将所述切换指令发送至所述控制模块；
    所述控制模块用于响应于所述切换指令，控制所述第一通讯模块或所述第二通讯模块传输所述路况数据；
    所述电池用于对所述植入式传感器进行供电。
  11. 一种路况监测装置，其特征在于，所述装置包括：
    数据监测模块，用于实时监测目标道路的路况数据；
    数据传输模块，用于通过第一通讯方式向采集设备传输监测到的所述路况数据，以使所述采集设备根据接收到的路况数据得到对应的校验结果；
    通讯切换模块，用于响应于所述采集设备下发的切换指令，将通讯方式由所述第一通讯方式切换至第二通讯方式，并通过所述第二通讯方式向所述采集设备传输监测到的所述路况数据，其中所述切换指令根据所述校验结果确定得到。
  12. 一种路况监测装置，其特征在于，所述装置包括：
    数据接收模块，用于接收目标道路的路况数据，所述路况数据由植入式传感器通过第一通讯方式发送，所述植入式传感器部署于目标道路的下方，用于实时监测所述目标道路的所述路况数据；
    数据校验模块，用于对所述路况数据进行校验，得到所述路况数据对应的校验结果，并根据所述校验结果，确定目标通讯方式；
    指令下发模块，用于对应于所述目标通讯方式确定为第二通讯方式的情况，通过所述第二通讯方式向所述植入式传感器下发切换指令，所述切换指令用于指示所述植入式传感器将通讯方式由所述第一通讯方式切换为所述第二通讯方式，以采用所述第二通讯方式向采集设备发送所述路况数据。
  13. 一种道路加速度传感器，其特征在于，包括：
    第一电路板，其上设置有功能模块；
    第二电路板，其上设置有加速度芯片，所述加速度芯片的感应方向沿重力方向，所述第二电路板沿重力方向的一端与所述第一电路板连接，且两者之间呈预设角度设置，以及；
    导电体，一端与所述第一电路板连接，另一端与所述第二电路板连接，用于实现所述第二电路板与所述第一电路板之间的供电和信息传输。
  14. 根据权利要求13所述的道路加速度传感器，其特征在于，所述预设角度为90°。
  15. 根据权利要求13或14所述的道路加速度传感器，其特征在于，所述第一电路板上开设有插孔，所述第二电路板插接至所述插孔中。
  16. 根据权利要求13-15任一项所述的道路加速度传感器，其特征在于,所述第二电路板包括第一连接部和第二连接部，所述第一连接部两侧分别设置有所述第二连接部，所述加速度芯片设置在所述第一连接部上，每个所述第二连接部分别通过一个所述导电体与所述第一电路板连接。
  17. 根据权利要求16所述的道路加速度传感器，其特征在于，所述加速度芯片沿重力方向的一端与所述第一连接部平齐，所述第一连接部、所述第二连接部以及所述加速度芯片同时插入至所述插孔中。
  18. 根据权利要求13-17任一项所述的道路加速度传感器，其特征在于，所述第二连接部的数量为两个，所述第一电路板包括第三连接部，所述第三连接部通过所述导电体与所述第二连接部一一对应连接，两个所 述第三连接部之间的距离等于两个所述第二连接部之间的距离。
  19. 根据权利要求13-18任意一项所述的道路加速度传感器，其特征在于,所述导电体为挠性电路板。
  20. 根据权利要求13-19任一项所述的道路加速度传感器，其特征在于,所述第一电路板和所述第二电路板为刚性电路板。
  21. 根据权利要求13-20任一项所述的道路加速度传感器，其特征在于,所述第一电路板与所述第二电路板通过绝缘胶连接固定或锡焊接固定。
  22. 一种道路监测装置，其特征在于，所述道路监测装置包括支架、封装外壳以及权利要求13-21任意一项所述的道路加速度传感器，所述道路加速度传感器设置在所述封装外壳内，所述封装外壳固定于所述支架上。
  23. 根据权利要求22所述的道路监测装置，其特征在于,所述第一电路板上开设有连接孔，通过穿过所述连接孔的螺钉将所述第一电路板固定于所述封装外壳内。
  24. 一种道路加速度传感器，其特征在于，包括：
    感知单元，用于采集道路中行驶车辆的加速度数据信息；
    控制单元，与所述感知单元连接，用于对应于确定所述加速度数据信息满足预设数据检测条件的情况，控制所述感知单元的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集，基于所述加速度数据信息生成目标数据信息，直到检测到所述加速度数据信息不满足所述预设数据检测条件时，控制所述感知单元的感知状态由所述目标高频运行状态转换为目标低频运行状态，暂停生成所述目标数据信息；
    通讯单元，与所述控制单元连接，用于接收并发送所述目标数据信息至数据采集装置。
  25. 一种道路加速度传感器控制方法，应用于权利要求13-21，和24任一项所述的道路加速度传感器，其特征在于，包括：
    采集道路中行驶车辆的加速度数据信息；
    对应于确定所述加速度数据信息满足所述预设数据检测条件的情况，控制所述道路加速度传感器的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集；
    基于所述加速度数据信息生成目标数据信息，直到检测到所述加速度数据信息不满足所述预设数据检测条件时，控制所述道路加速度传感器的感知状态由所述目标高频运行状态转换为目标低频运行状态，暂停生成所述目标数据信息。
  26. 根据权利要求25所述的道路加速度传感器控制方法，其特征在于，所述加速度数据信息包括加速度数值，所述方法还包括：
    对应于所述加速度数值在预设阈值区间之外时，确定所述加速度数据信息满足所述预设数据检测条件；
    对应于所述加速度数值在所述预设阈值区间内的持续时长大于目标时长，确定所述加速度数据信息不满足所述预设数据检测条件。
  27. 根据权利要求25或26所述的道路加速度传感器控制方法，其特征在于，所述方法还包括：
    对应于确定所述加速度数据信息满足所述预设数据检测条件的情况，将所述加速度数据信息输入至高频信息确定模型，得到所述目标高频运行状态的目标高频信息；
    对应于确定所述加速度数据信息不满足所述预设数据检测条件的情况，将所述加速度数据信息输入至低频信息确定模型，得到所述目标低频运行状态的目标低频信息。
  28. 根据权利要求25-27任一项所述的道路加速度传感器控制方法，其特征在于，所述基于所述加速度数据信息生成目标数据信息，包括：
    将所述加速度数据信息输入至预设深度学习网络模型，得到所述目标数据信息。
  29. 根据权利要求25-26任一项所述的道路加速度传感器控制方法，其特征在于，所述基于所述加速度数据信息生成目标数据信息，包括：
    根据预设滤波策略，对所述加速度数据信息进行降噪处理，得到降噪后的数据信息；
    基于预设特征提取策略，对所述降噪后的数据信息进行特征提取，得到所述目标数据信息。
  30. 一种道路加速度传感器控制装置，其特征在于，包括：
    获取模块，用于采集道路中行驶车辆的加速度数据信息；
    第一运行模块，用于对应于确定所述加速度数据信息满足所述预设数据检测条件的情况，控制所述道路加速度传感器的感知状态由当前状态转换为目标高频运行状态，进行目标数据采集；
    第二运行模块，用于基于所述加速度数据信息生成目标数据信息，直到检测到所述加速度数据信息不满足所述预设数据检测条件时，控制所述道路加速度传感器的感知状态由所述目标高频运行状态转换为目标低频运行状态，暂停生成所述目标数据信息。
  31. 一种道路传感系统，其特征在于，包括前置道路加速度传感器、至少一个后置道路加速度传感器和上位机，所述后置道路加速度传感器相对于所述前置道路加速度传感器设置于道路通行方向的后方，其中：
    所述前置道路加速度传感器，用于采集前置加速度数据信息，对应于确定所述前置加速度数据信息满足预设数据检测条件的情况，生成并向所述上位机发送前置目标数据信息；
    所述前置道路加速度传感器，还用于对应于检测到所述前置加速度数据信息满足预设数据检测条件的情况，生成启动信号，其中所述启动信号用于控制所述后置道路加速度传感器开始采集后置加速度数据信息；
    所述后置道路加速度传感器，用于对应于确定所述后置加速度数据信息满足所述预设数据检测条件的情况，生成并向所述上位机发送后置目标数据信息；
    所述前置道路加速度传感器还用于对应于检测到所述前置加速度数据信息不满足所述预设数据检测条件的持续时长大于或等于预设时长条件时，生成暂停信号，其中所述暂停信号用于控制所述后置道路加速度传感器的感知状态转换为目标低频运行状态，暂停生成所述后置目标数据信息；
    所述前置道路加速度传感器和所述后置道路加速度传感器采用如权利要求13-21和24所述的传感器实现。
  32. 一种计算机设备，包括存储器和处理器，所述存储器存储有计算机程序，其特征在于，所述处理器执行所述计算机程序时实现权利要求1-9，14-18中任一项所述的方法的步骤。
  33. 一种非易失计算机可读存储介质，其上存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现权利要求1-9和14-18中任一项所述的方法的步骤。
  34. 一种计算机程序产品，包括可执行指令，其特征在于，所述执行指令被处理器执行时实现权利要求1-9和14-18中任一项所述的方法的步骤。
PCT/CN2024/078139 2023-06-21 2024-02-22 路况监测方法、装置、传感器、道路加速度传感器及其控制方法、控制装置及道路监测装置 Ceased WO2024260010A1 (zh)

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