A hierarchical monitoring and early warning system for urban road waterlogging

Abstract

A hierarchical monitoring and early warning system for water accumulation on urban roads relates to the technical field of monitoring and early warning for water accumulation on urban roads, and includes a monitoring inspection vehicle, a water depth measuring device, and a control system. The present invention does not need to measure the water depth for each pothole through a water depth measuring device, which effectively improves the practicality. The monitoring inspection vehicle monitors the pothole status on the road surface and collects data information. By calculating the correlation curve between the benchmark pothole and the remaining potholes, the real-time water depth of the remaining potholes can be obtained in time. Combined with the calculation of the additional water receiving area, the corrected real-time water depth of the remaining potholes that is close to accurate can be obtained. By measuring the real-time water depth of the benchmark pothole and the corrected real-time water depth, effective early warnings can be given for different vehicle models, so that drivers can truly avoid risks, and at the same time, it also provides strong support for the planning and guidance of urban traffic.

Description

Technical Field

[0001] The present invention relates to the technical field of urban road waterlogging monitoring and early warning, and in particular to an urban road waterlogging hierarchical monitoring and early warning system. Background Art

[0002] With the further development of urban roads in my country, traffic safety issues have become a hot topic. During the rainy season, many cities are faced with the dilemma of waterlogging. The drainage capacity of the drainage network can no longer meet the needs of urban development. The problem of waterlogging has become an obstacle to urban development, causing great harm to urban traffic, traveler safety and social economy.

[0003] In order to solve the above problems, people provide early warning for vehicle travel by measuring the depth of the waterlogged area. However, the existing devices for measuring the depth of waterlogged areas and early warning methods still have the following defects:

[0004] (1) Most devices for measuring the depth of accumulated water are fixed devices. When used, although they can measure the depth of water in potholes, they also hinder traffic;

[0005] (2) Due to the random distribution of potholes on the road surface, many potholes are located in areas where vehicles pass. When it rains, it is impossible to temporarily detect these potholes using devices that measure the depth of accumulated water;

[0006] (3) Due to the complex characteristics of road surface deformation, even if the water depth of individual potholes is measured, it is impossible to infer the water depth of other potholes that have not been measured;

[0007] (4) Since it is impossible to conduct a comprehensive inspection of potholes in the area, even if the existing warning methods give drivers certain reminders, they are not sufficient for reference and it is difficult for drivers to truly avoid risks. At the same time, it is also difficult to provide strong support for the planning and guidance of urban traffic.

[0008] Based on the above reasons, it is necessary to further improve the existing technology. Summary of the invention

[0009] The present invention provides a hierarchical monitoring and early warning system for urban road waterlogging, the purpose of which is to solve the problems (1)-(4) in the prior art, thereby enabling drivers to avoid risks through hierarchical early warnings, and at the same time providing strong support for urban traffic diversion and management on rainy days.

[0010] To solve the above problems, the technical solution of the present invention is:

[0011] A system for monitoring and warning of water accumulation in urban roads at different levels comprises a monitoring and inspection vehicle, a water depth measuring device and a control system. The monitoring and inspection vehicle inspects urban roads regularly. During the inspection, the size of potholes on the road surface is measured by a measuring device on the vehicle. The measured data is stored in a controller in the monitoring and inspection vehicle and shared with the control system through a wireless transmission mode. The control system performs data analysis on the measurement results through a preset program and draws a three-dimensional pothole map. The depth, area and volume of each pothole in the same road section are obtained through data analysis, and then a pothole located on the roadside with the largest volume and the deepest depth is selected as a reference pothole. Mathematical simulation software is used to simulate the situation on a rainy day, and the pothole is mapped according to the area of ​​the upper port of the pothole. The water receiving area calculates the amount of water received by each pothole per unit time, and combines the volume, depth and three-dimensional model diagram of each pothole to calculate the time variation curve of the ratio of the water depth of the remaining potholes to the water depth of the benchmark pothole under the same precipitation speed. The time variation curve of this proportional relationship is used as the first correlation indicator of the water depth of the benchmark pothole on a rainy day and the water depth of the remaining potholes. The water depth measuring device is arranged in the benchmark pothole and is connected to the control system signal by wireless transmission or wired transmission. The control system calculates the real-time water depth of the remaining potholes based on the first correlation indicator and the real-time water depth of the benchmark pothole on a rainy day, and issues an early warning of the water depth in each pothole based on the precipitation rate.

[0012] Preferably, when the conditions for selecting the benchmark potholes are not met, the benchmark potholes are obtained by artificial excavation; when calculating the amount of water received by each pothole per unit time based on the water receiving area of ​​the upper port of the pothole, in addition to considering the precipitation rate and the area factor of the upper port of the pothole, the influence of water overflow from the edge of the upper port of the pothole into the pothole is also considered, and according to the height of the road surface terrain, the raining situation is simulated by mathematical simulation software, and when some areas of the road surface will inevitably cause precipitation in the area to flow into a certain pothole due to the influence of the terrain, the area of ​​the area is incorporated into the water receiving area of ​​the corresponding pothole, and the incorporated water receiving area is recorded as the additional water receiving area, and the water receiving amount of the additional water receiving area per unit time of each pothole is calculated, and the real-time water accumulation depth of the remaining potholes obtained by calculation is added to the water receiving amount brought by the additional water receiving area, and the corrected real-time water accumulation depth of the remaining potholes at this time is calculated by mathematical simulation.

[0013] Preferably, when a water accumulation warning is issued, the warning is issued based on the real-time water accumulation depth obtained by measuring the benchmark pothole and the corrected real-time water accumulation depth of the remaining potholes.

[0014] Preferably, when a water accumulation warning is issued, the water wading capabilities of various vehicle models are evaluated based on the exhaust pipe outlet height and the engine air intake height of the vehicle. When a water accumulation warning is issued, the control system sends a warning message to the driver's dedicated app software via a wireless transmission mode, and the warning information is configured for the vehicle's water wading capability.

[0015] Preferably, the monitoring and inspection vehicle includes a vehicle body, linear slide rails are provided on both sides of the top of the vehicle body along the front-rear direction, sliding beams are slidably connected to the linear slide rails respectively, cross beams are fixedly provided on the tops of the two sliding beams along the left-right direction, an ultrasonic topograph is provided at the bottom of the cross beam, the ultrasonic topograph moves back and forth along the cross beam through a first driving mechanism, the sliding beam moves back and forth along the linear slide rails through a second driving mechanism, and the ultrasonic topograph is electrically connected to the controller.

[0016] Preferably, the first driving mechanism includes a driving motor arranged at one end of the beam, a linear slide groove opened in the beam along the length direction of the beam, a slider slidably connected to the linear slide groove, a strip groove arranged at the lower end of the linear slide groove and penetrating the lower end surface of the beam, and a connecting block passing through the strip groove and connecting the ultrasonic topograph and the slider. A lead screw is also provided in the linear slide groove, and the lead screw is threadedly connected to the slider. One end of the lead screw is rotatably connected to the groove wall of the linear slide groove, and the other end can rotatably pass through the side end surface of the beam and is fixedly connected to the output shaft of the driving motor. The controller is configured to control the driving motor.

[0017] Preferably, the linear slide rail is provided with a T-shaped slide groove with an open end facing upward, the sliding beam is a T-shaped beam, and the bottom end of the sliding beam is slidably connected to the T-shaped slide groove, and the second driving mechanism includes an embedded rack arranged at the bottom end of the sliding beam along the length direction, a dual-axis motor fixedly arranged on the top of the vehicle body, and a fixed plate fixedly arranged on both sides of the dual-axis motor, the ends of the two output shafts of the dual-axis motor are respectively connected to transmission shafts that penetrate the fixed plate and are rotatably connected to the fixed plate, and the end of the transmission shaft away from the dual-axis motor is fixedly connected to a gear, and the gear is meshingly connected to the rack.

[0018] Preferably, a counterweight is also provided at the rear end of the vehicle body.

[0019] Preferably, the water depth measuring device includes a sleeve, a counterweight base is fixedly provided at the bottom end of the outer wall of the sleeve, a plurality of through holes are evenly distributed on the outer wall of the sleeve, a filter screen is wrapped around the outer surface of the sleeve, a grating scale is axially provided on the inner wall of the sleeve, a guide column is axially provided at the bottom end of the sleeve, a floating plate is slidably connected to the guide column, one end of the floating plate is connected to the reading head of the grating scale, and the grating scale is connected to the control system signal via a wired or wireless mode.

[0020] The urban road water accumulation classification monitoring and early warning system of the present invention has the following beneficial effects: the present invention does not need to measure the water accumulation depth for each pothole by a water depth measuring device, which effectively improves the practicality; the pothole status on the road surface is monitored by a monitoring patrol vehicle, and data information is collected; the real-time water accumulation depth of the remaining potholes can be obtained in time by calculating the correlation curve between the benchmark pothole and the remaining potholes; combined with the calculation of the additional water receiving area, the corrected real-time water accumulation depth of the remaining potholes that is close to accurate can be obtained; by measuring the real-time water accumulation depth of the benchmark pothole and the corrected real-time water accumulation depth, effective early warnings can be given for different vehicle models, so that drivers can truly avoid risks, and at the same time, it also provides strong support for the planning and guidance of urban traffic. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 , a schematic diagram of the structure of the monitoring and inspection vehicle of the present invention;

[0022] Figure 2 , a schematic diagram of the monitoring inspection vehicle of the present invention when in operation;

[0023] Figure 3 , a partial schematic diagram of the front end of the monitoring inspection vehicle of the present invention;

[0024] Figure 4 , a schematic diagram of potholes on the road surface of the present invention;

[0025] Figure 5 , a structural diagram of the water depth measuring device of the present invention;

[0026] Figure 6 , a structural diagram of the interior of the water depth measuring device of the present invention;

[0027] Figure 7 , a schematic diagram of the local structure of A of the present invention;

[0028] 1: vehicle body, 1-1: top of vehicle body, 2: linear slide rail, 3: sliding beam, 4: cross beam, 5: counterweight block, 6: pothole, 6-1: reference pothole, 7: ultrasonic topograph, 8: road surface, 9: driving motor, 10: lead screw, 11: linear slide groove, 12: slider, 13: connecting block, 14: dual-axis motor, 15: transmission shaft, 16: gear, 17: rack, 18: fixed plate; 19: sleeve, 20: counterweight base, 21: guide column, 22: grating ruler, 23: floating plate. DETAILED DESCRIPTION

[0029] The following describes in detail the implementation mode of the present invention in a step-by-step manner. The description is only a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

[0030] In the description of the present invention, it should be noted that the directions or positional relationships indicated by terms such as “upper”, “lower”, “left”, “right”, “top”, “bottom”, “inside” and “outside” are based on the directions or positional relationships shown in the accompanying drawings, and are only for the purpose of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, and a specific direction structure and operation, and therefore cannot be understood as a limitation on the present invention.

[0031] A graded monitoring and early warning system for urban road waterlogging, such as Figure 1-6 As shown, it includes a monitoring and inspection vehicle 1, a water depth measuring device, and a control system (not shown in the figure). Since the potholes on the road surface 8 change at any time, the monitoring and inspection vehicle 1 regularly inspects the urban roads. During the inspection, the size of the potholes on the road surface is measured by the on-board measuring device. The measured data is stored in the controller in the monitoring and inspection vehicle and shared with the control system through a wireless transmission mode. The control system performs data analysis on the measurement results through a preset program and draws a three-dimensional pothole map. The depth, area and volume of each pothole in the same road section are obtained through data analysis, and then a pothole located on the roadside with the largest volume and the deepest depth is selected as the reference pothole 6-1. Mathematical simulation software (such as the commonly used GMS software) is used to simulate the situation of a rainy day, and the water receiving amount per unit time of each pothole is calculated according to the water receiving area of ​​the upper port of the pothole (the precipitation per unit area per unit time is obtained according to meteorological information, and combined with the area of ​​the upper port of the pothole The method comprises the following steps: first, calculating the real-time water depth of the reference pothole on rainy days and the real-time water depth of the reference pothole on rainy days; second, calculating the real-time water depth of the reference pothole on rainy days; third, calculating the real-time water depth of the reference pothole on rainy days; fourth, calculating the real-time water depth of the reference pothole on rainy days; fifth ... Figure 4 As shown, the danger of each pothole for various types of vehicles is warned in a graphical manner.

[0032] like Figure 1-6As shown, when the conditions for selecting the reference pothole 6-1 are not met, the reference pothole 6-1 is obtained by artificial excavation; when the water intake per unit time of each pothole is calculated based on the water receiving area of ​​the upper port of the pothole, in addition to considering the precipitation rate and the area factor of the upper port of the pothole, the influence of water overflow from the edge of the upper port of the pothole into the pothole is also considered. According to the height of the road surface terrain, the raining situation is simulated by mathematical simulation software. When some areas of the road surface will inevitably cause precipitation in the area to flow into a certain pothole due to the influence of the terrain, the area of ​​the area is incorporated into the water receiving area of ​​the corresponding pothole, and the incorporated water receiving area is recorded as the additional water receiving area. The water intake per unit time of the additional water receiving area of ​​each pothole is calculated, and the real-time water accumulation depth of the remaining potholes obtained by calculation is added to the water intake brought by the additional water receiving area, and the corrected real-time water accumulation depth of the remaining potholes at this time is calculated by mathematical simulation (the influence factor of the ground water flow velocity is ignored here).

[0033] like Figure 1-6 As shown in the figure, when a waterlogging warning is issued, the warning is issued based on the real-time waterlogging depth measured by the benchmark pothole and the corrected real-time waterlogging depth of the remaining potholes.

[0034] like Figure 1-6 As shown, when a water accumulation warning is performed, the water wading capabilities of various vehicle models are evaluated based on the vehicle's exhaust pipe outlet height and engine air intake height. When a water accumulation warning is performed, the control system sends a warning message to the driver's dedicated app software via wireless transmission. The warning information is configured for the vehicle's water wading capability, that is, for some vehicle models, water accumulation of a certain depth does not constitute a danger, but for other vehicle models it may be very dangerous. At this time, the warning information includes information about the compatible vehicle models. For example, the warning information can be expressed as: a certain section of road has potholes and water accumulation that is not suitable for a certain vehicle model to pass.

[0035] like Figure 1-6 As shown, the monitoring and inspection vehicle includes a vehicle body 1, and linear slide rails 2 are provided on both sides of the top of the vehicle body 1 along the front-to-back direction, and sliding beams 3 are slidably connected to the linear slide rails 2 respectively, and cross beams 4 are fixedly provided on the tops of the two sliding beams 3 along the left-right direction, and an ultrasonic topograph 7 is provided at the bottom end of the cross beam 4. The ultrasonic topograph 7 moves back and forth along the cross beam 4 through a first driving mechanism, and the sliding beam 3 moves back and forth along the linear slide rail 2 through a second driving mechanism, and the ultrasonic topograph 7 is electrically connected to the controller.

[0036] like Figure 1-6As shown, the first driving mechanism includes a driving motor 9 arranged at one end of the beam 4, a linear slide 11 provided in the beam along the length direction of the beam 4, a slider 12 slidably connected in the linear slide 11, a strip groove (not shown) arranged at the lower end of the linear slide 11 and penetrating the lower end surface of the beam 4, and a connecting block 13 passing through the strip groove and connecting the ultrasonic tomography instrument 7 and the slider 12. A lead screw 10 is also arranged in the linear slide, and the lead screw 10 is screwed to the slider 12. One end of the lead screw 10 is rotatably connected to the groove wall of the linear slide 11, and the other end can rotatably penetrate the side end surface of the beam 4 and is fixedly connected to the output shaft of the driving motor 9. The controller is configured to control the driving motor. This arrangement realizes the lateral scanning of the ultrasonic tomography instrument.

[0037] like Figure 1-6 As shown, the linear slide rail 2 is provided with a T-shaped slide groove with an open end facing upward, the sliding beam 2 is a T-shaped beam, and the bottom end of the sliding beam 2 is slidably connected to the T-shaped slide groove. The second driving mechanism includes an embedded rack 17 arranged at the bottom end of the sliding beam 2 along the length direction, a dual-axis motor 14 fixedly arranged on the top end 1-1 of the vehicle body, and a fixed plate 18 fixedly arranged on both sides of the dual-axis motor 14. The ends of the two output shafts of the dual-axis motor are respectively connected to a transmission shaft 15 that penetrates the fixed plate 18 and is rotatably connected to the fixed plate 18. The end of the transmission shaft 15 away from the dual-axis motor 14 is fixedly connected to a gear 16, and the gear 16 is meshed with the rack 17.

[0038] like Figure 1-6 As shown, a counterweight 5 is also provided at the rear end of the vehicle body.

[0039] like Figure 1-6 As shown, the water depth measuring device includes a sleeve 19, a counterweight base 20 is fixedly provided at the bottom end of the outer wall of the sleeve 19, a plurality of through holes are evenly distributed on the outer wall of the sleeve 19, a filter screen (not shown in the figure) is wound around the outer surface of the sleeve, a grating scale 22 is axially provided on the inner wall of the sleeve 19, a guide column 21 is axially provided at the bottom end of the sleeve 19, a floating plate 23 is slidably connected to the guide column 21, one end of the floating plate 23 is connected to the reading head of the grating scale 22, and the grating scale 22 is connected to the control system signal through a wired or wireless mode.

[0040] Working principle of the present invention:

[0041] 1. Necessity of road surface monitoring and inspection: Due to the long-term load on urban roads and the influence of various geological factors, it is difficult to predict the appearance of potholes on the road surface. Therefore, regular inspections of the road surface can timely identify and measure new potholes, and re-collect data on the deformation or repair of existing potholes.

[0042] 2. Regarding the collection of pothole size, three-dimensional shape and depth, this belongs to the content of existing technology. By simulating precipitation, the curve relationship between the water depth between the benchmark pothole and the remaining potholes can be calculated. Based on this curve relationship, a model can be established. On rainy days, the real-time water depth of the remaining potholes can be calculated according to the rainfall rate and the real-time water depth of the benchmark pothole. On this basis, taking into account the additional water-receiving area, the real-time water depth of the remaining potholes can be corrected, so that the water depth data of the remaining potholes is more useful for reference.

[0043] 3. Based on the wading capabilities of different vehicle models, the measured water depth of the benchmark potholes and the corrected water depth of the remaining potholes, the control system can issue warning information for each pothole for a specific vehicle model, or for a certain road section. Since the warning information is highly reliable, the collected data is updated in a timely manner, and the data on potholes is comprehensive, it can provide drivers with sufficient travel references, and also provide strong support for the diversion and management of urban traffic on rainy days.

[0044] 4. The present invention uses an ultrasonic topograph to perform a comprehensive horizontal and vertical scan of the road surface where the potholes are located, thereby obtaining the measured data of the road surface where the additional water-receiving area and the potholes, which lays a foundation for various subsequent calculations and deductions.

[0045] 5. The present invention forms a water depth measuring device through components such as a grating scale, a floating plate, and a guide column. The device is set in a reference pothole on the roadside and will not affect the passage of vehicles. It has sufficient practicality, and the device has a simple structure, accurate measurement results, and waterproof performance, which can fully meet the needs of measuring the depth of accumulated water.

Claims

1. A hierarchical monitoring and early warning system for urban road waterlogging, characterized by: The system comprises a monitoring and inspection vehicle, a water depth measuring device and a control system. The monitoring and inspection vehicle inspects urban roads regularly. During the inspection, the size of potholes on the road surface is measured by the on-board measuring device. The measured data is stored in a controller in the monitoring and inspection vehicle and shared with the control system through a wireless transmission mode. The control system performs data analysis on the measurement results through a preset program and draws a three-dimensional pothole map. The depth, area and volume of each pothole in the same road section are obtained through data analysis, and then a pothole located on the roadside with the largest volume and the deepest depth is selected as a reference pothole. The situation on a rainy day is simulated by mathematical simulation software, and the water receiving area of ​​each pothole is calculated according to the water receiving area of ​​the upper port of the pothole. The amount of water received by the pothole per unit time is calculated, and combined with the volume, depth and three-dimensional model diagram of each pothole, the time variation curve of the ratio of the water depth of the remaining potholes to the water depth of the benchmark pothole under the same precipitation speed is calculated, and the time variation curve of this proportional relationship is used as the first correlation indicator between the water depth of the benchmark pothole on a rainy day and the water depth of the remaining potholes. The water depth measuring device is arranged in the benchmark pothole and is connected to the control system signal by wireless transmission or wired transmission. The control system calculates the real-time water depth of the remaining potholes based on the first correlation indicator and the real-time water depth of the benchmark pothole on a rainy day, and issues an early warning of the water depth in each pothole based on the precipitation rate.

2. The urban road waterlogging graded monitoring and early warning system as claimed in claim 1 is characterized by: When the conditions for selecting benchmark potholes are not met, the benchmark potholes are obtained by artificial excavation; when calculating the amount of water received by each pothole per unit time based on the water receiving area of ​​the upper port of the pothole, in addition to considering the precipitation rate and the area of ​​the upper port of the pothole, the impact of water overflow from the edge of the upper port of the pothole into the pothole is also considered, and according to the height of the road surface terrain, the raining situation is simulated by mathematical simulation software. When some areas of the road surface will inevitably cause precipitation in the area to flow into a certain pothole due to the influence of the terrain, the area of ​​the area is incorporated into the water receiving area of ​​the corresponding pothole, and the incorporated water receiving area is recorded as the additional water receiving area. The water receiving amount of the additional water receiving area of ​​each pothole per unit time is calculated, and the real-time water accumulation depth of the remaining potholes is added to the water receiving amount brought by the additional water receiving area, and the corrected real-time water accumulation depth of the remaining potholes at this time is calculated through mathematical simulation.

3. The urban road waterlogging graded monitoring and early warning system as claimed in claim 2 is characterized by: When issuing a waterlogging warning, the warning is issued based on the real-time waterlogging depth measured from the benchmark pothole and the corrected real-time waterlogging depth of the remaining potholes.

4. The urban road waterlogging graded monitoring and early warning system as claimed in claim 3 is characterized by: When conducting a water accumulation warning, the water wading capabilities of various vehicle models are evaluated based on the vehicle's exhaust pipe outlet height and engine air intake height. When a water accumulation warning is issued, the control system sends warning information to the driver's dedicated app software via wireless transmission. The warning information is configured for the vehicle's water wading capabilities.

5. The urban road waterlogging graded monitoring and early warning system as claimed in claim 4 is characterized by: The monitoring and inspection vehicle includes a vehicle body, and linear slide rails are provided on both sides of the top of the vehicle body along the front and rear directions. Sliding beams are slidably connected to the linear slide rails respectively. A cross beam is fixedly provided on the top of the two sliding beams along the left and right directions. An ultrasonic tomography instrument is provided at the bottom of the cross beam. The ultrasonic tomography instrument moves back and forth along the cross beam through a first driving mechanism, and the sliding beam moves back and forth along the linear slide rails through a second driving mechanism. The ultrasonic tomography instrument is electrically connected to the controller.

6. The urban road waterlogging graded monitoring and early warning system as claimed in claim 5 is characterized by: The first driving mechanism includes a driving motor arranged at one end of the beam, a linear slide groove opened in the beam along the length direction of the beam, a slider slidably connected to the linear slide groove, a strip groove arranged at the lower end of the linear slide groove and penetrating the lower end surface of the beam, and a connecting block passing through the strip groove and connecting the ultrasonic topograph and the slider. A lead screw is also arranged in the linear slide groove, and the lead screw is threadedly connected to the slider. One end of the lead screw is rotatably connected to the groove wall of the linear slide groove, and the other end can rotatably pass through the side end surface of the beam and is fixedly connected to the output shaft of the driving motor. The controller is configured to control the driving motor.

7. The urban road waterlogging graded monitoring and early warning system as claimed in claim 6 is characterized by: The linear slide rail is provided with a T-shaped slide groove with an open end facing upward, the sliding beam is a T-shaped beam, and the bottom end of the sliding beam is slidably connected to the T-shaped slide groove. The second driving mechanism includes an embedded rack arranged at the bottom end of the sliding beam along the length direction, a dual-axis motor fixedly arranged on the top of the vehicle body, and a fixed plate fixedly arranged on both sides of the dual-axis motor. The ends of the two output shafts of the dual-axis motor are respectively connected to transmission shafts that penetrate the fixed plate and are rotatably connected to the fixed plate. The end of the transmission shaft away from the dual-axis motor is fixedly connected to a gear, and the gear is meshingly connected to the rack.

8. A city road waterlogging graded monitoring and early warning system as claimed in any one of claims 5, 6 and 7, characterized in that: The rear end of the vehicle body is also provided with a counterweight.

9. The urban road waterlogging graded monitoring and early warning system as claimed in claim 8, characterized in that: The water depth measuring device includes a sleeve, a counterweight base is fixedly provided at the bottom end of the outer wall of the sleeve, a plurality of through holes are evenly distributed on the outer wall of the sleeve, a filter screen is wrapped around the outer surface of the sleeve, a grating scale is axially provided on the inner wall of the sleeve, a guide column is axially provided at the bottom end of the sleeve, a floating plate is slidably connected to the guide column, one end of the floating plate is connected to the reading head of the grating scale, and the grating scale is connected to the control system signal via a wired or wireless mode.

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