An intelligent stud monitoring system

Abstract

The present application relates to the technical field of intelligent traffic control, and especially relates to an intelligent stud monitoring system, wherein a plurality of stud units, a data acquisition unit, a feature analysis unit and a road management and control cooperation unit are arranged, a vibration monitoring module, an electric leakage monitoring circuit and an electrode conduction circuit are arranged in the stud unit, a risk representation unit vector is determined by the data acquisition unit, and whether there is an electric leakage risk area between adjacent stud units is determined, the warning level of the electric leakage risk area is determined by the feature analysis unit, and the mode of traffic management and control on the electric leakage risk area is selected by the road management and control cooperation unit, thereby realizing timely monitoring and positioning of the area with the electric leakage risk, adaptively adjusting the mode of traffic management and control, and improving the safety and intelligent level of highway traffic.

Description

Technical Field

[0001] This invention relates to the field of intelligent traffic control technology, and in particular to an intelligent road stud monitoring system. Background Technology

[0002] With increasingly busy highway traffic, the number of vehicles and their speeds are constantly increasing, posing a huge challenge to road traffic safety. Road studs can provide visual guidance, helping drivers accurately judge road position and driving direction, thereby reducing the incidence of traffic accidents. Modern highway traffic is developing towards intelligence, and intelligent transportation systems cover multiple fields such as traffic signal control, vehicle monitoring, and road condition information collection. Road studs are also gradually being integrated into this system. However, in urban roads, extreme weather often causes road flooding, which may be accompanied by the risk of electrical leakage. These situations pose safety hazards to pedestrians. Most safety devices on the market are single-function and cannot comprehensively address complex safety challenges. They also lack effective positioning and real-time warning mechanisms. Therefore, solving the safety hazards caused by extreme weather and improving the safety and intelligence level of highway traffic are urgent technical problems that need to be solved.

[0003] For example, Chinese patent application publication number CN115359667A discloses a road condition detection method and system based on smart road studs. The system includes several adjacent road stud units, each comprising several sub-road studs arranged in a road guide line pattern and a local service unit connected to the sub-road studs via signal communication. The sub-road studs are distributed in a grid pattern, enabling them to acquire vehicle driving data. A control unit interacts with the local service unit and a monitoring unit, and controls the sub-road studs through the local service unit. A monitoring unit tracks and monitors abnormal vehicle driving sections based on information provided by the control unit. This application uses sub-road studs to form road stud units, which detect the vehicle's position. The system then accumulates a trajectory based on these positions and time, and combines the entire trajectory using the road stud units as driving data. This data can be used to calculate driving speed, lane crossing status, etc.

[0004] The following problems still exist in the existing technology:

[0005] Existing technologies do not consider the risk of road flooding caused by extreme weather in urban areas, which also brings the risk of electrical leakage and creates safety hazards. Existing technologies cannot monitor and locate areas with leakage risks in a timely manner, nor can they adapt traffic control methods to the situation, thus affecting the safety and intelligence level of highway traffic. Summary of the Invention

[0006] To address this, the present invention provides an intelligent road stud monitoring system to overcome the problems of existing technologies that cannot timely monitor and locate areas with leakage risks and cannot adaptively adjust traffic control methods.

[0007] To achieve the above objectives, the present invention provides an intelligent road stud monitoring system, comprising:

[0008] Several rail spike units, each rail spike unit including a housing, a grounding electrode disposed at the bottom of the housing, and a vibration monitoring module disposed inside the housing for monitoring the vibration of the housing;

[0009] The top surface of the housing is provided with several exposed electrodes, each of which is connected to the grounding electrode to form a leakage current monitoring circuit, and the exposed electrodes are interconnected to form an electrode conduction circuit.

[0010] The data acquisition unit, which is connected to each road spike unit, is used to determine the risk characterization unit vector based on the voltage of each leakage current monitoring circuit in the road spike unit, and to determine whether there is a leakage current risk area between adjacent road spike units based on the risk characterization unit vector of adjacent road spike units.

[0011] The feature analysis unit is connected to the data acquisition unit and several road spike units respectively, and is used to determine the warning level of the leakage risk area based on the vibration changes of adjacent road spike units in each leakage risk area.

[0012] A road control coordination unit, connected to the feature analysis unit, is used to select a traffic control method for the leakage risk area based on the warning level, including:

[0013] A restricted area is defined based on the location of adjacent road spike units within the leakage risk area, and the size of the restricted area is determined based on the angle between the risk characterization unit vectors of adjacent road spike units.

[0014] Alternatively, a speed-limiting zone can be defined based on the location of adjacent road spike units within the leakage risk zone, and the speed limit value of the speed-limiting zone can be determined based on the resistance change frequency of the electrode conduction circuit of the adjacent road spike units.

[0015] Furthermore, the data acquisition unit is used to determine the risk representation unit vector, wherein,

[0016] The data acquisition unit pre-acquires the voltage difference of each leakage current monitoring circuit in the road stud unit, determines the exposed electrode corresponding to the largest voltage difference as the vector endpoint of the risk characterization unit vector, determines the center point of the road stud unit where the exposed electrode is located as the vector starting point of the risk characterization unit vector, and draws the risk characterization unit vector of the road stud unit.

[0017] Furthermore, the data acquisition unit is used to determine whether there is a leakage risk area between adjacent road stud units, wherein,

[0018] The data acquisition unit acquires the component vectors of the risk characterization unit vectors corresponding to adjacent road spike units; if the component vectors of the risk characterization unit vectors of adjacent road spike units meet the leakage current characterization conditions, the data acquisition unit determines that there is a leakage current risk area between the adjacent road spike units.

[0019] If the component vector of the risk characterization unit vector of adjacent road spike units does not meet the leakage current characterization condition, the data acquisition unit determines that there is no leakage current risk area between the adjacent road spike units.

[0020] Furthermore, the leakage current characterization condition is that the risk characterization unit vector corresponding to adjacent road stud units contains a set of feature vectors, and the set of feature vectors includes two vectors with opposite directions.

[0021] Furthermore, the feature analysis unit is used to determine the warning level of the leakage current risk area, wherein,

[0022] If the vibration change of adjacent road spike units within the leakage risk area meets the speed limit conditions, the feature analysis unit determines the warning level of the leakage risk area as a non-obvious abnormality warning level.

[0023] If the vibration changes of adjacent road spike units within the leakage risk area do not meet the speed limit conditions, the feature analysis unit determines the warning level of the leakage risk area to be a manifest abnormality warning level.

[0024] Furthermore, the speed limiting condition is that the vibration change characterization of adjacent road spike units within the leakage risk area does not exceed a preset vibration change characterization threshold.

[0025] Furthermore, the road control coordination unit is used to select a method for traffic control of the leakage risk area, wherein,

[0026] If the warning level is a manifest abnormality warning level, then the selected method for traffic control of the leakage risk area is to delineate a restricted area based on the location of adjacent road stud units within the leakage risk area. The size of the restricted area is determined based on the angle between the risk characterization unit vectors of adjacent road stud units.

[0027] If the warning level is a non-obvious abnormality warning level, then the selected method for traffic control in the leakage risk area is to delineate a speed limit area based on the location of the adjacent road stud units in the leakage risk area, and the speed limit value of the speed limit area is determined based on the resistance change frequency of the electrode conduction circuit of the adjacent road stud units.

[0028] Furthermore, the road control coordination unit is used to determine restricted areas, wherein,

[0029] The road control coordination unit determines the midpoint of the line connecting the locations of adjacent road stud units within the leakage risk area as the dot of the restricted area;

[0030] The angle between the radius of the restricted area and the risk characterization unit vector of the adjacent road stud unit in the leakage risk area is negatively correlated.

[0031] Furthermore, the road control coordination unit is used to delineate speed-limited areas, wherein,

[0032] The road control coordination unit determines the midpoint of the line connecting the locations of the road stud units as the center of the speed limit area, and delineates the speed limit area with a preset side length value.

[0033] Furthermore, the road control coordination unit is also used to determine the maximum value of the resistance change frequency of each electrode conduction circuit of adjacent road stud units in the leakage risk area, and to determine the speed limit value of the speed limit area based on the maximum value of the resistance change frequency.

[0034] The speed limit value is negatively correlated with the maximum frequency of the resistance change.

[0035] Compared with the prior art, the beneficial effects of the present invention are as follows: the present invention sets up several road stud units, a data acquisition unit, a feature analysis unit, and a road control coordination unit. The road stud units are equipped with a vibration monitoring module, a leakage current monitoring circuit, and an electrode conduction circuit. The data acquisition unit determines the risk characterization unit vector and whether there is a leakage current risk area between adjacent road stud units. The feature analysis unit determines the warning level of the leakage current risk area. The road control coordination unit selects the traffic control method for the leakage current risk area. Thus, the present invention achieves timely monitoring and location of areas with leakage current risk, adaptive adjustment of traffic control methods, and improves the safety and intelligence level of highway traffic.

[0036] In particular, this invention determines the risk characterization unit vector by measuring the voltage of each leakage monitoring circuit within the road stud unit. It is understood that when leakage occurs, current flows from the leakage point to the ground, creating a specific electric field distribution around the leakage point. The difference in distance between the road stud unit and the leakage point leads to different voltage differences between the top detection electrode and the bottom grounding electrode. The leakage current path between the detection electrode farther from the leakage point and the grounding electrode is longer, with higher resistance and a relatively larger voltage difference. By comparing the voltage difference between the detection electrode and the grounding electrode, the location of the leakage point relative to the road stud can be determined. This enables timely monitoring and location of areas with leakage risk, improving the safety and intelligence level of highway traffic.

[0037] In particular, this invention determines whether there is a leakage risk area between adjacent road stud units by using the risk characterization unit vector of adjacent road stud units. It can be understood that when the opposing direction component vectors of the risk characterization unit vectors of adjacent road stud units point to each other, it indicates that there is a superposition of electric field intensity components between the two road studs. The vector-based method provides a quantitative and scientific means to judge the leakage risk between adjacent road studs, thereby realizing timely monitoring and location of areas with leakage risk, and improving the safety and intelligence level of highway traffic.

[0038] In particular, this invention determines the warning level of a leakage risk area by observing the vibration changes of adjacent road stud units within each leakage risk area. It is understood that when a vehicle passes close to a road stud, the vibration of the road stud unit is very noticeable, while at greater distances, the vibration amplitude is smaller. A smaller vibration amplitude indicates that the vehicle or pedestrian is far from the road stud unit and passes it less frequently. Conversely, a more noticeable vibration amplitude indicates that the vehicle or pedestrian is close to the road stud unit and passes it frequently. By determining the warning level of a leakage risk area by observing the vibration changes of adjacent road stud units within each leakage risk area, this invention enables timely monitoring and location of areas with leakage risks. These areas are then classified into warning levels for subsequent processing, improving the safety and intelligence level of highway traffic.

[0039] In particular, under the condition of a visible anomaly warning level, this invention selects the designation of a no-entry zone as the method for traffic control in areas with leakage risk. It is understood that under the condition of a visible anomaly warning level, the distance between the traffic flow and the road stud unit located near the leakage risk zone is relatively short, and the traffic volume is high. The waterproof structure and wire insulation layer around the road stud are continuously subjected to significant pressure. Frequent vehicle passage, resulting in vibrations, impacts, and possible water splashes, will further exacerbate the damage to the waterproof structure and wire insulation layer. In this situation, the leakage risk is at a very high level, and the consequences of a leakage are extremely serious. It will not only cause greater damage to road facilities but also endanger the safety of passing vehicles and pedestrians. Traffic control measures are necessary for areas at risk of electrical leakage. While limiting traffic flow can reduce the pressure on road stud areas, a certain number of vehicles will still enter the area, posing a risk of electrical leakage accidents. Slowing down traffic cannot completely eliminate the damage to the fragile structures around the road studs caused by passing vehicles. Designating restricted areas can minimize the impact of vehicles on areas at risk of electrical leakage, prevent further damage to the waterproof structure and the occurrence of electrical leakage accidents caused by vehicle traffic, and facilitate timely and efficient maintenance by maintenance personnel. Designating restricted areas is a more cautious and effective approach, thereby enabling adaptive adjustments to traffic control methods and improving the safety and intelligence of highway traffic.

[0040] In particular, under the condition of non-obvious abnormality warning level, the present invention selects the method of delineating speed limit zones for traffic control in areas with leakage risk. It is understood that even under the condition of non-obvious abnormality warning level, even with low traffic volume, vehicles passing through leakage risk zones will still exert certain pressure and impact on the road studs. High-speed vehicles will generate greater impact force, which will exacerbate the leakage risk. Speed ​​limits can reduce the impact force of vehicles, reduce physical damage to the road studs and their associated structures, and thus prevent the leakage situation from worsening. When vehicles travel at excessive speed, the wheels can easily splash water from the ground. In the case of leakage areas, if the water splashes onto the damaged insulation layer of the wires or the connection points of the road studs, it will increase the risk of leakage. By setting speed-limited zones, the height and range of water splashing can be reduced, decreasing the likelihood of water accumulation exacerbating electrical leakage problems. Completely prohibiting traffic under non-obvious abnormality warning levels would waste traffic resources. Designating speed-limited zones allows vehicles to continue using the road while ensuring a certain level of safety, meeting basic travel needs and avoiding excessive interference with the surrounding traffic network. Speed ​​limits, compared to traffic bans, impose a lower degree of restriction on traffic. This approach considers potential safety hazards in areas with electrical leakage risks while preventing traffic paralysis due to excessive control. Consequently, it achieves adaptive adjustments to traffic management, improving the safety and intelligence of highway traffic.

[0041] In particular, this invention determines the restricted area by the location of adjacent road stud units within the leakage risk area and the risk representation unit vector of the road stud units. It can be understood that the midpoint of the line connecting the locations of the road stud units can reasonably represent the center of the leakage risk area in space. Using the midpoint of the line connecting the locations of the road stud units as the center ensures that the restricted area can effectively cover the core area where leakage may occur, avoiding omission of high-risk points. When the angle between the risk representation unit vectors is small, the leakage direction is more concentrated, and the leakage source is more concentrated. This concentrated leakage situation will cause the leakage risk to increase rapidly within a small angle range, causing the leakage area to extend further in this concentrated direction. Therefore, a larger restricted area radius is needed to ensure safety. When the angle between the risk representation unit vectors is large, the direction of the leakage current is more dispersed, and the leakage source is less concentrated. In this case, the leakage energy is relatively dispersed in various directions, and the expansion range of the leakage risk area on the plane is relatively small. Therefore, the area radius of the restricted area can be smaller. This achieves adaptive adjustment of traffic control methods, improving the safety and intelligence level of highway traffic.

[0042] In particular, this invention determines the speed limit value of the speed limit area by the frequency of resistance change of the electrode conduction circuit of adjacent road stud units. It can be understood that when a vehicle passes through a flooded section, the fluctuation of the water surface will change the contact state of the electrode conduction circuit between the road studs, thereby causing the resistance to change. The greater the traffic flow, the higher the frequency of resistance change. In the case of high traffic flow, it is necessary to set a lower speed limit value to reduce the speed of vehicles and reduce the impact of electric leakage caused by charged water droplets splashed when vehicles pass through flooded sections. Thus, it realizes an adaptive adjustment of traffic control methods and improves the safety and intelligence level of highway traffic. Attached Figure Description

[0043] Figure 1 This is a functional block diagram of the intelligent road stud monitoring system according to an embodiment of the present invention;

[0044] Figure 2 This is a simplified structural diagram of the road spike unit according to an embodiment of the present invention;

[0045] Figure 3 This is a schematic diagram illustrating how the data acquisition unit of this embodiment determines whether there is a leakage risk area between adjacent road spike units.

[0046] Figure 4 A logic flowchart for determining the warning level of a leakage current risk area using the feature analysis unit in an embodiment of the present invention;

[0047] In the diagram, 1 is the casing; 2 is the exposed electrode; 3 is the warning indicator light; 4 is the solar panel; and 5 is the grounding electrode. Detailed Implementation

[0048] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0049] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0050] It should be noted that in the description of this invention, the terms "upper," "lower," "inner," "outer," etc., which indicate the direction or positional relationship, are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and is not intended to indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0051] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0052] Please see Figure 1 as well as Figure 2 As shown, Figure 1 This is a functional block diagram of the intelligent road stud monitoring system according to an embodiment of the present invention. Figure 2 This is a simplified structural diagram of a road stud unit according to an embodiment of the present invention. The intelligent road stud monitoring system of the present invention includes:

[0053] Several rail spike units, each rail spike unit includes a housing 1, a grounding electrode 5 disposed at the bottom of the housing 1, and a vibration monitoring module disposed inside the housing 1 for monitoring the vibration of the housing.

[0054] The top surface of the housing 1 is provided with several exposed electrodes 2, each of which is connected to the grounding electrode 5 to form a leakage current monitoring circuit, and the exposed electrodes are interconnected to form an electrode conduction circuit.

[0055] Specifically, in implementation, the vibration monitoring module can be an accelerometer. When the road stud is affected by external factors, such as vibration or impact generated when a vehicle passes by, the vibration generated by the road stud housing will be transmitted to the accelerometer inside the road stud. The greater the vibration amplitude of the housing, the greater the acceleration detected by the accelerometer inside the road stud housing. Measuring the vibration of the structure by using a built-in accelerometer is existing technology and will not be elaborated here.

[0056] Specifically, the leakage current monitoring circuit connects the exposed electrode 2 to the grounding electrode 5 and connects a voltage sensor to obtain the voltage difference between each exposed electrode and the grounding electrode 5, which will not be elaborated here.

[0057] Specifically, the electrode conduction circuit conducts the exposed electrodes in pairs, and connects a current sensor to obtain the current signal information of the electrode conduction circuit. The frequency of the resistance change is obtained by the fast Fourier transform signal algorithm through the data processor. The data processor can be a microprocessor, a processor used in a computer, etc., which will not be elaborated here.

[0058] The data acquisition unit is connected to each road spike unit and is used to determine the risk characterization unit vector based on the voltage of each leakage current monitoring circuit in the road spike unit, and to determine whether there is a leakage current risk area between adjacent road spike units based on the risk characterization unit vector of adjacent road spike units. At the same time, the warning indicator 3 of the adjacent road spike units in the leakage current risk area lights up.

[0059] Specifically, the present invention does not limit the specific structure of the data acquisition unit. Preferably, it can be a microprocessor, a processor used in a computer, etc., to determine the risk characterization unit vector through voltage and to determine the leakage risk area. Further details will not be elaborated here.

[0060] The feature analysis unit is connected to the data acquisition unit and several road spike units respectively, and is used to determine the warning level of the leakage risk area based on the vibration changes of adjacent road spike units in each leakage risk area.

[0061] Specifically, the present invention does not limit the specific structure of the feature analysis unit. Preferably, it can be a microprocessor, a processor used in a computer, etc., to obtain the vibration change of the road stud unit and determine the warning level of the leakage risk area. Further details will not be elaborated here.

[0062] A road control coordination unit, connected to the feature analysis unit, is used to select a traffic control method for the leakage risk area based on the warning level, including:

[0063] A restricted area is defined based on the location of adjacent road spike units within the leakage risk area, and the size of the restricted area is determined based on the angle between the risk characterization unit vectors of adjacent road spike units.

[0064] Alternatively, a speed-limiting zone can be defined based on the location of adjacent road spike units within the leakage risk zone, and the speed limit value of the speed-limiting zone can be determined based on the resistance change frequency of the electrode conduction circuit of the adjacent road spike units.

[0065] Specifically, the present invention does not limit the specific structure of the road control coordination unit. Preferably, it can be composed of logic components, such as field-programmable logic components, microprocessors, processors used in computers, etc. The method of traffic control for leakage risk areas is selected according to the warning level, which will not be elaborated here.

[0066] Specifically, the data acquisition unit is used to determine the risk representation unit vector, wherein,

[0067] The data acquisition unit pre-acquires the voltage difference of each leakage current monitoring circuit in the road stud unit, determines the exposed electrode 2 corresponding to the largest voltage difference as the vector endpoint of the risk characterization unit vector, determines the center point of the road stud unit where the exposed electrode 2 is located as the vector starting point of the risk characterization unit vector, and draws the risk characterization unit vector of the road stud unit.

[0068] Specifically, this invention determines the risk characterization unit vector by measuring the voltage of each leakage monitoring circuit within the road stud unit. It can be understood that when leakage occurs, current flows from the leakage point to the ground, creating a specific electric field distribution around the leakage point. Differences in the distance between the road stud unit and the leakage point lead to different voltage differences between the top detection electrode and the bottom grounding electrode. The leakage current path between the detection electrode farther from the leakage point and the grounding electrode is longer, with higher resistance and a relatively larger voltage difference. By comparing the voltage difference between the detection electrode and the grounding electrode, the location of the leakage point relative to the road stud can be determined. This enables timely monitoring and location of areas with leakage risk, improving the safety and intelligence level of highway traffic.

[0069] Specifically, please refer to Figure 3 The diagram illustrates how a data acquisition unit in an embodiment of the present invention determines whether a leakage risk area exists between adjacent road stud units. The data acquisition unit is used to determine whether a leakage risk area exists between adjacent road stud units.

[0070] The data acquisition unit acquires the sub-vectors of the risk characterization unit vector corresponding to adjacent road spike units;

[0071] If the component vector of the risk characterization unit vector of an adjacent road spike unit meets the leakage current characterization condition, the data acquisition unit determines that there is a leakage current risk area between the adjacent road spike units.

[0072] If the component vector of the risk characterization unit vector of adjacent road spike units does not meet the leakage current characterization condition, the data acquisition unit determines that there is no leakage current risk area between the adjacent road spike units.

[0073] Specifically, the leakage current characterization condition is that the risk characterization unit vector corresponding to adjacent road stud units contains a set of feature vectors, and the set of feature vectors includes two vectors with opposite directions.

[0074] For details, please continue reading Figure 3As shown, vectors A and B are risk characterization unit vectors of adjacent road stud units, vectors A1 and A2 are component vectors of vector A, and vectors B1 and B2 are component vectors of vector B. Among them, vectors A1 and B1 are a set of characteristic component vectors with the vector directions facing each other. Therefore, the risk characterization unit vectors of adjacent road stud units contain characteristic component vector sets. Thus, there is a leakage risk area between adjacent road stud units.

[0075] Specifically, this invention determines whether there is a leakage risk area between adjacent road stud units by using the risk characterization unit vector of adjacent road stud units. It can be understood that when the opposing direction component vectors of the risk characterization unit vectors of adjacent road stud units point to each other, it indicates that there is a superposition of electric field intensity components between the two road studs. The vector-based method provides a quantitative and scientific means to judge the leakage risk between adjacent road studs, thereby realizing timely monitoring and location of areas with leakage risk, and improving the safety and intelligence level of highway traffic.

[0076] Specifically, please refer to Figure 4 The diagram shown is a logic flowchart of the feature analysis unit determining the warning level of a leakage current risk area according to an embodiment of the present invention. The feature analysis unit is used to determine the warning level of the leakage current risk area.

[0077] If the vibration change of adjacent road spike units within the leakage risk area meets the speed limit conditions, the feature analysis unit determines the warning level of the leakage risk area as a non-obvious abnormality warning level.

[0078] If the vibration changes of adjacent road spike units within the leakage risk area do not meet the speed limit conditions, the feature analysis unit determines the warning level of the leakage risk area to be a manifest abnormality warning level.

[0079] Specifically, the speed limit condition is that the vibration change of adjacent road spike units within the leakage risk area does not exceed a preset vibration change threshold.

[0080] Specifically, the preset threshold for vibration change can be the fluctuation of the acceleration value of the accelerometer inside the road stud housing. Preferably, for urban main roads, the threshold for vibration change can be set to 3 m / s². 2 .

[0081] Specifically, this invention determines the warning level of a leakage risk area by observing the vibration changes of adjacent road stud units within each leakage risk area. It is understood that when a vehicle drives directly over a road stud, the vibration of the road stud unit is very noticeable, while the vibration amplitude is smaller at greater distances. A smaller vibration amplitude indicates that the distance between the vehicle or pedestrian and the road stud unit is greater, and the frequency of passing is lower. Conversely, a more noticeable vibration amplitude indicates that the distance between the vehicle or pedestrian and the road stud unit is closer, and the frequency of passing is higher. By determining the warning level of a leakage risk area by observing the vibration changes of adjacent road stud units within each leakage risk area, this invention enables timely monitoring and location of areas with leakage risks. These areas are then classified into warning levels for subsequent processing, improving the safety and intelligence level of highway traffic.

[0082] Specifically, the road control coordination unit is used to select a method for traffic control of the leakage risk area, wherein,

[0083] If the warning level is a manifest abnormality warning level, then the selected method for traffic control of the leakage risk area is to delineate a restricted area based on the location of adjacent road stud units within the leakage risk area. The size of the restricted area is determined based on the angle between the risk characterization unit vectors of adjacent road stud units.

[0084] If the warning level is a non-obvious abnormality warning level, then the selected method for traffic control in the leakage risk area is to delineate a speed limit area based on the location of the adjacent road stud units in the leakage risk area, and the speed limit value of the speed limit area is determined based on the resistance change frequency of the electrode conduction circuit of the adjacent road stud units.

[0085] Specifically, under the condition of a visible anomaly warning level, this invention selects the designation of a no-entry zone as the method for traffic control in areas with leakage risk. It is understood that under the condition of a visible anomaly warning level, the distance between the traffic flow and the road stud unit located near the leakage risk zone is relatively short, and the traffic volume is high. The waterproof structure and wire insulation layer around the road stud are continuously subjected to significant pressure. Frequent vehicle passage, resulting in vibrations, impacts, and possible water splashes, will further exacerbate the damage to the waterproof structure and wire insulation layer. In this situation, the leakage risk is at a very high level, and the consequences of a leakage are extremely serious, not only causing greater damage to road facilities but also endangering the safety of passing vehicles and pedestrians. Traffic control is necessary in areas with leakage risks. While limiting traffic flow can reduce the pressure of vehicles on the road stud areas, a certain number of vehicles still enter the area, posing a risk of leakage accidents. Slowing down cannot completely eliminate the damage to the fragile structures around the road studs caused by passing vehicles. Designating no-entry zones can minimize the impact of vehicles on leakage risk areas, prevent further damage to the waterproof structure and leakage accidents caused by vehicle traffic, and facilitate timely and efficient maintenance by maintenance personnel. Designating no-entry zones is a more cautious and effective approach, thereby enabling adaptive adjustments to traffic control methods and improving the safety and intelligence of highway traffic.

[0086] Specifically, under non-obvious anomaly warning levels, this invention selects speed-limited zones as the method for traffic control in areas with leakage risk. It is understood that even with low traffic volume under non-obvious anomaly warning levels, vehicles passing through leakage risk areas still exert pressure and impact on road studs. High-speed vehicles generate significant impact force, exacerbating the leakage risk. Speed ​​limits reduce the impact force, minimizing physical damage to road studs and their associated structures, thus preventing further deterioration of the leakage situation. When vehicles travel at excessive speeds, their wheels easily splash water from the ground. In areas with leakage, if this water splashes onto damaged wire insulation or road stud connections, it increases the risk of leakage. By setting speed-limited zones, the height and range of water splashing can be reduced, decreasing the likelihood of water accumulation exacerbating electrical leakage problems. Completely prohibiting traffic under non-obvious abnormality warning levels would waste traffic resources. Designating speed-limited zones allows vehicles to continue using the road while ensuring a certain level of safety, meeting basic travel needs and avoiding excessive interference with the surrounding traffic network. Speed ​​limits, compared to traffic bans, impose a lower degree of restriction on traffic. This approach considers the potential safety hazards in areas with electrical leakage risks while preventing traffic paralysis due to excessive control. Consequently, it achieves adaptive adjustments to traffic management, improving the safety and intelligence of highway traffic.

[0087] Specifically, the road control coordination unit is used to determine restricted areas, wherein,

[0088] The road control coordination unit determines the midpoint of the line connecting the locations of adjacent road stud units within the leakage risk area as the dot of the restricted area;

[0089] The angle between the radius of the restricted area and the risk characterization unit vector of the adjacent road stud unit in the leakage risk area is negatively correlated.

[0090] Specifically, this invention determines the restricted area by the location of adjacent road stud units within the leakage risk area and the risk representation unit vector of the road stud units. It can be understood that the midpoint of the line connecting the locations of the road stud units can reasonably represent the center of the leakage risk area in space. Using the midpoint of the line connecting the locations of the road stud units as the center ensures that the restricted area can effectively cover the core area where leakage may occur, avoiding omissions of high-risk points. When the angle between the risk representation unit vectors is small, the leakage direction is more concentrated, and the leakage source is more concentrated. This concentrated leakage situation will cause the leakage risk to increase rapidly within a small angle range, causing the leakage area to extend further in this concentrated direction. Therefore, a larger restricted area radius is needed to ensure safety. When the angle between the risk representation unit vectors is large, the direction of the leakage current is more dispersed, and the leakage source is less concentrated. In this case, the leakage energy is relatively dispersed in various directions, and the expansion range of the leakage risk area on the plane is relatively small. Therefore, the area radius of the restricted area can be smaller. This achieves adaptive adjustment of traffic control methods, improving the safety and intelligence level of highway traffic.

[0091] Specifically, the road control coordination unit is used to delineate speed-limited areas, wherein,

[0092] The road control coordination unit determines the midpoint of the line connecting the locations of the road stud units as the center of the speed limit area, and delineates the speed limit area with a preset side length value.

[0093] Specifically, the preset side length value can be set by those skilled in the art based on the actual road type. Preferably, in urban arterial roads, the side length value can be 30m.

[0094] Specifically, the road control coordination unit is also used to determine the maximum resistance change frequency of each electrode conduction circuit of adjacent road stud units in the leakage risk area, and to determine the speed limit value of the speed limit area based on the maximum resistance change frequency.

[0095] The speed limit value is negatively correlated with the maximum frequency of the resistance change.

[0096] Specifically, this invention determines the speed limit value of a speed-limited area by the frequency of resistance change in the electrode conduction circuit of adjacent road stud units. It can be understood that when a vehicle passes through a flooded section, the fluctuation of the water surface will change the contact state of the electrode conduction circuit between the road studs, thereby causing a change in resistance. The greater the traffic flow, the higher the frequency of resistance change. In cases of high traffic flow, a lower speed limit value needs to be set to reduce the speed of vehicles and reduce the impact of electric leakage caused by charged water droplets splashing when vehicles pass through flooded sections. In this way, the traffic control method is adaptively adjusted, improving the safety and intelligence level of highway traffic.

[0097] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

[0098] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An intelligent stud monitoring system, characterized in that, The application relates to a road risk area monitoring system, comprising: a plurality of spike units, each spike unit comprising a shell, a grounding electrode arranged at the bottom of the shell, and a vibration monitoring module arranged in the shell to monitor vibration received by the shell; wherein a plurality of exposed electrodes are arranged on the top surface of the shell, each exposed electrode is connected with the grounding electrode to form a leakage monitoring circuit, and each exposed electrode is connected with each other to form an electrode conduction circuit; a data acquisition unit connected with each spike unit, used to determine a risk representation unit vector according to the voltage of each leakage monitoring circuit in the spike unit, and determine whether there is a leakage risk area between adjacent spike units according to the risk representation unit vectors of the adjacent spike units; a feature analysis unit connected with the data acquisition unit and the plurality of spike units, used to determine the warning level of the leakage risk area according to the vibration change of the adjacent spike units in each leakage risk area; a road management and control cooperation unit connected with the feature analysis unit, used to select a traffic management and control mode for the leakage risk area according to the warning level, comprising, delimiting a no-entry area according to the positions of the adjacent spike units in the leakage risk area, and determining the size of the no-entry area according to the included angle between the risk representation unit vectors of the adjacent spike units; or, delimiting a speed limit area according to the positions of the adjacent spike units in the leakage risk area, and determining the speed limit value of the speed limit area according to the resistance change frequency of the electrode conduction circuit of the adjacent spike units; the data acquisition unit is used to determine the risk representation unit vector, wherein the data acquisition unit pre-acquires the voltage difference of each leakage monitoring circuit in the spike unit, determines the exposed electrode with the largest voltage difference as the vector terminal point of the risk representation unit vector, determines the center point of the spike unit where the exposed electrode is located as the vector starting point of the risk representation unit vector, and draws the risk representation unit vector of the spike unit.

2. The smart stud monitoring system of claim 1, wherein, the data acquisition unit is used to determine whether there is a leakage risk area between adjacent spike units, wherein the data acquisition unit acquires the partial vector of the risk representation unit vector corresponding to the adjacent spike units; if the partial vector of the risk representation unit vector of the adjacent spike units meets the leakage representation condition, the data acquisition unit determines that there is a leakage risk area between the adjacent spike units; if the partial vector of the risk representation unit vector of the adjacent spike units does not meet the leakage representation condition, the data acquisition unit determines that there is no leakage risk area between the adjacent spike units.

3. The smart stud monitoring system of claim 2, wherein, the leakage representation condition is that the risk representation unit vector corresponding to the adjacent spike units contains a characteristic partial vector group, and the characteristic partial vector group comprises two vectors with opposite directions.

4. The smart stud monitoring system of claim 3, wherein, the feature analysis unit is used to determine the warning level of the leakage risk area, wherein if the vibration change of the adjacent spike units in the leakage risk area meets the speed limit condition, the feature analysis unit determines that the warning level of the leakage risk area is a non-explicit abnormal warning level. If the vibration change of the adjacent stud units in the electric leakage risk area does not meet the speed limit condition, the feature analysis unit determines that the warning level of the electric leakage risk area is the explicit abnormal warning level.

5. The smart stud monitoring system of claim 4, wherein, The speed limit condition is that the vibration change characteristic quantity of the adjacent stud units in the electric leakage risk area does not exceed the preset vibration change characteristic quantity threshold.

6. The smart stud monitoring system of claim 5, wherein, The road management coordination unit is configured to select a traffic management manner for the electric leakage risk area, wherein, If the warning level is the explicit abnormal warning level, the traffic management manner for the electric leakage risk area is to delimit a no-entry area according to the positions of the adjacent stud units in the electric leakage risk area. If the warning level is the non-explicit abnormal warning level, the traffic management manner for the electric leakage risk area is to delimit a speed limit area according to the positions of the adjacent stud units in the electric leakage risk area.

7. The smart stud monitoring system of claim 6, wherein, The road management coordination unit is configured to determine a no-entry area, wherein, The road management coordination unit determines the midpoint of the line connecting the positions of the adjacent stud units in the electric leakage risk area as the dot of the no-entry area. The area radius of the no-entry area is negatively correlated with the included angle between the risk characteristic unit vector of the adjacent stud units in the electric leakage risk area.

8. The smart stud monitoring system of claim 6, wherein, The road management coordination unit is configured to delimit a speed limit area, wherein, The road management coordination unit determines the midpoint of the line connecting the positions of the stud units as the area center of the speed limit area, and delimits the speed limit area with a preset edge length value.

9. The smart stud monitoring system of claim 8, wherein, The road management coordination unit is further configured to determine the maximum resistance change frequency of each electrode conduction circuit of the adjacent stud units in the electric leakage risk area, and determine the speed limit value of the speed limit area according to the maximum resistance change frequency; The speed limit value is negatively correlated with the maximum resistance change frequency.

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