Single-side bridge wheel off-bridge detection system, method and device

Abstract

The present invention is applicable to the technical field of motor vehicle driver examination, and provides a single-side bridge wheel off-bridge detection system, method and device. The system includes: at least three angular acceleration sensors, which are respectively arranged on the axles connected to the wheels of the vehicle and are used for periodically detecting the acceleration and tilt angle of the vehicle; a data acquisition device, which is respectively connected to at least three angular acceleration sensors and a data processing device, and is used for acquiring the acceleration data and tilt angle detected by the at least three angular acceleration sensors; an in-vehicle satellite positioning base station, which is connected to the data processing device and is used for obtaining the real-time position of the vehicle; and a data processing device, which is used for receiving the acceleration data, tilt angle and real-time position, and obtaining a detection result of whether the wheel falls off the bridge based on the acceleration data, tilt angle and real-time position, so as to obtain an accurate detection result of the single-side bridge wheel off-bridge.

Description

Technical Field

[0001] The present invention includes, but is not limited to, the technical field of motor vehicle driver examinations, and particularly relates to a unilateral bridge wheel off-bridge detection system, method and device. Background Art

[0002] Currently, for the detection of a vehicle's wheel falling off a unilateral bridge in the motor vehicle driver examination or motor vehicle driver training industry, a contact switch similar to a "button" protruding from the bridge surface is designed on the bridge surface of the unilateral bridge. When the vehicle passes through the bridge surface, the wheel presses the "button" contact switch, and the number of times the wheel presses the switch will be collected. The number of times collected is used to determine whether the wheel is traveling on the bridge surface and whether there is a situation where a wheel has fallen off the bridge. Usually, three to four "button" contact switches are designed on the bridge surface of the unilateral bridge, and the interval between two "button" contact switches is relatively large. When the current axle steering wheel of the vehicle travels between two "button" contact switches, if it falls off the unilateral bridge, the fallen wheel can be forcibly twisted onto the bridge surface by turning the steering wheel. At this time, if the wheel presses the "button" contact switch again, it will not be detected that the wheel has fallen off the bridge, resulting in misjudgment. Another commonly used method for judging whether a wheel has fallen off a unilateral bridge is to use a high-precision positioning device of the vehicle to achieve the off-bridge judgment. However, the error of high-precision positioning devices is generally in the range of 1-2 cm. When the wheel travels at the edge of the bridge surface, due to the positioning error, it may misjudge that the wheel has fallen off the bridge, or the wheel has already fallen off the bridge but is traveling closely along the edge of the bridge surface, and it may also misjudge that the wheel is still traveling on the bridge surface. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a unilateral bridge wheel off-bridge detection system, method and device to solve the problem of misjudgment of wheel off-bridge caused by low detection accuracy of pressing the "button" contact switch and satellite positioning error in the prior art.

[0004] The first aspect of the embodiments of the present invention provides a unilateral bridge wheel off-bridge detection system method, including: at least three angular acceleration sensors, a data acquisition device, an in-vehicle satellite positioning base station, and a data processing device;

[0005] The at least three angular acceleration sensors are respectively arranged on the axles connected to the wheels of the vehicle, and are used for periodically detecting the acceleration and tilt angle of the vehicle;

[0006] The data acquisition device is respectively connected to the at least three angular acceleration sensors and the data processing device, and is used for acquiring the acceleration data and tilt angle detected by the at least three angular acceleration sensors, and transmitting the acceleration data and the tilt angle to the data processing device;

[0007] The in-vehicle satellite positioning base station is connected to the data processing device, and is used to obtain the real-time position of the vehicle and send the real-time position to the data processing device in real time;

[0008] The data processing device is used to receive the acceleration data, the tilt angle, and the real-time position, and obtain a detection result of whether the wheel has fallen off the single-side bridge based on the acceleration data, the tilt angle, and the real-time position.

[0009] In one embodiment, two of the at least three angular acceleration sensors are arranged on the front axle of the vehicle, and the remaining angular acceleration sensors are arranged on the rear axle of the vehicle.

[0010] In one embodiment, two of the at least three angular acceleration sensors are respectively arranged at two ends of the front axle of the vehicle, at a preset distance close to the inner side of the wheel.

[0011] In one embodiment, when the at least three angular acceleration sensors are three angular acceleration sensors, the first angular acceleration sensor and the second angular acceleration sensor are respectively arranged at two ends of the front axle of the vehicle, at a preset distance close to the inner side of the wheel, and the third angular acceleration sensor is arranged at the middle position of the rear axle of the vehicle.

[0012] In one embodiment, when the at least three angular acceleration sensors are four angular acceleration sensors, the first angular acceleration sensor and the second angular acceleration sensor are respectively arranged at two ends of the front axle of the vehicle, at a preset distance close to the inner side of the wheel, and the third angular acceleration sensor and the fourth angular acceleration sensor are respectively arranged at two ends of the rear axle of the vehicle, at a preset distance close to the inner side of the wheel.

[0013] In one embodiment, the single-side bridge wheel-off detection system further includes at least three sensor fixing brackets;

[0014] The at least three sensor fixing brackets are respectively arranged on the axles connected to the wheels of the vehicle, and are used to fix the at least three angular acceleration sensors; the at least three sensor fixing brackets are arranged in one-to-one correspondence with the at least three angular acceleration sensors.

[0015] In one embodiment, the data processing device is an in-vehicle computer.

[0016] A second aspect of the embodiments of the present invention provides a single-side bridge wheel-off detection method, including: using the single-side bridge wheel-off detection system described in any of the above embodiments to perform single-side bridge wheel-off detection, and the single-side bridge wheel-off detection method includes:

[0017] Obtain the real-time position of the vehicle, and periodically obtain the acceleration data detected by at least three angular acceleration sensors and the tilt angle of the vehicle respectively;

[0018] According to the real-time position of the vehicle, process the obtained acceleration data and the tilt angle to obtain the detection result of whether the wheel falls off the bridge.

[0019] In one embodiment, the step of processing the obtained acceleration data and the tilt angle according to the real-time position of the vehicle to obtain the detection result of whether the wheel falls off the bridge includes:

[0020] Calculate the acceleration data difference between the first acceleration data and multiple second acceleration data respectively, where the first acceleration data is the acceleration data of all angular acceleration sensors when the vehicle travels before reaching the single-side bridge and has not yet reached the single-side bridge, and the second acceleration data is the acceleration data of the corresponding angular acceleration sensor when the vehicle travels on the single-side bridge;

[0021] Calculate the tilt angle difference between the first tilt angle and multiple second tilt angles respectively, where the first tilt angle is the tilt angle data of all angular acceleration sensors when the vehicle travels before reaching the single-side bridge and has not yet reached the single-side bridge, and the second tilt angle is the tilt angle data of the corresponding angular acceleration sensor when the vehicle travels on the single-side bridge;

[0022] When the acceleration data difference exceeds the first preset range, it is determined that the wheel has fallen off the bridge;

[0023] When the acceleration data difference is within the first preset range, detect whether the current wheel's tilt angle difference exceeds the second preset range;

[0024] When the tilt angle difference exceeds the second preset range, it is determined that the wheel has fallen off the bridge;

[0025] When the tilt angle difference is within the second preset range, it is determined that the wheel has not fallen off the bridge.

[0026] The third aspect of the embodiments of the present invention provides a single-side bridge wheel-off-bridge detection device, including: the single-side bridge wheel-off-bridge detection system described in any of the above embodiments, and the single-side bridge wheel-off-bridge detection device includes:

[0027] An acquisition module, configured to acquire the real-time position of the vehicle, and periodically acquire the acceleration data detected by at least three angular acceleration sensors and the tilt angle of the vehicle respectively;

[0028] A processing module, configured to process the obtained acceleration data and the tilt angle according to the real-time position of the vehicle to obtain a detection result on whether a wheel has fallen off the bridge.

[0029] The beneficial effects of the embodiments of the present invention compared with the prior art are as follows: by obtaining the real-time position of the vehicle and periodically obtaining the acceleration data detected by at least three angular acceleration sensors and the tilt angle of the vehicle respectively; processing the obtained acceleration data and the tilt angle according to the real-time position of the vehicle to obtain a detection result on whether a wheel has fallen off the bridge, so as to obtain an accurate detection result on whether a single-side bridge wheel has fallen off the bridge, and solve the problem of false judgment of bridge falling caused by low detection accuracy of the "button" contact switch and satellite positioning error. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention, and those of ordinary skill in the art can also obtain other drawings based on these drawings without creative efforts.

[0031] Figure 1 is a schematic diagram of a single-side bridge wheel off-bridge detection system provided by an embodiment of the present invention;

[0032] Figure 2 is a schematic diagram of a single-side bridge wheel off-bridge detection system provided by another embodiment of the present invention;

[0033] Figure 3 is an interaction flow schematic diagram of a single-side bridge wheel off-bridge detection method provided by an embodiment of the present invention;

[0034] Figure 4 is an example diagram of obtaining a detection result on whether a wheel has fallen off the bridge provided by an embodiment of the present invention;

[0035] Figure 5 is a schematic diagram of a single-side bridge wheel off-bridge detection device provided by an embodiment of the present invention;

[0036] Figure 6 is a schematic diagram of a terminal device provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0037] In the following description, specific details such as specific system structures and technologies are presented for the purpose of illustration rather than limitation, so as to thoroughly understand the embodiments of the present invention. However, those skilled in the art should understand that the present invention can also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid unnecessary details from interfering with the description of the present invention.

[0038] In order to illustrate the technical solutions described in the present invention, specific embodiments are used for illustration below.

[0039] Figure 1 A schematic diagram of a unilateral bridge wheel off-bridge detection system provided for an embodiment of the present invention may include at least three angular acceleration sensors 101, a data acquisition device 102, an in-vehicle satellite positioning base station 103, and a data processing device 104.

[0040] The at least three angular acceleration sensors 101 are respectively arranged on the axles connected to the wheels of the vehicle, and are used to periodically detect the acceleration and tilt angle of the vehicle;

[0041] The data acquisition device 102 is respectively connected to the at least three angular acceleration sensors 101 and the data processing device 104, and is used to collect the acceleration data and tilt angle detected by the at least three angular acceleration sensors 101, and transmit the acceleration data and the tilt angle to the data processing device 104;

[0042] The in-vehicle satellite positioning base station 103 is connected to the data processing device 104, and is used to obtain the real-time position of the vehicle, and transmit the real-time position to the data processing device 104 in real time;

[0043] The data processing device 104 is used to receive the acceleration data, the tilt angle, and the real-time position, and obtain a detection result of whether the wheel has fallen off the bridge based on the acceleration data and the real-time position.

[0044] Optionally, the data acquisition device 102 may summarize and integrate the acceleration data and tilt angle of the at least three angular acceleration sensors 101 and send them to the data processing device 104 as one record or one piece of data. The data acquisition device 102 and the data processing device 104 are connected through a serial communication line, which can reduce the number of interface uses of the data processing device 104.

[0045] Optionally, two of the at least three angular acceleration sensors in 101 are arranged on the front axle of the vehicle, and the remaining angular acceleration sensors are arranged on the rear axle of the vehicle. For example Figure 2As shown, the first angular acceleration sensor and the second angular acceleration sensor are respectively arranged on the front axle of the vehicle, and the third angular acceleration sensor is arranged on the rear axle of the vehicle.

[0046] Optionally, two of the at least three angular acceleration sensors 101 are respectively arranged at two ends of the front axle of the vehicle, at a preset distance close to the inner side of the wheels. For example Figure 2 As shown, the first angular acceleration sensor is arranged at both ends of the front axle of the vehicle, close to the left wheel position, and the second angular acceleration sensor is arranged at both ends of the front axle of the vehicle, close to the right wheel position.

[0047] Optionally, when the at least three angular acceleration sensors 101 are three angular acceleration sensors, the first angular acceleration sensor and the second angular acceleration sensor are respectively arranged at two ends of the front axle of the vehicle, at a preset distance close to the inner side of the wheels, and the third angular acceleration sensor is arranged at the middle position of the rear axle of the vehicle. For example Figure 2 As shown, that is, the third angular acceleration sensor is arranged at the middle position of the rear axle of the vehicle.

[0048] Optionally, when the at least three angular acceleration sensors 101 are four angular acceleration sensors, the first angular acceleration sensor and the second angular acceleration sensor are respectively arranged at two ends of the front axle of the vehicle, at a preset distance close to the inner side of the wheels, and the third angular acceleration sensor and the fourth angular acceleration sensor are respectively arranged at two ends of the rear axle of the vehicle, at a preset distance close to the inner side of the wheels. That is, the third angular acceleration sensor and the fourth angular acceleration sensor respectively correspond to the installation positions of the first angular acceleration sensor and the second angular acceleration sensor.

[0049] Optionally, the wheel falling off the bridge can be divided into two types, one is a rapid wheel falling off the bridge, and the other is a slow wheel falling off the bridge. When the wheel rapidly falls off the bridge, the acceleration data of the vehicle suddenly increases, and at this time, it can be determined that the wheel has fallen off the bridge. In addition, since the tilt angle of the vehicle is calculated by participating in the acceleration data, the tilt angle will be affected when the acceleration data is unstable, resulting in a relatively large error. And because the angle data has software filtering, the tilt angle error will continue for a certain period of time. Therefore, when a rapid wheel falling off the bridge occurs, if the tilt angle is used for evaluation, there will be an error. Therefore, the acceleration data is first used for evaluation.

[0050] Optionally, if only one angular acceleration sensor is installed on the front axle and the tilt angle is simply used to judge whether the wheel has fallen off the bridge, there will be a large number of misjudgments. The angular acceleration sensor on the wheel on the other side of the front axle that has not yet reached the bridge is little affected by acceleration, and the angular data is accurate. Therefore, it is more reliable and real-time to use the acceleration data to judge whether there is a rapid fall off the bridge. The angular acceleration sensor on the other side is used to judge whether there is a slow fall off the bridge, so as to make up for the situation where when the acceleration data is not large enough, a more accurate angle is used to judge whether the wheel has fallen off the bridge, so that misjudgments will not occur. Therefore, two angular acceleration sensors need to be set on the front axle.

[0051] Optionally, the reason why only one angular acceleration sensor can be installed on the rear axle is that: whether using the acceleration difference or the tilt angle difference to judge whether the wheel has fallen off the bridge on the rear axle, only one fall off the bridge needs to be judged for each bridge. Unlike the front axle, after the wheel has fallen off the bridge, the wheel can be made to get back on the bridge again by turning the steering wheel, resulting in multiple fall off the bridge situations. Moreover, the wheel fall off the bridge on the rear axle only occurs in two states: either the front axle has already fallen off the bridge or the front axle has never reached the bridge. If either of these two states occurs on the front axle, 10 points will be deducted, and as long as the deduction in the whole project operation is more than 10 points, it will be unqualified. Therefore, when the rear wheel has fallen off the bridge once, 20 points have already been deducted cumulatively. So installing one sensor on the rear axle can meet the judging requirements of the project, which can save costs. If you want to judge multiple fall off the bridge situations for the rear wheels, just install one sensor on each side of the rear axle wheels like the front axle.

[0052] Optionally, the single-side bridge wheel fall off detection system may further include at least three sensor fixing brackets 105.

[0053] The at least three sensor fixing brackets 105 are respectively arranged on the axle connected to the vehicle wheel, and are used to fix the at least three angular acceleration sensors 101; the at least three sensor fixing brackets 105 are arranged in one-to-one correspondence with the at least three angular acceleration sensors 101. It can be understood that, as Figure 2 shown, a sensor fixing bracket is respectively arranged corresponding to the first angular acceleration sensor, the second angular acceleration sensor, and the third angular acceleration sensor. Or, a sensor fixing bracket is respectively arranged corresponding to the first angular acceleration sensor, the second angular acceleration sensor, the third angular acceleration sensor, and the fourth angular acceleration sensor.

[0054] Optionally, the sensor fixing bracket can be welded to the axle connected to the vehicle wheel to be more firm, ensuring that the data detected by the fixed angular acceleration sensor is less interfered and the data is more accurate.

[0055] Optionally, the data processing device 104 is an in-vehicle computer.

[0056] The above-mentioned single-side bridge wheel off-bridge detection system sets at least three angular acceleration sensors on the axle connected to the wheel to obtain the acceleration and tilt angle of the vehicle, and the on-vehicle satellite positioning base station obtains the real-time position of the vehicle. Thus, the data processing device can obtain the detection result of whether the wheel has fallen off the bridge based on the acceleration data, the tilt angle, and the real-time position, so as to accurately detect whether the wheel has fallen off the bridge, and there will be no misjudgment of the wheel off the bridge caused by the low detection accuracy of the "button" contact switch and the satellite positioning error, and the mechanical structure of the single-side bridge body is simplified.

[0057] As Figure 3 shown, an embodiment of the present invention further provides a method for detecting whether a single-side bridge wheel has fallen off the bridge. The single-side bridge wheel off-bridge detection system described in any of the above embodiments is used to detect whether a single-side bridge wheel has fallen off the bridge. The single-side bridge wheel off-bridge detection method includes the following steps.

[0058] Step 301, obtain the real-time position of the vehicle and periodically obtain the acceleration data detected by at least three angular acceleration sensors and the tilt angle of the vehicle respectively.

[0059] Optionally, in order to obtain the detection result of whether the vehicle has fallen off the bridge, the first acceleration data and the first tilt angle when the vehicle travels to the front of the single-side bridge and has not yet traveled onto the single-side bridge can be obtained respectively, and the first acceleration data and the first tilt angle are used as reference data to be compared with the second acceleration data and the second tilt angle periodically detected when the vehicle travels onto the single-side bridge, and jointly judge whether the single-side bridge wheel has fallen off the bridge.

[0060] Step 302, process the obtained acceleration data and tilt angle according to the real-time position of the vehicle to obtain the detection result of whether the wheel has fallen off the bridge.

[0061] Optionally, the single-side bridge wheel off-bridge detection project is divided into two stages. The first stage is for the vehicle's left wheels, including the left front wheel and the left rear wheel, to cross the bridge, and the second stage is for the vehicle's right wheels, including the right front wheel and the right rear wheel, to cross the bridge. When it is detected that any wheel has fallen off the bridge, 10 points will be deducted, and if the total deduction during the entire project operation is greater than 10 points, it is unqualified.

[0062] Optionally, as Figure 4 shown, processing the obtained acceleration data and tilt angle according to the real-time position of the vehicle to obtain the detection result of whether the wheel has fallen off the bridge may include the following steps.

[0063] Step 401, calculate the acceleration data difference between the first acceleration data and multiple second acceleration data respectively.

[0064] Wherein the first acceleration data is the acceleration data of all angular acceleration sensors when the vehicle travels before reaching the single-plank bridge and has not yet reached the single-plank bridge, and the second acceleration data is the acceleration data of the corresponding angular acceleration sensors when the vehicle travels onto the single-plank bridge.

[0065] Optionally, the data acquisition device periodically acquires the acceleration data of each angular acceleration sensor, and then, in combination with the real-time position of the vehicle acquired by the in-vehicle satellite positioning base station, the data processing device calculates the acceleration data. For example, after the first acceleration data is acquired when the vehicle travels onto the single-plank bridge, the difference is calculated with the first acceleration data when the vehicle travels before reaching the single-plank bridge and has not yet reached the single-plank bridge. Then, after the second acceleration data is acquired, the difference is calculated with the first acceleration data again, and so on. It should be noted that the acceleration data used for calculating the difference comes from the same angular acceleration sensor.

[0066] Step 402, calculate the tilt angle differences between the first tilt angle and the multiple second tilt angles respectively.

[0067] Wherein the first tilt angle is the tilt angle data of all angular acceleration sensors when the vehicle travels before reaching the single-plank bridge and has not yet reached the single-plank bridge, and the second tilt angle is the tilt angle data of the corresponding angular acceleration sensors when the vehicle travels onto the single-plank bridge.

[0068] Optionally, the data acquisition device periodically acquires the tilt angles of each angular acceleration sensor, and then, in combination with the real-time position of the vehicle acquired by the in-vehicle satellite positioning base station, the data processing device calculates the tilt angles. For example, after the first tilt angle is acquired when the vehicle travels onto the single-plank bridge, the difference is calculated with the first tilt angle when the vehicle travels before reaching the single-plank bridge and has not yet reached the single-plank bridge. Then, after the second tilt angle is acquired, the difference is calculated with the first tilt angle again, and so on. It should be noted that the tilt angles used for calculating the difference come from the same angular acceleration sensor.

[0069] Step 403, when the acceleration data difference exceeds the first preset range, determine that the wheel has fallen off the bridge.

[0070] Optionally, the wheel falling off the bridge can be divided into two cases: one is a rapid fall-off, and the other is a slow fall-off. When the wheel rapidly falls off the bridge, the acceleration data of the vehicle suddenly increases, and at this time, it can be determined that the wheel has fallen off the bridge. In addition, since the tilt angle of the vehicle is calculated by participating in the acceleration data, when the acceleration data is unstable, it will affect the tilt angle, resulting in a relatively large error. And because the angle data has software filtering, the tilt angle error will persist for a certain period of time. Therefore, when a rapid fall-off occurs, if the tilt angle is used for evaluation, there will be an error. Therefore, the acceleration data is first used for evaluation.

[0071] Optionally, if only one angular acceleration sensor is installed on the front axle and the tilt angle is simply used to judge whether the wheel has fallen off the bridge, there will be a large misjudgment situation. The angular acceleration sensor on the wheel on the other side of the front axle that has not yet reached the bridge is little affected by acceleration, and the angle data is accurate. Therefore, it is more reliable and real-time to use the acceleration data to judge whether there is a rapid fall-off. Use the angular acceleration sensor on the other side to judge whether there is a slow fall-off, so as to make up for the situation where when the acceleration data is not large enough, a more accurate angle is used to judge whether the wheel has fallen off the bridge, so that no misjudgment will occur. Therefore, two angular acceleration sensors need to be set on the front axle.

[0072] Optionally, the reason why only one angular acceleration sensor can be installed on the rear axle is that whether the acceleration difference or the tilt angle difference is used to judge whether the wheel has fallen off the bridge on the rear axle, each bridge only needs to judge the fall-off once. Unlike the front axle, after the wheel has fallen off the bridge, the wheel can be made to get back on the bridge again by turning the steering wheel, resulting in multiple fall-off situations. Moreover, the wheel fall-off on the rear axle only occurs in two states: either the front axle has already fallen off or the front axle has never reached the bridge. If either of these two states occurs on the front axle, 10 points will be deducted, and as long as the deduction in the entire project operation is greater than 10 points, it will be unqualified. Therefore, when the rear wheel has a fall-off once, 20 points have already been accumulated in total. So installing one sensor on the rear axle can meet the evaluation requirements of the project, which can save costs. If you want to judge multiple fall-offs of the rear wheel, just install one sensor on each side of the rear axle wheels like the front axle.

[0073] Step 404, when the acceleration data difference is within the first preset range, detect whether the tilt angle difference of the current wheel exceeds the second preset range.

[0074] Optionally, the first preset range and the second preset range can be set according to the height of the single-side bridge of the actual site, and the first preset range and the second preset range are not limited in this application.

[0075] Optionally, when the acceleration data difference is within the first preset range, it can be explained that the fall-off situation that occurs is a slow fall-off, so the tilt angle difference can be used for evaluation.

[0076] Step 405: When the difference in tilt angles exceeds the second preset range, it is determined that the wheel has fallen off the bridge.

[0077] Step 406: When the difference in tilt angles is within the second preset range, it is determined that the wheel has not fallen off the bridge.

[0078] The above method for detecting whether a single-side bridge wheel has fallen off the bridge obtains the real-time position of the vehicle and periodically obtains the acceleration data detected by at least three angular acceleration sensors and the tilt angle of the vehicle respectively; processes the obtained acceleration data and tilt angle according to the real-time position of the vehicle to obtain the detection result of whether the wheel has fallen off the bridge, so that an accurate detection result of whether a single-side bridge wheel has fallen off the bridge can be obtained, and it solves the problem of misjudgment of the wheel falling off the bridge caused by the low detection accuracy of the "button" contact switch and the satellite positioning error, and simplifies the mechanical structure of the single-side bridge body.

[0079] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The order of execution of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

[0080] Corresponding to the method for detecting whether a single-side bridge wheel has fallen off the bridge described in the above embodiments, Figure 5 The example diagram of the device for detecting whether a single-side bridge wheel has fallen off the bridge provided by the embodiment of the present invention is shown. As Figure 5 shown, the device may include: an acquisition module 501 and a processing module 502;

[0081] The acquisition module 501 is configured to acquire the real-time position of the vehicle and periodically acquire the acceleration data detected by at least three angular acceleration sensors and the tilt angle of the vehicle respectively;

[0082] The processing module 502 is configured to process the obtained acceleration data and tilt angle according to the real-time position of the vehicle to obtain the detection result of whether the wheel has fallen off the bridge.

[0083] Optionally, the processing module 502 may be configured to: calculate the acceleration data difference between the first acceleration data and a plurality of second acceleration data respectively, where the first acceleration data is the acceleration data of all angular acceleration sensors when the vehicle travels before reaching the single-side bridge and has not yet reached the single-side bridge, and the second acceleration data is the acceleration data of the corresponding angular acceleration sensors when the vehicle travels onto the single-side bridge;

[0084] Calculate the tilt angle differences of the first tilt angle and multiple second tilt angles respectively, where the first tilt angle is the tilt angle data of all angular acceleration sensors when the vehicle travels before reaching the single-side bridge and has not yet driven onto the single-side bridge, and the second tilt angle is the tilt angle data of the corresponding angular acceleration sensors when the vehicle drives onto the single-side bridge;

[0085] When the acceleration data difference exceeds the first preset range, it is determined that the wheel has fallen off the bridge;

[0086] When the acceleration data difference is within the first preset range, it is detected whether the tilt angle difference of the current wheel exceeds the second preset range;

[0087] When the tilt angle difference exceeds the second preset range, it is determined that the wheel has fallen off the bridge;

[0088] When the tilt angle difference is within the second preset range, it is determined that the wheel has not fallen off the bridge.

[0089] The above single-side bridge wheel-off-bridge detection device obtains the real-time position of the vehicle through the acquisition module and periodically obtains the acceleration data detected by at least three angular acceleration sensors and the tilt angle of the vehicle respectively; according to the real-time position of the vehicle, the processing module processes the obtained acceleration data and the tilt angle to obtain the detection result of whether the wheel has fallen off the bridge, so as to obtain an accurate single-side bridge wheel-off-bridge detection result, and solves the problem of false judgment of wheel-off-bridge caused by low detection accuracy of the "button" contact switch and satellite positioning error, and simplifies the mechanical structure of the single-side bridge bridge body.

[0090] Figure 6 It is a schematic diagram of a terminal device provided by an embodiment of the present invention. As Figure 6 shown, the terminal device 600 of this embodiment includes: a processor 601, a memory 602, and a computer program 603 stored in the memory 602 and executable on the processor 601, such as a single-side bridge wheel-off-bridge detection program. When the processor 601 executes the computer program 603, it implements the steps in the above single-side bridge wheel-off-bridge detection method embodiment, such as Figure 3 the steps 101 to 102 shown, or Figure 4 the steps 401 to 406 shown, and when the processor 601 executes the computer program 603, it implements the functions of each module in the above device embodiments, such as Figure 5 the functions of the modules 501 to 502 shown.

[0091] Exemplarily, the computer program 603 can be divided into one or more program modules, which are stored in the memory 602 and executed by the processor 601 to implement the present invention. The one or more program modules can be a series of computer program instruction segments capable of performing specific functions, and these instruction segments are used to describe the execution process of the computer program 603 in the single-side bridge wheel off-bridge detection device or the terminal device 600. For example, the computer program 603 can be divided into an acquisition module 501 and a processing module 502, and the specific functions of each module are as Figure 5 shown and will not be elaborated here one by one.

[0092] The terminal device 600 can be a computing device such as a desktop computer, a notebook, a palm computer, and a cloud server. The terminal device may include, but is not limited to, a processor 601 and a memory 602. Those skilled in the art can understand that Figure 6 these are merely examples of the terminal device 600 and do not constitute a limitation on the terminal device 600. It may include more or fewer components than shown in the figure, or combine certain components, or different components. For example, the terminal device may further include input / output devices, network access devices, a bus, etc.

[0093] The so-called processor 601 may be a central processing unit (CPU), or may also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0094] The memory 602 may be an internal storage unit of the terminal device 600, such as the hard disk or memory of the terminal device 600. The memory 602 may also be an external storage device of the terminal device 600, such as a plug-in hard disk equipped on the terminal device 600, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. Further, the memory 602 may also include both the internal storage unit of the terminal device 600 and the external storage device. The memory 602 is used to store the computer program and other programs and data required by the terminal device 600. The memory 602 may also be used to temporarily store the data that has been output or will be output.

[0095] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above division of each functional unit and module is used as an example. In actual applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of the present application. The specific working processes of the units and modules in the above system can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein.

[0096] In the above embodiments, the descriptions of the various embodiments have their own emphases. For the parts not detailed or recorded in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0097] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, or by a combination of computer software and electronic hardware. Whether these functions are executed in hardware or software depends on the specific application and design constraints of the technical solution. A professional technician can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0098] In the embodiments provided by the present invention, it should be understood that the disclosed device / terminal device and method can be implemented in other ways. For example, the device / terminal device embodiments described above are merely illustrative. For example, the division of the modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces. The indirect couplings or communication connections of the devices or units can be in electrical, mechanical or other forms.

[0099] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0100] In addition, in each embodiment of the present invention, the functional units can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

[0101] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, to implement all or part of the processes in the above method embodiments of the present invention, it can also be completed by a computer program instructing the relevant hardware. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form, etc. The computer-readable medium can include: any entity or device that can carry the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0102] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A single-side bridge wheel off-bridge detection system, characterized in that, it includes: at least three angular acceleration sensors, a data acquisition device, an in-vehicle satellite positioning base station, and a data processing device; the at least three angular acceleration sensors are respectively arranged on the axles connected to the wheels of the vehicle, and are used for periodically detecting the acceleration and tilt angle of the vehicle; the data acquisition device is respectively connected to the at least three angular acceleration sensors and the data processing device, and is used for acquiring the acceleration data and tilt angle detected by the at least three angular acceleration sensors, and transmitting the acceleration data and the tilt angle to the data processing device; the in-vehicle satellite positioning base station is connected to the data processing device, and is used for obtaining the real-time position of the vehicle, and transmitting the real-time position to the data processing device in real time; the data processing device is used for receiving the acceleration data, the tilt angle, and the real-time position, and obtaining the acceleration data difference between the acceleration data when the vehicle travels to the single-side bridge but has not yet traveled onto the single-side bridge and the acceleration data when the vehicle travels onto the single-side bridge based on the real-time position and the acceleration data, and obtaining the tilt angle difference between the tilt angle when the vehicle travels to the single-side bridge but has not yet traveled onto the single-side bridge and the tilt angle when the vehicle travels onto the single-side bridge based on the real-time position and the tilt angle. If the acceleration data difference exceeds a first preset range, it is determined that the wheel has fallen off the bridge; if the acceleration data difference is within the first preset range and the tilt angle difference exceeds a second preset range, it is determined that the wheel has fallen off the bridge; if the acceleration data difference is within the first preset range and the tilt angle difference is within the second preset range, it is determined that the wheel has not fallen off the bridge.

2. The single-side bridge wheel off-bridge detection system according to claim 1, characterized in that, two of the at least three angular acceleration sensors are arranged on the front axle of the vehicle, and the remaining angular acceleration sensors are arranged on the rear axle of the vehicle.

3. The single-side bridge wheel off-bridge detection system according to claim 2, characterized in that, two of the at least three angular acceleration sensors are respectively arranged at two ends of the front axle of the vehicle at a preset distance close to the inner side of the wheels.

4. The single-side bridge wheel off-bridge detection system according to claim 3, characterized in that, when the at least three angular acceleration sensors are three angular acceleration sensors, the first angular acceleration sensor and the second angular acceleration sensor are respectively arranged at two ends of the front axle of the vehicle at a preset distance close to the inner side of the wheels, and the third angular acceleration sensor is arranged at the middle position of the rear axle of the vehicle.

5. The single-side bridge wheel off-bridge detection system according to claim 3, characterized in that, When the at least three angular acceleration sensors are four angular acceleration sensors, the first angular acceleration sensor and the second angular acceleration sensor are respectively arranged at two ends of the front axle of the vehicle, at a preset distance close to the inner side of the wheels, and the third angular acceleration sensor and the fourth angular acceleration sensor are respectively arranged at two ends of the rear axle of the vehicle, at a preset distance close to the inner side of the wheels.

6. The single-side bridge wheel falling-off detection system according to any one of claims 1 to 5, characterized in that, the single-side bridge wheel falling-off detection system further comprises at least three sensor fixing brackets; the at least three sensor fixing brackets are respectively arranged on the axles connected to the wheels of the vehicle for fixing the at least three angular acceleration sensors; the at least three sensor fixing brackets are arranged in one-to-one correspondence with the at least three angular acceleration sensors.

7. The single-side bridge wheel falling-off detection system according to claim 1, characterized in that, the data processing device is an on-vehicle computer.

8. A single-side bridge wheel falling-off detection method, characterized in that, using the single-side bridge wheel falling-off detection system according to any one of claims 1-7 to detect the single-side bridge wheel falling-off, the single-side bridge wheel falling-off detection method comprises: acquiring the real-time position of the vehicle and respectively and periodically acquiring the acceleration data detected by at least three angular acceleration sensors and the inclination angle of the vehicle; processing the obtained acceleration data and the inclination angle according to the real-time position of the vehicle to obtain a detection result of whether the wheel has fallen off the bridge.

9. The single-side bridge wheel falling-off detection method according to claim 8, characterized in that, the processing the obtained acceleration data and the inclination angle according to the real-time position of the vehicle to obtain a detection result of whether the wheel has fallen off the bridge comprises: respectively calculating the acceleration data differences between the first acceleration data and a plurality of second acceleration data, wherein the first acceleration data is the acceleration data of all angular acceleration sensors when the vehicle travels to the front of the single-side bridge and has not traveled onto the single-side bridge, and the second acceleration data is the acceleration data of the corresponding angular acceleration sensors when the vehicle travels onto the single-side bridge; respectively calculating the inclination angle differences between the first inclination angle and a plurality of second inclination angles, wherein the first inclination angle is the inclination angle data of all angular acceleration sensors when the vehicle travels to the front of the single-side bridge and has not traveled onto the single-side bridge, and the second inclination angle is the inclination angle data of the corresponding angular acceleration sensors when the vehicle travels onto the single-side bridge; when the acceleration data difference exceeds the first preset range, determining that the wheel has fallen off the bridge; when the acceleration data difference is within the first preset range, detecting whether the inclination angle difference of the current wheel exceeds the second preset range; when the inclination angle difference exceeds the second preset range, determining that the wheel has fallen off the bridge; when the inclination angle difference is within the second preset range, determining that the wheel has not fallen off the bridge.

10. A single-side bridge wheel falling-off detection device, characterized in that, Adopt the single-side bridge wheel off-bridge detection system described in any one of the above claims 1-7, and the single-side bridge wheel off-bridge detection device includes: An acquisition module, configured to acquire the real-time position of the vehicle and periodically acquire the acceleration data detected by at least three angular acceleration sensors and the tilt angle of the vehicle respectively; A processing module, configured to process the obtained acceleration data and the tilt angle according to the real-time position of the vehicle to obtain a detection result on whether the wheel has fallen off the bridge.

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