Engineering disaster post-disaster alarm system

Abstract

The invention discloses a post-disaster alarm system for engineering disasters. The post-disaster alarm system comprises a plurality of sensors located at key positions of a bridge, lines fixedly connected with bridge components, a PLC device and a plurality of warning devices. Wherein the plurality of sensors are connected with the PLC device through wireless transmission, and the line is connected with the warning device to form a closed loop; and the PLC device is used for identifying and processing signals output by the plurality of sensors and sending out corresponding instructions to the warning device so as to send out warning information. According to the technical scheme, the disaster type and the disaster degree can be detected at the first time when a disaster occurs, and alarms of different degrees are provided for common people on a disaster site according to the difference of the disaster type and the disaster degree.

Description

Technical Field

[0001] The present invention belongs to the technical field of engineering disaster prevention and control, and particularly relates to an engineering disaster post-disaster alarm system. Background Art

[0002] In recent years, with the rapid development of China's economy, the number of structures such as highways, bridges, and tunnels has been increasing day by day. At the same time, with the increase in passing vehicles and ships and the frequent occurrence of extreme weather, engineering disasters such as bridge collapses and slope slides are extremely likely to occur. In terms of engineering disaster prevention and control, the existing technology has gradually shifted from manual means to automated collection and intelligent processing, greatly reducing the workload of data collection and processing and significantly improving the efficiency of disaster prevention and control. However, before the emergency rescue personnel arrive at the scene after receiving the disaster information, the following series of problems are still faced:

[0003] (1) Since the location of the disaster often lies in remote mountainous areas with complex engineering geology, the occurrence time cannot be accurately predicted, and it is impossible to detect, review, and respond to it at any time under the actual conditions. Therefore, it is very difficult to truly grasp the degree and scale of the on-site disaster, and it is extremely easy to cause the further expansion of safety risks;

[0004] (2) The on-site monitoring equipment transmits a large amount of data. Even if automated and information-based processing means are used, it still takes a lot of time. At the same time, the information reporting work also needs to be carried out step by step, resulting in a large increase in time costs. The preparation work for the instruments and equipment of the emergency rescue personnel is also time-consuming and laborious. This causes a significant increase in the time for the emergency rescue personnel to arrive at the rescue scene, further deteriorating the on-site rescue environment and exacerbating casualties and losses;

[0005] (3) The on-site equipment is often affected by harsh environments and magnetic fields, causing individual instruments to malfunction or be damaged, resulting in the receipt of incorrect information, which in turn causes unnecessary panic or excessive preparation, wasting emergency rescue supplies and exerting great pressure on the psychology of the emergency rescue personnel;

[0006] (4) When an engineering disaster occurs, the on-site people lack certain disaster discrimination knowledge and emergency rescue capabilities compared with professional technical personnel. It is very difficult to effectively protect themselves and take measures to prevent the expansion of the disaster. There are often no corresponding facilities or devices for on-site personnel at the disaster site. And the occurrence of the accident is often short-lived. For example, on the highway, vehicles driving at night often have difficulty detecting problems such as slope collapses and roadbed settlements ahead, and it is also very difficult for the accident discoverer to take effective measures to notify the subsequent vehicles driving at high speed. This often leads to a rapid expansion of casualties and property losses.

[0007] In the treatment of engineering disasters, technicians often pay more attention to the monitoring and early warning of engineering disasters, but ignore the construction of alarm systems and alarm facilities at the accident site after the disaster occurs and before the rescue personnel take measures. As a result, the accident often expands further during this period, leading to further losses of people's lives and property. Summary of the Invention

[0008] The technical problem to be solved by the present invention is to provide an alarm system for engineering disasters after the disaster, which can detect the type and degree of the disaster in the first time after the disaster occurs and provide different levels of warnings for ordinary people at the disaster site according to the different types and degrees of the disaster.

[0009] To achieve the above object, the present invention adopts the following technical solutions:

[0010] An alarm system for engineering disasters after the disaster includes: a plurality of sensors located at key positions of the bridge, a line fixedly connected to the bridge member, a PLC device, and a plurality of warning devices; wherein, the plurality of sensors are connected to the PLC device through wireless transmission, and the line is connected to the warning device to form a closed-loop circuit; the PLC device is used to identify and process the signals output by the plurality of sensors and send corresponding instructions to the warning device to send warning information.

[0011] Preferably, a bridgehead control platform is set at the bridgehead for controlling each warning device, and the bridgehead control platform is provided with an information transmission system, which is connected to the remote control platform.

[0012] Preferably, the warning device sends information and is remotely controlled through the information transmission system. When the signal transmitted by the sensor exceeds the limit value, the alarm of the warning device flashes and emits a beeping sound. When the line connected to the bridge member is disconnected, the no-entry light lights up.

[0013] Preferably, the sensor includes: a displacement sensor, a vibration sensor, and a temperature sensor.

[0014] Preferably, the warning device is connected with a solar panel installed.

[0015] Preferably, the vibration sensor is mostly set at the bridge spans with strong cross winds in valleys or river channels.

[0016] Preferably, the displacement sensor can be arranged at the mid-span, L / 4 position, and main bridge piers of each span of the main bridge.

[0017] Preferably, a temperature sensor is set at the bridge member above the vehicle parking area or flammable material accumulation area under the bridge.

[0018] Preferably, 360-degree rotating image recognition devices are installed on both sides of the main bridge span of the bridge deck and at a predetermined distance from the underpass lanes. Through dual control of the sensors and the lines fixedly connected to the bridge components, different warning devices are activated for the bridge under different damage conditions, and ordinary people at the accident scene can take corresponding preventive measures according to different warnings. When the disaster level is relatively low, the sensors installed on the bridge components transmit signals to the PLC device, the warning lights flash, and the sirens sound. The people at the accident scene will slow down appropriately and strengthen their observation. When the transmitted signal is lower than the limit value, the warning lights and sirens return to the normal state. When the bridge suffers major damage resulting in component failure or falling, at the same time, the lines connected to the components are disconnected due to the severe damage of the components, the warning lights flash, the sirens sound, and the no-entry sign lights up, reminding the people at the accident scene that the accident scale is large and passage is prohibited, thus avoiding the fall of personnel or vehicles at the accident scene. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings described below are only the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to the provided drawings.

[0020] Figure 1 It is a schematic diagram of the structure of the post-disaster warning system for engineering disasters in the embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a 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 those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0022] In order to make the above objects, features, and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below with reference to the drawings and specific embodiments.

[0023] Embodiment 1:

[0024] As Figure 1As shown in the figure, an embodiment of the present invention provides an engineering disaster post-disaster warning system, including: a plurality of sensors located at key positions of the bridge, a line fixedly connected to the bridge components through connecting rods, a PLC device, a plurality of warning devices, and an image recognition device. The bridge components include: the wing plate of the upper structure beam of the bridge, the bridge deck pavement, and the anti-collision wall of the bridge deck accessories. Among them, the plurality of sensors are connected to the PLC device through wireless transmission, and the line is connected to the warning device to form a closed-loop circuit. The PLC device is used to identify and process the signals output by the plurality of sensors and issue corresponding instructions to the warning device to issue warning information. The sensors include: displacement sensors, vibration sensors, and temperature sensors. A bridgehead control platform is set at the bridgehead to control each warning device. The bridgehead control platform is provided with an information transmission device, which is connected to the remote control platform.

[0025] Further, the sensors at different positions are numbered, and the PLC device is used to identify and process the signals output by the sensors with different numbers and issue corresponding instructions to the warning device. At the same time, the information transmission device will send the warning information to the remote monitoring end. When the bridge is damaged too much and the line fixedly connected to the bridge components is disconnected, the red no-entry warning light will turn on.

[0026] The warning device sends information and conducts remote control through the information transmission system. When the signal transmitted by the sensor exceeds a certain limit, the alarm of the warning device will flash and emit a beeping sound. When the line connected to the bridge components is disconnected, the no-entry light will turn on. Each warning device is provided with a manual switch for convenient manual control in case of emergency.

[0027] The sensors should correspond to the main damage situations that the bridge may suffer. They can be displacement sensors, vibration sensors, temperature sensors, or a combination of multiple sensors. The above-mentioned line should have a certain strength and stability and be connected to the bridge components by fixing devices. The spacing of the fixing devices should be 10 - 20m, and the local important parts should be appropriately densified.

[0028] The function of the engineering disaster post-disaster warning system in the embodiment of the present invention is to provide warnings for on-site people or speeding vehicles in the case of poor night vision. To improve the warning effect, high-frequency flashing lights, buzzer alarms, and no-entry signs are equipped.

[0029] Multiple types of sensors can be installed on a bridge, such as vibration sensors for monitoring the vortex-induced vibration of the bridge, displacement sensors for monitoring the impact on important components of the bridge, temperature sensors for preventing bridge fires, image recognition sensors for monitoring vehicle impacts on the bridge deck, and stress sensors for the suspenders of special bridges (suspension bridges, cable-stayed bridges), etc. One or more sensors are set according to the different disaster probabilities that different bridge types may encounter. Once a dangerous accident occurs and the numerical value transmitted by the sensor exceeds the predetermined limit, the PLC device corresponding to the sensor will issue a warning instruction, the flashing light will flash, and the alarm will sound. The larger the accident range and the more serious the accident, the more warning devices will respond, and the better the warning effect and reminder function will be.

[0030] Furthermore, the warning devices are numbered and controlled by the PLC device. The PLC device can be set with different programs as needed. For example, the PLC temperature control system collects temperature signals through temperature sensors, converts the temperature signals into electrical signals through signal converters, transmits the electrical signals to the control system through information transmission lines, the control system sets the control threshold, and realizes the control of temperature by judging the electrical signal range. This program can perform numerical range control through programming. When the data transmitted by the sensor exceeds the normal range, the flashing light and the alarm are automatically triggered. At the same time, the warning devices are provided with manually controlled flashing lights, alarms, and control switches for no-entry signs. When vehicles or personnel encounter emergencies on the bridge deck, the warning devices can be manually turned on to facilitate the on-site masses to send out the danger in time to remind other personnel or vehicles. When in urgent danger and in need of help, this system can also be turned on. There are protective buttons and the prompt words "Do not open unless in an emergency" at the switch of the warning device, and information such as operation instructions for the button after opening and emergency rescue phone numbers is provided. When an emergency occurs or a sudden situation where the sensor fails to monitor a danger, and the warning device is not automatically triggered, the manual switch can be used to quickly remind the masses and vehicles at the accident site to take precautions and evacuate in time.

[0031] Furthermore, when the warning light flashes and the alarm sounds at a certain place, the bridgehead control platform can send an instruction to aim the monitoring equipment at that area and send real-time information to the remote control platform. Terminal technical personnel can retrieve the real-time image of the warning location through the monitoring facilities set at a high place, remotely judge the warning reason and the on-site situation, and can also remotely issue instructions to take measures, saving rescue time, manpower, and material resources. At the same time, it also avoids unnecessary panic caused by warning device failures or human misoperations.

[0032] To ensure the long-term stability of the operation of the warning devices, each warning device is equipped with a solar panel for power storage. The voltage used by the warning device is 24V, which is connected to the battery inside the device. The battery is connected not only to each power-consuming component but also to the solar panel, forming an effective internal circulation circuit, reducing the maintenance frequency and labor costs.

[0033] Vibration sensors are mostly installed at bridge spans with strong cross winds, such as valleys or river channels. When there is no vortex-induced vibration phenomenon on the bridge but the cross wind is strong, the vibration sensor can transmit data once every 30 - 60 minutes; when there has been vortex-induced vibration on the bridge but the frequency is low, the vibration sensor can transmit data once every 2 - 29 minutes; when there are multiple vortex-induced vibration phenomena on the bridge, the vibration sensor can transmit data once a minute. At the same time, the number of vibration sensors deployed can be appropriately increased according to the frequency of vortex-induced vibration on the bridge, and the transmission frequency of the sensors should be appropriately enhanced. At the same time, the vibration sensor can be used in combination with a displacement sensor to improve the accuracy of judgment by the data processing platform.

[0034] Displacement sensors can be installed at locations on the bridge where the stress is large and the structure is weak, such as at the mid-span of each main bridge span, at the L / 4 position, and at the main bridge piers, etc. They are mainly used to monitor whether the deformation or deflection in this area exceeds the limit value, mainly to prevent serious damage such as over-limit deformation of the bridge caused by overweight vehicles or ultra-high ships driving illegally or the bridge tilting due to the impact of floating objects on the piers. The monitoring frequency of the displacement sensor can be set to transmit data once every 1 - 5 minutes.

[0035] To prevent fires under the bridge from affecting the normal passage of vehicles and pedestrians on the bridge deck, temperature sensors can be installed at the bridge components above the vehicle parking area or the area where flammable materials are piled up under the bridge. The temperature sensor can be set without a data transmission frequency but only with a temperature control value. When the monitored temperature reaches the temperature control value limit, a signal will be transmitted to the PLC device, thereby activating the alarm system.

[0036] According to the bridge length and the number of traffic lanes, a 360-degree rotating image acquisition system can be installed on both sides of the main bridge span on the bridge deck and at a certain distance from the traffic lanes under the bridge. When an alarm is issued by a certain warning device on the bridge, this image recognition system can collect images of this area, and remote technicians can also operate this image acquisition system through the control platform. This image acquisition system can be set to collect images in real time with a 24-hour image storage mechanism.

[0037] According to the different bridge structures and different monitoring focuses, different types of sensors can be set. For example, for cable-stayed bridges and suspension bridges, sensors for monitoring the tension of the suspenders can be installed on the suspenders.

[0038] Warning devices at different positions of the bridge are wirelessly connected to sensors with different monitoring focuses. Depending on the monitoring focus, the limit values for activating the alarm are also different. When a phenomenon exceeding the warning value occurs, the sensor transmits a signal to the PLC device. The PLC device activates the warning light and the alarm and transmits information to the bridgehead control platform. The bridgehead control platform further transmits the information to the remote control location. At this time, the warning light and the alarm only remind the on-site personnel and vehicles that there may be potential dangers, please pay attention and pass slowly. When the bridge suffers major damage, such as when the bridge span or components fall off as a whole, the line connecting rods also fall off together, generating a tensile force that disconnects the line connected to the warning device. The warning lights and no-entry signs of the warning devices in the entire bridge system will light up, and the alarm will sound, indicating that on-site personnel and vehicles are not allowed to pass and should evacuate urgently. At the same time, all PLC devices transmit signals to the bridgehead control platform, and the bridgehead control platform urgently sends information to the remote control platform at a high frequency.

[0039] The embodiments described above are only descriptions of the preferred embodiments of the present invention, and do not limit the scope of the present invention. Without departing from the design spirit of the present invention, various deformations and improvements made by those of ordinary skill in the art to the technical solutions of the present invention shall fall within the protection scope determined by the claims of the present invention.

Claims

1. A post-disaster warning system for engineering disasters, characterized in that: include: Multiple sensors located at key positions of the bridge, lines fixedly connected to the bridge components, PLC devices and multiple warning devices; wherein the multiple sensors are connected to the PLC device via wireless transmission, and the lines are connected to the warning devices to form a closed loop; the PLC device is used to identify and process the signals output by the multiple sensors and send corresponding instructions to the warning device to issue a warning message.

2. The post-disaster warning system for engineering disasters according to claim 1, characterized in that: A bridgehead control platform is set up at the bridgehead to control various warning devices. The bridgehead control platform is equipped with an information transmission system and is connected to a remote control platform.

3. The post-disaster warning system for engineering disasters according to claim 2, characterized in that: The warning device sends information and is remotely controlled through the information transmission system. When the sensor sends a signal that exceeds the limit value, the warning device alarm flashes and sounds a buzzer. When the line connected to the bridge component is disconnected, the no-entry light comes on.

4. The post-disaster warning system for engineering disasters according to claim 3, characterized in that: The sensors include: displacement sensor, vibration sensor, and temperature sensor.

5. The post-disaster warning system for engineering disasters according to claim 4, characterized in that: The warning device is connected to a solar panel.

6. The post-disaster warning system for engineering disasters according to claim 5, characterized in that: Vibration sensors are usually installed in valleys or bridge spans where crosswinds are strong.

7. The post-disaster warning system for engineering disasters according to claim 6, characterized in that: Displacement sensors can be arranged at the middle of each span, at L / 4, and at the piers of the main bridge.

8. The post-disaster warning system for engineering disasters according to claim 7, characterized in that: Temperature sensors are installed on bridge components above the vehicle parking area or flammable material accumulation area under the bridge.

9. The post-disaster warning system for engineering disasters according to claim 8, characterized in that: A 360-degree rotating image recognition device is installed on both sides of the main span of the bridge deck and at a predetermined distance from the traffic lane under the bridge.

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