Urban elevated overweight and overload early warning method and system based on visual technology

Abstract

The invention discloses an urban viaduct overweight and overload early warning method and system based on a visual technology, relates to the field of viaduct overload detection, and solves the problem that current urban viaduct overweight and overload monitoring mostly depends on manual card setting detection of a traffic management department. According to the license plate number, judging that the corresponding vehicle leaves the urban viaduct or carrying out load analysis; shooting a real-time vehicle image of a corresponding vehicle driving into the urban viaduct, and analyzing the load condition of the corresponding vehicle driving into the urban viaduct according to the real-time vehicle image; based on the first deformation data, the deformation condition of the uphill road section corresponding to the urban viaduct is analyzed; when the corresponding vehicle driving into the urban viaduct enters the uphill road section, the external force deformation condition of the corresponding uphill road section of the urban viaduct is analyzed based on the second deformation data; according to the urban viaduct overweight and overload early warning system and method, intelligent early warning of the overweight and overload conditions of the urban viaduct is achieved based on the visual technology.

Description

Technical Field

[0001] The present invention belongs to the field of elevated overload detection and relates to visual recognition technology, and specifically to an urban elevated overweight and overload early warning method and system based on visual technology. Background Art

[0002] The urban elevated overweight and overload warning method monitors the weight and dynamic characteristics of passing vehicles in real time by installing sensors and weighing equipment on the elevated bridge. The system can use ground pressure sensors, ultrasonic sensors or laser ranging technologies to accurately obtain the actual load information of the vehicle. At the same time, combined with the design load-bearing standards of the elevated bridge, the method can automatically determine whether the vehicle exceeds the safe load range. Once overweight or overload is detected, the system will immediately issue a warning signal to remind the traffic management department to take corresponding measures, thereby effectively reducing bridge damage and traffic accidents caused by overloading, and improving urban traffic safety and infrastructure reliability.

[0003] Currently, the monitoring of overweight and overload conditions on urban elevated roads mostly relies on manual checkpoints by traffic management departments. However, most of the elevated bridges in cities are currently open and most of them are not equipped with dynamic monitoring systems. Therefore, when they are not in the detection period, it is difficult to capture the dynamic characteristics of vehicles in real time by relying solely on the surveillance cameras on the urban elevated roads, and it is difficult to detect the overweight of vehicles and the overload of elevated roads in time. Therefore, the present invention proposes an urban elevated overweight and overload warning method and system based on visual technology. Summary of the invention

[0004] The purpose of the present invention is to propose a method and system for early warning of overweight and overload of urban elevated roads based on visual technology, so as to solve the problems raised in the above-mentioned background technology.

[0005] In the first aspect, in order to achieve the above-mentioned purpose, the present invention adopts the following technical solutions: The urban elevated overweight and overload early warning method based on visual technology includes the following steps: Step S1, obtaining the license plate number of the corresponding vehicle entering the urban elevated road, and determining whether the corresponding vehicle leaves the urban elevated road or performs load analysis based on the license plate number; Step S2, capturing a real-time vehicle image of a corresponding vehicle entering the urban elevated road, and analyzing the load condition of the corresponding vehicle entering the urban elevated road based on the real-time vehicle image; Step S3, analyzing the deformation of the urban elevated road corresponding to the uphill section based on the first deformation data; Step S4, when the vehicle driving into the corresponding urban elevated road enters an uphill section, analyzing the external force deformation of the corresponding uphill section of the urban elevated road based on the second deformation data; Step S5, performing abnormal processing on abnormal conditions of the uphill section corresponding to the urban elevated road.

[0006] Preferably, the step S1 includes the following sub-steps: Step S11, obtaining the license plate numbers of different vehicles and the vehicle information corresponding to the license plate numbers stored in the vehicle management system; wherein the vehicle information includes the vehicle type and the vehicle unloaded weight; Step S12, obtaining the license plate number of the vehicle entering the urban elevated road, comparing the license plate number with the license plate number stored in the vehicle management system, and obtaining corresponding vehicle information based on the license plate number comparison; Step S13, if the vehicle type corresponding to the vehicle is not an allowed driving type, the license plate number of the corresponding vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; If the vehicle type corresponding to the vehicle is an allowed driving type, the unladen weight of the vehicle entering the urban elevated road is obtained, and the next step is entered; Step S14, when the unladen weight of the vehicle entering the urban elevated road is greater than or equal to the load threshold, the license plate number of the vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; When the unladen weight of the corresponding vehicle entering the urban elevated road is less than the load threshold, the next step is entered.

[0007] Preferably, the real-time vehicle image includes a suspension system image, an axle image and a tire contacting the ground image of the corresponding vehicle entering the urban elevated road.

[0008] Preferably, step S2 includes the following sub-steps: Step S21, acquiring standard vehicle data of different vehicle types stored in the vehicle management system; wherein the standard vehicle data is standard suspension height of suspension system of different vehicle types when unloaded, and standard tire height, standard tire width and standard tire ground contact length when unloaded; Step S22, obtaining a real-time vehicle image of a corresponding vehicle entering the urban elevated road, and obtaining an image suspension height, an image tire height, and an image tire ground contact length of the vehicle entering the urban elevated road based on the real-time vehicle image; Step S23, calculating the suspension sinking amount of the suspension system of the corresponding vehicle entering the urban elevated road, the tire sinking amount and the tire ground contact area increase; Step S24, substituting the suspension sinking amount XCi, the tire sinking amount TCi and the tire contact area MJi into the formula to calculate the suspension load value CZi of the suspension system in the corresponding vehicle entering the urban elevated road, where i is the number of the suspension system, and the formula is as follows: CZi=XCi×a1+TCi×a2+MJi×a3; where a1, a2 and a3 are weight coefficients with fixed values; Step S25, traversing and comparing the suspension load values, and recording the maximum value among the suspension load values ​​as the vehicle load value CZ of the corresponding vehicle entering the urban elevated road; Step S26, obtaining the vehicle load range of the corresponding vehicle entering the urban elevated road according to the vehicle type, specifically: CZ∈[X1, X2), then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y1; CZ∈[X2, X3), then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y2; CZ∈[X3,X4], then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y3; where 0<X1<X2<X3<X4, Y1<Y2<Y3; Step S27, comparing the estimated vehicle load with the load threshold; If the estimated load of the vehicle entering the urban elevated road is greater than or equal to the load threshold, the license plate number of the vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; If the estimated vehicle load of the vehicle entering the corresponding urban elevated road is less than the load threshold, the deformation of the corresponding uphill section of the urban elevated road is analyzed.

[0009] Preferably, the step S23 includes the following sub-steps: Step S231, obtaining the standard suspension height of the suspension system of the corresponding vehicle entering the urban elevated road when unloaded, and the standard tire height, standard tire width and standard tire ground contact length when unloaded according to the vehicle type; Step S232, obtaining the image suspension height and image tire height of the corresponding vehicle entering the urban elevated road; Step S233, establishing a rectangular coordinate system with the uphill section of the elevated urban road as the X-axis, the direction perpendicular to the uphill section as the Y-axis, and the contact point between the tire and the uphill section as the origin of the rectangular coordinate system; Step S234, obtaining the image height of the real-time vehicle image, dividing the standard suspension height by the image height to obtain the scaling ratio of the real-time vehicle image, multiplying the image suspension height by the scaling ratio to obtain the real-time suspension height of the suspension system of the corresponding vehicle entering the urban elevated road, similarly, multiplying the image tire height by the scaling ratio to obtain the real-time tire height of the tire of the corresponding vehicle entering the urban elevated road, and multiplying the image tire ground contact length by the scaling ratio to obtain the real-time tire ground contact length of the tire of the corresponding vehicle entering the urban elevated road; Step S235, subtracting the real-time suspension height from the standard suspension height to obtain the suspension sinking amount XC of the suspension system of the vehicle driving into the urban elevated road, and then subtracting the real-time tire height from the standard tire height to obtain the tire sinking amount TC of the tire of the vehicle driving into the urban elevated road; Step S236, calculating the increased contact area of ​​the tires of the corresponding vehicle entering the urban elevated road by a formula, the specific formula is as follows: Increased tire contact area = (real-time tire contact length - standard tire contact length) × standard tire width.

[0010] Preferably, the first deformation data is the self-amplitude, self-longitudinal displacement value and self-lateral displacement value of different monitoring points in the corresponding uphill section of the urban elevated road; The second deformation data is the real-time amplitude, real-time longitudinal displacement value and real-time lateral displacement value of different monitoring points in the corresponding uphill section of the urban elevated road when the vehicle enters.

[0011] Preferably, step S3 includes the following sub-steps: Step S31, setting monitoring points on the uphill section corresponding to the urban elevated road, and obtaining first deformation data of different monitoring points in the uphill section corresponding to the urban elevated road; Step S32, obtaining standard deformation data of the uphill section corresponding to the urban elevated road, and obtaining the upper limit value of amplitude, the upper limit value of longitudinal displacement and the upper limit value of lateral displacement of the uphill section corresponding to the urban elevated road; Step S33: If the amplitudes collected by all monitoring points are less than or equal to the upper limit of the amplitude, the longitudinal displacements are less than or equal to the upper limit of the longitudinal displacement, and the lateral displacements are less than or equal to the upper limit of the lateral displacement, no operation is performed; If the amplitude collected by any monitoring point is greater than the upper limit of the amplitude, the longitudinal displacement value is greater than the upper limit of the longitudinal displacement, or the lateral displacement value is greater than the upper limit of the lateral displacement, the monitoring point will be recorded as an abnormal deformation point and an abnormal signal will be generated.

[0012] Preferably, the step S40 includes the following sub-steps: Step S41, traverse and compare the self-amplitudes collected each time at the monitoring point in the uphill section corresponding to the urban elevated road, obtain the maximum value of the self-amplitude, and use the maximum value of the self-amplitude as the first amplitude threshold of the monitoring point in the uphill section corresponding to the urban elevated road. Similarly, obtain the first longitudinal displacement threshold and the first lateral displacement threshold of the same monitoring point; According to the above steps, the first amplitude threshold, the first longitudinal displacement threshold and the first lateral displacement threshold of the remaining monitoring points in the uphill section corresponding to the urban elevated road are obtained; Step S42, integrating the first amplitude threshold, the first longitudinal displacement threshold and the first lateral displacement threshold into a first deformation determination package, and establishing a mapping relationship between the first deformation determination package and the monitoring points in the corresponding uphill section of the urban elevated road; Step S43, integrating the amplitude upper limit value, the longitudinal displacement upper limit value and the lateral displacement upper limit value into a second deformation determination package. Similarly, establishing a mapping relationship between the second deformation determination package and the monitoring points in the corresponding uphill section of the urban elevated road; Step S44, obtaining second deformation data of different monitoring points in the uphill section corresponding to the urban elevated road, and obtaining real-time amplitudes, real-time longitudinal displacement values ​​and real-time lateral displacement values ​​of different monitoring points in the uphill section corresponding to the urban elevated road; Step S45, comparing the second deformation data of the monitoring point at the same position with the corresponding first deformation determination package; If all data in the second deformation data are less than or equal to the corresponding data in the first deformation determination package, the monitoring point is recorded as a normal deformation point; If any data in the second deformation data is greater than the corresponding data in the first deformation determination package, and each data in the second deformation data is less than or equal to the corresponding data in the second deformation determination package, the monitoring point is recorded as a deformation expansion point; If any data in the second deformation data is greater than the corresponding data in the second deformation determination package, the monitoring point is recorded as a deformation abnormal point and an abnormal signal is generated.

[0013] Preferably, the step S50 includes the following sub-steps: Step S51, if an abnormal signal is received, deformation monitoring and structural detection are performed on the monitoring point; Step S52, if the monitoring point is a deformation expansion point, then the monitoring point is monitored for a period of time; Step S53: If the monitoring point is a point with normal deformation, periodic monitoring is performed on the monitoring point.

[0014] Secondly, an urban elevated overweight and overload warning system based on visual technology is proposed, including: The preliminary monitoring module is used to conduct preliminary monitoring of the corresponding vehicles entering the urban elevated road; The load analysis module is used to analyze the load conditions of vehicles entering the urban elevated road based on real-time vehicle images; The self-deformation analysis module is used to analyze the self-deformation of the uphill section of the urban elevated road; External force deformation analysis module, used to analyze the external force deformation of the uphill section of the urban elevated road; The exception handling module is used to handle abnormal situations on uphill sections of urban elevated roads.

[0015] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: 1. The present invention obtains the license plate number of the corresponding vehicle entering the urban elevated road, and determines whether the corresponding vehicle leaves the urban elevated road or performs load analysis based on the license plate number. The present invention makes a preliminary judgment on whether the vehicle can enter the urban elevated road based on the license plate number; 2. The present invention captures real-time vehicle images of vehicles entering the city elevated highway, and then analyzes the load conditions of the vehicles entering the city elevated highway based on the real-time vehicle images. The present invention can accurately analyze the load conditions of vehicles entering the city elevated highway. 3. The present invention analyzes the deformation of the uphill section of the urban elevated road in accordance with the first deformation data, and then when a vehicle enters the uphill section of the urban elevated road, analyzes the external force deformation of the uphill section of the urban elevated road in accordance with the second deformation data. By comparing and judging the two sets of deformation conditions, it is determined whether the urban elevated road has abnormal deformation, and abnormal conditions of the uphill section of the urban elevated road are handled abnormally. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0017] Figure 1 is a flow chart of the method of the present invention; Figure 2 is a schematic diagram of a rectangular coordinate system in the present invention; Figure 3 A schematic diagram of the ground contact length of an image tire in the present invention; Figure 4 It is a system block diagram of the present invention. DETAILED DESCRIPTION

[0018] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] Example 1: Please refer to Figure 1-Figure 3 As shown, the technical solution provided by the present invention is: an urban elevated overweight and overload warning method based on visual technology, which is mainly used to focus on monitoring and analyzing various types of trucks entering the urban elevated road; In this embodiment, the urban elevated overweight and overload early warning method includes the following steps: Step S1, obtaining the license plate number of the corresponding vehicle entering the urban elevated road, and determining whether the corresponding vehicle leaves the urban elevated road or performs load analysis based on the license plate number; In specific implementation, multiple traffic cameras can be set up at the entrance of the urban elevated road. The traffic cameras are used to capture the license plate numbers of vehicles entering the urban elevated road, and the traffic cameras are also connected to the vehicle management system. In this embodiment, step S1 includes the following sub-steps: Step S11, obtaining the license plate numbers of different vehicles and the vehicle information corresponding to the license plate numbers stored in the vehicle management system; The vehicle information includes vehicle type and vehicle unloaded weight. Vehicle types include sedans, vans, closed trucks, postal vehicles, etc. Vehicle types mainly include vehicle types that are allowed to enter urban elevated roads. Step S12, obtaining the license plate number of the vehicle entering the urban elevated road, comparing the license plate number with the license plate number stored in the vehicle management system, and obtaining corresponding vehicle information based on the license plate number comparison; Step S13, if the vehicle type corresponding to the vehicle is not an allowed driving type, the license plate number of the corresponding vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; If the vehicle type corresponding to the vehicle is an allowed driving type, the unladen weight of the vehicle entering the urban elevated road is obtained, and the next step is entered; Step S14, when the unladen weight of the vehicle entering the urban elevated road is greater than or equal to the load threshold, the license plate number of the vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; When the unladen weight of the corresponding vehicle entering the urban elevated road is less than the load threshold, the next step is entered.

[0020] Step S2, capturing a real-time vehicle image of a corresponding vehicle entering the urban elevated road, and analyzing the load condition of the corresponding vehicle entering the urban elevated road based on the real-time vehicle image; It should be explained that the real-time vehicle image specifically includes the suspension system image, axle image and tire contact ground image of the corresponding vehicle entering the urban elevated road; In this embodiment, step S2 includes the following sub-steps: Step S21, acquiring standard vehicle data of different vehicle types stored in the vehicle management system; The standard vehicle data includes the standard suspension height of the suspension system of different vehicle types when unloaded, and the standard tire height, standard tire width and standard tire ground contact length when unloaded; Step S22, obtaining a real-time vehicle image of a corresponding vehicle entering the urban elevated road, and obtaining an image suspension height, an image tire height, and an image tire ground contact length of the vehicle entering the urban elevated road based on the real-time vehicle image; In practice, high-definition cameras can be installed on both sides of the uphill section leading into the urban elevated road to capture real-time vehicle images. The suspension system and tires of the vehicle can be intuitively seen in the real-time vehicle images, and the real-time vehicle images also include the road surface of the corresponding uphill section leading into the urban elevated road. At the same time, since a set of front wheels or a set of rear wheels of a vehicle may have multiple tires, if a set of front wheels or a set of rear wheels has multiple tires, the tires that appear in the real-time vehicle image here are only the outermost tires of the front wheels or the rear wheels, which can be regarded as a set of suspension systems and a set of tires. Therefore, one number can reflect the tire and its matching suspension system; Step S23, calculating the suspension sinking amount of the suspension system of the corresponding vehicle entering the urban elevated road, the tire sinking amount and the tire ground contact area increase; In an embodiment of the present invention, step S23 includes the following sub-steps: Step S231, obtaining the standard suspension height of the suspension system of the corresponding vehicle entering the urban elevated road when unloaded, and the standard tire height, standard tire width and standard tire ground contact length when unloaded according to the vehicle type; Step S232, obtaining the image suspension height and image tire height of the corresponding vehicle entering the urban elevated road; Step S233, as Figure 2 and Figure 3 As shown in the figure, the uphill section entering the city elevated road is taken as the X-axis, the direction perpendicular to the uphill section is taken as the Y-axis, and the contact point between the tire and the uphill section is taken as the origin of the rectangular coordinate system ( Figure 2 Point A in the figure), establish a rectangular coordinate system; Step S234, obtaining the image height of the real-time vehicle image, dividing the standard suspension height by the image height to obtain the scaling ratio of the real-time vehicle image, multiplying the image suspension height by the scaling ratio to obtain the real-time suspension height of the suspension system of the corresponding vehicle entering the urban elevated road, similarly, multiplying the image tire height by the scaling ratio to obtain the real-time tire height of the tire of the corresponding vehicle entering the urban elevated road, and multiplying the image tire ground contact length by the scaling ratio to obtain the real-time tire ground contact length of the tire of the corresponding vehicle entering the urban elevated road; Step S235, subtracting the real-time suspension height from the standard suspension height to obtain the suspension sinking amount XC of the suspension system of the vehicle driving into the urban elevated road, and then subtracting the real-time tire height from the standard tire height to obtain the tire sinking amount TC of the tire of the vehicle driving into the urban elevated road; Step S236, calculating the increased contact area of ​​the tires of the corresponding vehicle entering the urban elevated road by a formula, the specific formula is as follows: Increased tire contact area = (real-time tire contact length - standard tire contact length) × standard tire width; Step S24, the suspension sinking amount XCi, the tire sinking amount TCi and the tire contact area MJi are substituted into the formula to calculate the suspension load value CZi of the suspension system in the corresponding vehicle entering the urban elevated road, where i is the number of the suspension system. It has been explained above that a set of suspension systems and a set of tires are configured as a set, so a number can reflect the tire and its matching suspension system. The specific formula is as follows: CZi=XCi×a1+TCi×a2+MJi×a3; where a1, a2 and a3 are weight coefficients with fixed values; Step S25, traversing and comparing the suspension load values, and recording the maximum value among the suspension load values ​​as the vehicle load value CZ of the corresponding vehicle entering the urban elevated road; Step S26, obtaining the vehicle load range of the corresponding vehicle entering the urban elevated road according to the vehicle type, specifically: CZ∈[X1, X2), then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y1; CZ∈[X2, X3), then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y2; CZ∈[X3,X4], then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y3; Among them, 0<X1<X2<X3<X4, Y1<Y2<Y3; Step S27, comparing the estimated vehicle load with the load threshold; If the estimated load of the vehicle entering the urban elevated road is greater than or equal to the load threshold, the license plate number of the vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; If the estimated vehicle load of the vehicle entering the corresponding urban elevated road is less than the load threshold, the deformation of the corresponding uphill section of the urban elevated road is analyzed.

[0021] Step S3, analyzing the deformation of the urban elevated road corresponding to the uphill section based on the first deformation data; It should be explained that the urban elevated road and its uphill and downhill sections are composed of retractable and deformable structural parts. When the urban elevated road and its uphill and downhill sections are installed, they will also be slightly deformed due to their own weight, geological structure changes, earth rotation and other factors. In this embodiment, step S3 includes the following sub-steps: Step S31, setting monitoring points on the uphill section corresponding to the urban elevated road, and obtaining first deformation data of different monitoring points in the uphill section corresponding to the urban elevated road; It should be specifically noted that the monitoring points are set on the left and right sides and the upper and lower sides of the uphill section, and the first deformation data are the self-amplitude, self-longitudinal displacement value and self-lateral displacement value of different monitoring points in the corresponding uphill section of the urban elevated road; Specifically, a vibration meter and a displacement sensor are set at the monitoring point, and the vibration condition of the monitoring point in the uphill section is recorded by the vibration meter, and the settlement, displacement, etc. of the monitoring point in the uphill section can also be monitored by the displacement sensor; Step S32, obtaining standard deformation data of the uphill section corresponding to the urban elevated road, and obtaining the upper limit value of amplitude, the upper limit value of longitudinal displacement and the upper limit value of lateral displacement of the uphill section corresponding to the urban elevated road; Step S33: If the amplitudes collected by all monitoring points are less than or equal to the upper limit of the amplitude, the longitudinal displacements are less than or equal to the upper limit of the longitudinal displacement, and the lateral displacements are less than or equal to the upper limit of the lateral displacement, no operation is performed; If the amplitude collected by any monitoring point is greater than the upper limit of the amplitude, the longitudinal displacement value is greater than the upper limit of the longitudinal displacement, or the lateral displacement value is greater than the upper limit of the lateral displacement, the monitoring point will be recorded as an abnormal deformation point and an abnormal signal will be generated.

[0022] Step S4, when the vehicle driving into the corresponding urban elevated road enters an uphill section, analyzing the external force deformation of the corresponding uphill section of the urban elevated road based on the second deformation data; It needs to be explained that the urban elevated road and the uphill and downhill sections of the urban elevated road are composed of retractable and deformable structural parts. When a vehicle enters the uphill and downhill sections of the urban elevated road, the urban elevated road and the uphill and downhill sections of the urban elevated road will slightly deform due to the load, and the degree of deformation is proportional to the vehicle load of the corresponding vehicle entering the urban elevated road; Specifically, the second deformation data is the real-time amplitude, real-time longitudinal displacement value and real-time lateral displacement value of different monitoring points in the uphill section corresponding to the urban elevated road when the vehicle enters; Step S41, traverse and compare the self-amplitudes collected each time at the monitoring point in the uphill section corresponding to the urban elevated road, obtain the maximum value of the self-amplitude, and use the maximum value of the self-amplitude as the first amplitude threshold of the monitoring point in the uphill section corresponding to the urban elevated road. Similarly, obtain the first longitudinal displacement threshold and the first lateral displacement threshold of the same monitoring point; According to the above steps, the first amplitude threshold, the first longitudinal displacement threshold and the first lateral displacement threshold of the remaining monitoring points in the uphill section corresponding to the urban elevated road are obtained; Step S42, integrating the first amplitude threshold, the first longitudinal displacement threshold and the first lateral displacement threshold into a first deformation determination package, and establishing a mapping relationship between the first deformation determination package and the monitoring points in the corresponding uphill section of the urban elevated road; Step S43, integrating the amplitude upper limit value, the longitudinal displacement upper limit value and the lateral displacement upper limit value into a second deformation determination package. Similarly, establishing a mapping relationship between the second deformation determination package and the monitoring points in the corresponding uphill section of the urban elevated road; Step S44, obtaining second deformation data of different monitoring points in the uphill section corresponding to the urban elevated road, and obtaining real-time amplitudes, real-time longitudinal displacement values ​​and real-time lateral displacement values ​​of different monitoring points in the uphill section corresponding to the urban elevated road; Step S45, compare the second deformation data of the monitoring point at the same position with the corresponding first deformation judgment package. If all data in the second deformation data are less than or equal to the corresponding data in the first deformation judgment package, the monitoring point is recorded as a normal deformation point. If any data in the second deformation data is greater than the corresponding data in the first deformation judgment package, and all data in the second deformation data are less than or equal to the corresponding data in the second deformation judgment package, the monitoring point is recorded as an expanded deformation point. If any data in the second deformation data is greater than the corresponding data in the second deformation judgment package, the monitoring point is recorded as an abnormal deformation point and an abnormal signal is generated.

[0023] Step S5, performing abnormal processing on the abnormal situation of the uphill section corresponding to the urban elevated road, specifically: Step S51: if an abnormal signal is received, deformation monitoring and structural inspection are performed on the monitoring point; in practice, professional staff are dispatched to monitor the corresponding uphill section of the urban elevated road, and any vehicle is prohibited from entering the urban elevated road through the uphill section; If the monitoring point is a deformation expansion point, the monitoring point is monitored for a period of time; specifically, the period monitoring is mainly to determine that the deformation expansion of the monitoring point occurs only at a certain moment, and at the same time, the period monitoring is also; If the monitoring point is a point with normal deformation, the monitoring point is periodically monitored; the periodic monitoring is to monitor the deformation of the monitoring point at fixed intervals; In this application, if corresponding calculation formulas appear, the above calculation formulas are all dimensionless and take their numerical calculations. The weight coefficients, proportional coefficients and other coefficients in the formulas are set to a result value obtained by quantifying each parameter. The size of the weight coefficient and the proportional coefficient can be determined as long as it does not affect the proportional relationship between the parameter and the result value.

[0024] Embodiment 2: See also Figure 4 As shown, based on another concept of the same invention, an urban elevated overweight and overload warning system based on visual technology is now proposed, including: The preliminary monitoring module is used to conduct preliminary monitoring of the corresponding vehicles entering the urban elevated road, monitor and determine whether the corresponding vehicles leave the urban elevated road or conduct further load analysis; The load analysis module is used to analyze the load conditions of vehicles entering the urban elevated road based on real-time vehicle images, and notify the vehicles to leave the urban elevated road nearby or further monitor the deformation of the corresponding uphill section of the urban elevated road; The self-deformation analysis module is used to analyze the self-deformation of the uphill section of the urban elevated road, without performing any operation or recording the monitoring point as an abnormal deformation point and generating an abnormal signal; The external force deformation analysis module is used to analyze the external force deformation of the uphill section of the urban elevated road, obtain the normal deformation point, the deformation expansion point or the abnormal deformation point and generate an abnormal signal; The exception handling module is used to handle abnormal situations on uphill sections of urban elevated roads.

[0025] The preferred embodiments of the present invention disclosed above are only used to help explain the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to only specific implementation methods. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. A visual technology-based urban elevated overweight and overload warning method, characterized in that: The following steps are involved: Step S1, obtaining the license plate number of the corresponding vehicle entering the urban elevated road, and determining whether the corresponding vehicle leaves the urban elevated road or performs load analysis based on the license plate number; Step S2, capturing a real-time vehicle image of a corresponding vehicle entering the urban elevated road, and analyzing the load condition of the corresponding vehicle entering the urban elevated road based on the real-time vehicle image; Step S3, analyzing the deformation of the urban elevated road corresponding to the uphill section based on the first deformation data; Step S4, when the vehicle driving into the corresponding urban elevated road enters an uphill section, analyzing the external force deformation of the corresponding uphill section of the urban elevated road based on the second deformation data; Step S5, performing abnormal processing on abnormal conditions of the uphill section corresponding to the urban elevated road.

2. The urban elevated overweight and overload early warning method based on visual technology according to claim 1 is characterized in that: The step S1 includes the following sub-steps: Step S11, obtaining the license plate numbers of different vehicles and the vehicle information corresponding to the license plate numbers stored in the vehicle management system; wherein the vehicle information includes the vehicle type and the vehicle unloaded weight; Step S12, obtaining the license plate number of the vehicle entering the urban elevated road, comparing the license plate number with the license plate number stored in the vehicle management system, and obtaining corresponding vehicle information based on the license plate number comparison; Step S13, if the vehicle type corresponding to the vehicle is not an allowed driving type, the license plate number of the corresponding vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; If the vehicle type corresponding to the vehicle is an allowed driving type, the unladen weight of the vehicle entering the urban elevated road is obtained, and the next step is entered; Step S14, when the unladen weight of the vehicle entering the urban elevated road is greater than or equal to the load threshold, the license plate number of the vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; When the unladen weight of the corresponding vehicle entering the urban elevated road is less than the load threshold, the next step is entered.

3. The urban elevated overweight and overload early warning method based on visual technology according to claim 2 is characterized in that: The real-time vehicle images include the suspension system images, axle images and tire contact ground images of the corresponding vehicles entering the urban elevated road.

4. The urban elevated overweight and overload early warning method based on visual technology according to claim 3 is characterized in that: The step S2 includes the following sub-steps: Step S21, acquiring standard vehicle data of different vehicle types stored in the vehicle management system; wherein the standard vehicle data is standard suspension height of suspension system of different vehicle types when unloaded, and standard tire height, standard tire width and standard tire ground contact length when unloaded; Step S22, obtaining a real-time vehicle image of a corresponding vehicle entering the urban elevated road, and obtaining an image suspension height, an image tire height, and an image tire ground contact length of the vehicle entering the urban elevated road based on the real-time vehicle image; Step S23, calculating the suspension sinking amount of the suspension system of the corresponding vehicle entering the urban elevated road, the tire sinking amount and the tire ground contact area increase; Step S24, substituting the suspension sinking amount XCi, the tire sinking amount TCi and the tire contact area MJi into the formula to calculate the suspension load value CZi of the suspension system in the corresponding vehicle entering the urban elevated road, where i is the number of the suspension system, and the formula is as follows: CZi=XCi×a1+TCi×a2+MJi×a3; where a1, a2 and a3 are weight coefficients with fixed values; Step S25, traversing and comparing the suspension load values, and recording the maximum value among the suspension load values ​​as the vehicle load value CZ of the corresponding vehicle entering the urban elevated road; Step S26, obtaining the vehicle load range of the corresponding vehicle entering the urban elevated road according to the vehicle type, specifically: CZ∈[X1, X2), then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y1; CZ∈[X2, X3), then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y2; CZ∈[X3,X4], then the estimated vehicle load of the corresponding vehicle entering the urban elevated road is Y3; where 0<X1<X2<X3<X4, Y1<Y2<Y3; Step S27, comparing the estimated vehicle load with the load threshold; If the estimated load of the vehicle entering the urban elevated road is greater than or equal to the load threshold, the license plate number of the vehicle entering the urban elevated road is recorded, and the vehicle is notified to leave the urban elevated road nearby; If the estimated vehicle load of the vehicle entering the corresponding urban elevated road is less than the load threshold, the deformation of the corresponding uphill section of the urban elevated road is analyzed.

5. The urban elevated overweight and overload early warning method based on visual technology according to claim 4 is characterized in that: The step S23 includes the following sub-steps: Step S231, obtaining the standard suspension height of the suspension system of the corresponding vehicle entering the urban elevated road when unloaded, and the standard tire height, standard tire width and standard tire ground contact length when unloaded according to the vehicle type; Step S232, obtaining the image suspension height and image tire height of the corresponding vehicle entering the urban elevated road; Step S233, establishing a rectangular coordinate system with the uphill section of the elevated urban road as the X-axis, the direction perpendicular to the uphill section as the Y-axis, and the contact point between the tire and the uphill section as the origin of the rectangular coordinate system; Step S234, obtaining the image height of the real-time vehicle image, dividing the standard suspension height by the image height to obtain the scaling ratio of the real-time vehicle image, multiplying the image suspension height by the scaling ratio to obtain the real-time suspension height of the suspension system of the corresponding vehicle entering the urban elevated road, similarly, multiplying the image tire height by the scaling ratio to obtain the real-time tire height of the tire of the corresponding vehicle entering the urban elevated road, and multiplying the image tire ground contact length by the scaling ratio to obtain the real-time tire ground contact length of the tire of the corresponding vehicle entering the urban elevated road; Step S235, subtracting the real-time suspension height from the standard suspension height to obtain the suspension sinking amount XC of the suspension system of the vehicle driving into the urban elevated road, and then subtracting the real-time tire height from the standard tire height to obtain the tire sinking amount TC of the tire of the vehicle driving into the urban elevated road; Step S236, calculating the increased contact area of ​​the tires of the corresponding vehicle entering the urban elevated road by a formula, the specific formula is as follows: Increased tire contact area = (real-time tire contact length - standard tire contact length) × standard tire width.

6. The urban elevated overweight and overload early warning method based on visual technology according to claim 4 is characterized in that: The first deformation data is the self-amplitude, self-longitudinal displacement value and self-lateral displacement value of different monitoring points in the corresponding uphill section of the urban elevated road; The second deformation data is the real-time amplitude, real-time longitudinal displacement value and real-time lateral displacement value of different monitoring points in the corresponding uphill section of the urban elevated road when the vehicle enters.

7. The urban elevated overweight and overload early warning method based on visual technology according to claim 6 is characterized in that: The step S3 includes the following sub-steps: Step S31, setting monitoring points on the uphill section corresponding to the urban elevated road, and obtaining first deformation data of different monitoring points in the uphill section corresponding to the urban elevated road; Step S32, obtaining standard deformation data of the uphill section corresponding to the urban elevated road, and obtaining the upper limit value of amplitude, the upper limit value of longitudinal displacement and the upper limit value of lateral displacement of the uphill section corresponding to the urban elevated road; Step S33: If the amplitudes collected by all monitoring points are less than or equal to the upper limit of the amplitude, the longitudinal displacements are less than or equal to the upper limit of the longitudinal displacement, and the lateral displacements are less than or equal to the upper limit of the lateral displacement, no operation is performed; If the amplitude collected by any monitoring point is greater than the upper limit of the amplitude, the longitudinal displacement value is greater than the upper limit of the longitudinal displacement, or the lateral displacement value is greater than the upper limit of the lateral displacement, the monitoring point will be recorded as an abnormal deformation point and an abnormal signal will be generated.

8. The urban elevated overweight and overload early warning method based on visual technology according to claim 7 is characterized in that: The step S40 includes the following sub-steps: Step S41, traverse and compare the self-amplitudes collected each time at the monitoring point in the uphill section corresponding to the urban elevated road, obtain the maximum value of the self-amplitude, and use the maximum value of the self-amplitude as the first amplitude threshold of the monitoring point in the uphill section corresponding to the urban elevated road. Similarly, obtain the first longitudinal displacement threshold and the first lateral displacement threshold of the same monitoring point; According to the above steps, the first amplitude threshold, the first longitudinal displacement threshold and the first lateral displacement threshold of the remaining monitoring points in the uphill section corresponding to the urban elevated road are obtained; Step S42, integrating the first amplitude threshold, the first longitudinal displacement threshold and the first lateral displacement threshold into a first deformation determination package, and establishing a mapping relationship between the first deformation determination package and the monitoring points in the corresponding uphill section of the urban elevated road; Step S43, integrating the amplitude upper limit value, the longitudinal displacement upper limit value and the lateral displacement upper limit value into a second deformation determination package. Similarly, establishing a mapping relationship between the second deformation determination package and the monitoring points in the corresponding uphill section of the urban elevated road; Step S44, obtaining second deformation data of different monitoring points in the uphill section corresponding to the urban elevated road, and obtaining real-time amplitudes, real-time longitudinal displacement values ​​and real-time lateral displacement values ​​of different monitoring points in the uphill section corresponding to the urban elevated road; Step S45, comparing the second deformation data of the monitoring point at the same position with the corresponding first deformation determination package; If all data in the second deformation data are less than or equal to the corresponding data in the first deformation determination package, the monitoring point is recorded as a normal deformation point; If any data in the second deformation data is greater than the corresponding data in the first deformation determination package, and each data in the second deformation data is less than or equal to the corresponding data in the second deformation determination package, the monitoring point is recorded as a deformation expansion point; If any data in the second deformation data is greater than the corresponding data in the second deformation determination package, the monitoring point is recorded as a deformation abnormal point and an abnormal signal is generated.

9. The urban elevated overweight and overload early warning method based on visual technology according to claim 8 is characterized in that: The step S50 includes the following sub-steps: Step S51, if an abnormal signal is received, deformation monitoring and structural detection are performed on the monitoring point; Step S52, if the monitoring point is a deformation expansion point, then the monitoring point is monitored for a period of time; Step S53: If the monitoring point is a point with normal deformation, periodic monitoring is performed on the monitoring point.

10. The urban elevated overweight and overload warning system based on visual technology is characterized by: In combination with the urban elevated overweight and overload warning method based on visual technology according to any one of claims 1 to 9, the method comprises: The preliminary monitoring module is used to conduct preliminary monitoring of the corresponding vehicles entering the urban elevated road; The load analysis module is used to analyze the load conditions of vehicles entering the urban elevated road based on real-time vehicle images; The self-deformation analysis module is used to analyze the self-deformation of the uphill section of the urban elevated road; External force deformation analysis module, used to analyze the external force deformation of the uphill section of the urban elevated road; The exception handling module is used to handle abnormal situations on uphill sections of urban elevated roads.

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