Wharf caisson risk perception method, system and device

Abstract

The application relates to the technical field of wharf caisson monitoring, and provides a wharf caisson risk perception method, system and equipment. The wharf caisson risk perception method comprises the following steps: in the case that target inclination state data collected by an inclination sensor arranged on a target wharf caisson determines that there is an inclination risk, the inclination direction and inclination angle of the target wharf caisson are estimated to obtain inclination estimation data; based on the inclination estimation data, an associated wharf caisson is determined, and target relative displacement data collected by a displacement sensor between the target wharf caisson and the associated wharf caisson is obtained; in the case that the inclination estimation data and the target relative displacement data match, it is determined that the target wharf caisson has occurred inclination. Through the above technical scheme, in the case that the target inclination state data determines that the wharf caisson has an inclination risk, the inclination risk can be further verified based on the target relative displacement data, so that accurate risk perception of the wharf caisson can be realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of wharf caisson monitoring, in particular to a wharf caisson risk perception method, system and device. BACKGROUND

[0002] A caisson is an important hydraulic structure, mainly used for the construction of wharfs and breakwaters. Taking wharf construction as an example, during the construction process, a plurality of caissons need to be closely arranged in the construction area, and sand or stone blocks are filled in the caisson to form a load-bearing and vertical wall structure.

[0003] Because in the process of use, the wharf caisson may change in shape and position due to external forces, thereby affecting the stability of the wharf caisson structure, therefore, it is necessary to accurately perceive the risk of the wharf caisson during the use of the wharf to guide the maintenance work of the wharf. SUMMARY

[0004] In order to help realize accurate risk perception of the wharf caisson, the present application provides a cooking equipment heating control method, a cooking equipment and a storage medium.

[0005] In a first aspect, the present application provides a wharf caisson risk perception method, which adopts the following technical solution:

[0006] A wharf caisson risk perception method, for a controller of a wharf caisson risk perception system, the wharf caisson perception system further comprising a tilt sensor and a displacement sensor in signal connection with the controller, the tilt sensor being arranged on a wharf caisson for monitoring tilt state data of the wharf caisson, the displacement sensor being arranged between adjacent wharf caissons for monitoring relative displacement data between the wharf caissons, the method comprising:

[0007] determining whether the target wharf caisson has a tilt risk based on target tilt state data collected by the tilt sensor arranged on the target wharf caisson;

[0008] in the case where it is determined that the target wharf caisson has a tilt risk, estimating a tilt direction and a tilt angle of the target wharf caisson to obtain tilt estimation data;

[0009] determining an associated wharf caisson based on the tilt estimation data and obtaining target relative displacement data between the target wharf caisson and the associated wharf caisson collected by a displacement sensor, the associated wharf caisson being adjacent to the target wharf caisson;

[0010] determining whether the tilt estimation data matches the target relative displacement data;

[0011] In a case where the inclination estimation data matches the target relative displacement data, it is determined that the target wharf caisson is inclined.

[0012] By adopting the technical solutions described above, in a case where it is determined that the wharf caisson has an inclination risk based on the target inclination state data, the associated wharf caisson can be determined based on the inclination data, and in a case where the inclination data matches the target relative displacement data of the target wharf caisson relative to the associated wharf caisson, it is determined that the target wharf caisson is inclined. In this way, the inclination risk can be verified based on the target relative displacement data, and thus accurate risk perception of the wharf caisson can be achieved.

[0013] Optionally, the determination of whether the inclination estimation data matches the target relative displacement data comprises:

[0014] determining an inclination conversion mode based on the relative positional relationship between the target wharf caisson and the associated wharf caisson;

[0015] converting the inclination estimation data into displacement estimation data based on the inclination conversion mode;

[0016] determining the matching relationship between the inclination estimation data and the target relative displacement data based on the matching relationship between the displacement estimation data and the target relative displacement data.

[0017] By adopting the technical solutions described above, the inclination estimation data can be accurately converted into displacement estimation data based on the inclination conversion mode determined based on the relative positional relationship between the target wharf caisson and the associated wharf caisson, and thus the matching relationship between the inclination estimation data and the target relative displacement data can be determined.

[0018] Optionally, the determination of the matching relationship between the inclination estimation data and the target relative displacement data based on the matching relationship between the displacement estimation data and the target relative displacement data comprises:

[0019] in a case where the displacement estimation data does not match the target relative displacement data, determining whether the associated wharf caisson has an inclination risk based on associated inclination state data collected by an inclination sensor arranged on the associated wharf caisson;

[0020] in a case where it is determined that the associated wharf caisson has an inclination risk, estimating the inclination direction and inclination angle of the associated wharf caisson to obtain associated inclination data;

[0021] calibrating the inclination estimation data based on the associated inclination data to obtain inclination calibration data;

[0022] converting the inclination calibration data into displacement calibration data based on the inclination conversion mode.

[0023] determine a matching relationship between the tilt estimation data and the target relative displacement data based on a matching relationship between the displacement calibration data and the target relative displacement data.

[0024] By adopting the technical solution, the tilt estimation data can be calibrated based on the associated tilt data corresponding to the associated wharf caisson, so as to reduce the influence of the tilt of the associated wharf caisson on the tilt judgment of the target wharf caisson, and thus the accuracy of the tilt judgment of the target wharf caisson can be improved.

[0025] Optionally, the determination of the matching relationship between the tilt estimation data and the target relative displacement data based on the matching relationship between the displacement calibration data and the target relative displacement data comprises:

[0026] in a case where it is determined that the displacement calibration data and the target relative displacement data are not matched, determining a historical change of the displacement calibration data;

[0027] determining whether the historical change of the displacement calibration data is consistent with a historical change of the target relative displacement data;

[0028] in a case where the historical change of the displacement calibration data is not consistent with the historical change of the target relative displacement data, determining that the tilt estimation data and the target relative displacement data are not matched.

[0029] By adopting the technical solution, whether the tilt estimation data and the target relative displacement data are matched can be determined based on whether the historical change of the displacement calibration data is consistent with the historical change of the target relative displacement data, so as to reduce the influence of the data acquisition error of the sensor on the matching judgment result, and thus the accuracy of the matching judgment result can be improved.

[0030] Optionally, after the determination of whether the tilt estimation data and the target relative displacement data are matched, the method further comprises:

[0031] in a case where the tilt estimation data and the target relative displacement data are not matched, determining whether there is a first calibration caisson corresponding to the target wharf caisson, the first calibration caisson being adjacent to the target wharf caisson and being symmetrical to the associated wharf caisson about the target wharf caisson;

[0032] in a case where the first calibration caisson exists, performing abnormality checking on the tilt estimation data based on first calibration relative displacement data collected by a displacement sensor arranged between the first calibration caisson and the target wharf caisson, to obtain a target abnormality checking result;

[0033] In a case where the target abnormality checking result indicates that the tilt estimation data is abnormal, it is determined that the tilt sensor arranged on the target wharf caisson is abnormal.

[0034] By using the above technical solution, the tilt estimation data can be checked for abnormality in combination with the first calibration relative displacement data collected by the displacement sensor arranged between the target wharf caisson and the corresponding first calibration caisson, so as to check the tilt sensor for abnormality, which can further assist in judging the cause of the mismatch between the tilt estimation data and the target relative displacement data.

[0035] Optionally, after the first calibration relative displacement data collected by the displacement sensor arranged between the first calibration caisson and the target wharf caisson is used to check the tilt estimation data for abnormality, the method further comprises:

[0036] In a case where the target abnormality checking result indicates that the tilt estimation data is not abnormal, it is determined whether there is a second calibration caisson corresponding to the associated wharf caisson, the second calibration caisson being adjacent to the associated wharf caisson and symmetrical to the target wharf caisson about the associated wharf caisson.

[0037] In a case where the second calibration caisson exists, the associated tilt state data collected by the tilt sensor arranged on the associated wharf caisson is checked for abnormality based on second calibration relative displacement data collected by a displacement sensor arranged between the second calibration caisson and the associated wharf caisson, to obtain an associated abnormality checking result.

[0038] In a case where the associated abnormality checking result indicates that the associated tilt state data is not abnormal, it is determined that the position sensor between the target wharf caisson and the associated wharf caisson is abnormal.

[0039] By using the above technical solution, the tilt estimation data can be checked for abnormality in combination with the first calibration relative displacement data collected by the displacement sensor arranged between the target wharf caisson and the corresponding first calibration caisson, so as to check the tilt sensor for abnormality, which can further assist in judging the cause of the mismatch between the tilt estimation data and the target relative displacement data.

[0040] Optionally, after it is determined whether there is the first calibration caisson corresponding to the target wharf caisson, the method further comprises:

[0041] In a case where the first calibration caisson does not exist, calibration tilt state data collected by a tilt calibration component arranged on the target wharf caisson is obtained.

[0042] It is determined whether the target tilt state data matches the calibration tilt state data.

[0043] In a case where the target inclination state data does not match the calibration inclination state data, it is determined that the target wharf caisson has an inclination monitoring abnormality.

[0044] By adopting the technical solution, whether the inclination monitoring of the target wharf caisson has an abnormality can be determined based on a matching relationship between the target inclination state data and calibration inclination state data collected by the inclination calibration component arranged on the target wharf caisson, which can help to perform abnormality checking on the inclination sensor of the target wharf caisson, and further can help to assist in judging a reason why the inclination estimation data does not match the target relative displacement data.

[0045] Optionally, the determining the associated wharf caisson based on the inclination estimation data comprises:

[0046] determining an inclination direction of the target wharf caisson based on the inclination estimation data;

[0047] determining, as the associated wharf caisson, a wharf caisson adjacent to the target wharf caisson and located in the inclination direction.

[0048] In a second aspect, the present application provides a wharf caisson risk perception system, which adopts the following technical solution:

[0049] A wharf caisson risk perception system, the system comprising a controller, and a tilt sensor and a displacement sensor connected to the controller; the tilt sensor is arranged on a wharf caisson, and is used to monitor inclination state data of the wharf caisson; the displacement sensor is arranged between adjacent wharf caissons, and is used to monitor relative displacement data between the wharf caissons; and the controller is used to execute any one of the wharf caisson risk perception methods provided in the first aspect.

[0050] In a third aspect, the present application provides an electronic device, which adopts the following technical solution:

[0051] An electronic device, the electronic device comprising:

[0052] at least one processor;

[0053] a memory;

[0054] at least one application program, wherein the at least one application program is stored in the memory and is configured to be executed by the at least one processor, and the at least one application program is configured to execute any one of the wharf caisson risk perception methods provided in the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0055] Figure 1 is a structural schematic diagram of a wharf caisson risk perception system provided by an embodiment of the present application;

[0056] Figures 2a-2gis a schematic diagram of a sensing assembly installation position provided by an embodiment of the present application;

[0057] Figure 3 is a flowchart of a wharf caisson risk perception method provided by an embodiment of the present application;

[0058] Figure 4 is a flowchart of a data matching method provided by an embodiment of the present application;

[0059] Figure 5 is a flowchart of another data matching method provided by an embodiment of the present application;

[0060] Figure 6 is a flowchart of yet another data matching method provided by an embodiment of the present application;

[0061] Figure 7 is a flowchart of a matching result calibration method provided by an embodiment of the present application;

[0062] Figure 8 is a structural schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0063] In order to make the objectives, technical solutions and advantages of the present application clearer, the following will further describe the present application with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application. Figures 1-8 An embodiment of the present application provides a wharf caisson risk perception system, referring to

[0064] The system comprises a controller 110, and a tilt sensor 120 and a displacement sensor 130 which are in signal connection with the controller 110. Figure 1

[0065] ​The inclination sensor 120 is arranged on the wharf caisson to monitor the inclination state data of the wharf caisson. In an example, the inclination sensor 120 is a wireless composite sensor. Specifically, the wireless composite sensor is a static application of a MEMS accelerometer, which utilizes the components of the gravitational acceleration in three axial directions of the MEMS sensor to calculate the angle between each sensor and the vertical and horizontal directions, combines the equidistant / unequidistant arrangement of the sensors, utilizes the differential relationship between the degree of distortion and the rotation angle, and solves the displacement of the structure in the vertical and horizontal directions through a high-precision deformation integration algorithm. In actual implementation, the wireless composite sensor can realize the integration of collection and transmission, self-power supply, and does not need cable connection. It is a multi-physical quantity (inclination, vibration, deformation, settlement, temperature, etc.) fusion sensing sensor, which has the functions of static measurement / high-frequency dynamic measurement, long-term passive wireless sensing, low-power operation, early warning triggering, one-key installation, and plug-and-play. Further, the wireless composite sensor can fuse advanced technologies such as gravitational acceleration measurement, multiple filtering and noise reduction, sensor temperature nonlinear compensation, vibration filtering, and core algorithm model, to realize real-time online monitoring of the X, Y, and Z three-dimensional deformation of the monitored object. In an example, the wireless composite sensor is horizontally installed on the top surface of the caisson by pasting or welding, as shown in FIG. 1A. Figure 2a

[0066] The displacement sensor 130 is arranged between adjacent wharf caissons to monitor the relative displacement data between the wharf caissons. In an example, the displacement sensor 130 is a magnetostrictive displacement meter, such as a magnetostrictive telescopic displacement meter. Specifically, the magnetostrictive displacement meter is based on the magnetostrictive principle, utilizes the distance between the external magnetic ring of the measuring rod containing the waveguide wire and the electronic bin, and senses the displacement change of the structure through the change of the magnetic ring at different positions in the measuring rod. Optionally, the displacement sensor 130 can collect displacement data in different directions (such as vertical direction and horizontal direction) according to different installation methods. In an example, two displacement sensors 130 are installed between adjacent wharf caissons to collect displacement in the horizontal direction and the vertical direction, respectively. The installation method of the displacement sensor for collecting displacement in the vertical direction is shown in FIG. 1B, and the installation method of the displacement sensor for collecting displacement in the horizontal direction is shown in FIG. 1C. Figures 2b-2d Figures 2e-2g

[0067] ​​​The controller 110 is configured to acquire the inclination state data collected by the inclination sensor assembly, acquire the relative displacement data collected by the displacement sensor, and perform risk perception on the wharf caisson based on the inclination state data and the relative displacement data. In actual implementation, the controller 110 can be directly connected in communication with the inclination sensor 120 and the displacement sensor 130, or can be connected in communication with the inclination sensor 120 and the displacement sensor 130 through other devices (for example, a smart gateway), and the implementation example does not limit the manner of communication connection between the controller 110 and the inclination sensor 120 and the displacement sensor 130.

[0068] The application further provides a wharf caisson risk perception method, which is used in the controller of the wharf caisson risk perception system. Figure 3 The method comprises the following steps:

[0069] In step 201, it is determined whether the target wharf caisson has a tilting risk based on target inclination state data collected by an inclination sensor arranged on the target wharf caisson.

[0070] The target wharf caisson refers to a caisson that needs to be judged for risk. Specifically, the target wharf caisson can be pre-specified, or can be randomly or regularly determined from all wharf caissons.

[0071] The inclination state data is used to reflect the tilting change of the wharf caisson. In an example, the inclination state data can include the displacement of the wharf caisson in different directions, so that the inclination state data can be used to determine whether the target wharf caisson has a tilting risk.

[0072] Correspondingly, determining whether the target wharf caisson has a tilting risk based on the target inclination data comprises: determining whether the displacement of the target wharf caisson in the horizontal direction is greater than a preset displacement threshold; if yes, it is determined that the target wharf caisson has a tilting risk; and if no, it is determined that the target wharf caisson does not have a tilting risk.

[0073] In actual implementation, more than two inclination sensors can be installed on a wharf caisson, in which case the target inclination state data comprises multiple data. Correspondingly, different target inclination state data needs to be considered comprehensively in the process of tilting risk judgment, for example, different target inclination state data is superimposed to obtain final inclination state data, and the final inclination state data is used to judge the tilting risk.

[0074] In step 202, in the case where it is determined that the target wharf caisson has a tilting risk, the tilting direction and the tilting angle of the target wharf caisson are estimated to obtain inclination estimation data.

[0075] The tilt direction refers to the orientation of the horizontal displacement of the target wharf caisson, that is, the direction in which the target wharf caisson undergoes horizontal displacement. In one example, to facilitate the description of the tilt direction, it can be divided into four directions: left and right longitudinal sections, water-facing side, and water-back side, based on the installation position of the target wharf caisson.

[0076] The tilt angle refers to the angle at which the target caisson faces the tilt direction, which can be determined based on the horizontal displacement of the target caisson. In practice, considering that there may be a certain deviation between the selected tilt direction and the actual tilt direction of the caisson, in order to improve the accuracy of the tilt direction, the tilt angle determined based on the horizontal displacement can be corrected by combining the angle between the selected tilt direction and the actual tilt direction. This allows for the calculation of the tilt angle of the caisson in the selected tilt direction, thus helping to improve the accuracy of the determined tilt angle.

[0077] Step 203: Determine the associated wharf caisson based on the tilt prediction data, and obtain the target relative displacement data collected by the displacement sensor between the target wharf caisson and the associated wharf caisson.

[0078] Among them, the caisson of the associated wharf is adjacent to the caisson of the target wharf.

[0079] Target relative displacement data is used to indicate the amount of displacement of the caisson relative to the associated caisson. Specifically, target relative displacement data may include displacement in the vertical direction and / or displacement in the horizontal direction, depending on the installation method of the displacement sensor.

[0080] In one example, determining associated quay caissons based on tilt prediction data includes: determining the tilt direction of the target quay caisson based on the tilt prediction data; and identifying quay caissons adjacent to the target quay caisson and located in the tilt direction as associated quay caissons.

[0081] Furthermore, if the target pier caisson is located at the edge of the construction area, there may be other pier caissons in the direction of the target pier caisson's tilt. In this case, the pier caisson located in the opposite direction of the target pier caisson's tilt can be identified as the associated pier caisson.

[0082] In another example, determining associated pier caissons based on tilt prediction data includes identifying pier caissons located in a direction perpendicular to the tilt direction of the target pier imaging as associated pier caissons. In this case, there can be one or two associated pier caissons.

[0083] Step 204: Determine whether the tilt prediction data matches the target relative displacement data.

[0084] Specifically, since the relative position relationship of the target caisson relative to the associated caisson adjacent thereto changes when the target caisson is tilted, and there is a certain correspondence between the two, the tilt risk can be verified based on the matching relationship between the tilt estimation data and the target relative displacement data.

[0085] Step 205, in the case that the tilt estimation data matches the target relative displacement data, it is determined that the target caisson is tilted.

[0086] Further, in the case that the tilt estimation data matches the target relative displacement data, it further includes generating tilt prompt information based on the tilt estimation data, so as to monitor and maintain the target caisson.

[0087] Optionally, in the case that the tilt estimation data does not match the target relative displacement data, it can be directly determined that the target caisson is not tilted, or the tilt of the target caisson can be further verified based on other manners.

[0088] The implementation principle of the terminal caisson risk perception method provided by the embodiment of the application is that whether the target caisson is tilted is determined based on the target tilt state data collected by the tilt sensor arranged on the target caisson; in the case that it is determined that the target caisson is tilted, the tilt direction and the tilt angle of the target caisson are estimated to obtain tilt estimation data; the associated caisson is determined based on the tilt estimation data, and the target relative displacement data between the target caisson and the associated caisson collected by the displacement sensor is obtained, and the associated caisson is adjacent to the target caisson; whether the tilt estimation data matches the target relative displacement data is determined; in the case that the tilt estimation data matches the target relative displacement data, it is determined that the target caisson is tilted. In the above technical solution, in the case that it is determined that the caisson is tilted based on the target tilt state data, the associated caisson is further determined based on the tilt data, and in the case that the tilt data matches the target relative displacement data of the target caisson relative to the associated caisson, it is determined that the target caisson is tilted, so that the tilt risk can be verified based on the target relative displacement data, and thus the accurate risk perception of the terminal caisson can be realized.

[0089] In some embodiments, reference is made to Figure 4 Step 204, whether the tilt estimation data matches the target relative displacement data is determined, including the following steps:

[0090] Step 301, the tilt conversion mode is determined based on the relative position relationship between the target caisson and the associated caisson.

[0091] The inclination conversion mode is used to convert the inclination data into displacement calibration data of the target wharf caisson relative to the associated wharf caisson, and the inclination conversion modes corresponding to different relative position relationships are preset. Specifically, since the inclination data is referenced to the initial state of the target wharf caisson, and the displacement data needs to be referenced to the position of the associated wharf caisson, the relative position relationship between the target wharf caisson and the associated wharf caisson will affect the determination of the displacement data, and the inclination conversion mode needs to be determined based on the relative position relationship.

[0092] In step 302, the inclination estimation data is converted based on the inclination conversion mode to obtain displacement estimation data.

[0093] The displacement estimation data is used to indicate the displacement data of the target wharf caisson relative to the associated wharf caisson, and specifically includes a displacement direction and a displacement amount. For example, the displacement direction includes moving towards the associated wharf caisson, moving away from the associated wharf caisson, etc.

[0094] In step 303, the matching relationship between the inclination estimation data and the target relative displacement data is determined based on the matching relationship between the displacement estimation data and the target relative displacement data.

[0095] The target relative displacement data is used to indicate the displacement data of the target wharf caisson relative to the associated wharf caisson, and specifically includes a displacement direction and a displacement amount.

[0096] Correspondingly, determining the matching between the inclination estimation data and the target relative displacement data based on the matching relationship between the displacement estimation data and the target relative displacement data includes: determining whether the displacement direction indicated by the displacement estimation data is the same as the displacement direction indicated by the target relative displacement data; if not, determining that the displacement estimation data and the target relative displacement data do not match; if so, further determining whether the gap between the displacement amount indicated by the displacement estimation data and the displacement amount indicated by the target relative displacement data is less than a preset gap value threshold; if so, determining that the displacement estimation data and the target relative displacement data match; if not, determining that the displacement estimation data and the target relative displacement data do not match.

[0097] In the above embodiment, the inclination conversion mode determined based on the relative position relationship between the target wharf caisson and the associated wharf caisson accurately converts the inclination estimation data into the displacement estimation data, which can help to determine the matching relationship between the inclination estimation data and the target relative displacement data.

[0098] Further, referring to Figure 5 In step 301, the matching relationship between the inclination estimation data and the target relative displacement data is determined based on the matching relationship between the displacement estimation data and the target relative displacement data, including:

[0099] Step 401, in the case that the displacement estimation data does not match the target relative displacement data, determining whether the associated wharf caisson is at risk of tilting based on the associated inclination state data collected by the inclination sensor arranged on the associated wharf caisson.

[0100] Specifically, the manner of determining whether the associated wharf caisson is at risk based on the associated inclination state data can be analogous to the manner of determining whether the associated wharf caisson is at risk based on the target inclination state data in step 201, which will not be described herein again.

[0101] Step 402, in the case that it is determined that the associated wharf caisson is at risk of tilting, estimating the tilting direction and the tilting angle of the associated wharf caisson to obtain associated inclination data.

[0102] Specifically, the determination manner of the associated inclination data can be analogous to the determination manner of the tilting estimation data in step 202.

[0103] Step 403, calibrating the tilting estimation data based on the associated inclination data to obtain tilting calibration data.

[0104] Optionally, calibrating the tilting estimation data based on the associated inclination data comprises: in the case that the tilting direction indicated by the associated inclination data is the same as the tilting direction indicated by the tilting estimation data, determining the absolute value of the difference between the tilting angle indicated by the associated inclination data and the tilting angle indicated by the tilting estimation data as the tilting angle corresponding to the tilting calibration data, and the tilting direction of the tilting calibration data is the same as the tilting direction indicated by the tilting estimation data.

[0105] In the case that the tilting direction indicated by the associated inclination data is opposite to the tilting direction indicated by the tilting estimation data, determining the sum of the tilting angle indicated by the associated inclination data and the tilting angle indicated by the tilting estimation data as the tilting angle corresponding to the tilting calibration data, and the tilting direction corresponding to the tilting calibration data is the same as the tilting direction indicated by the tilting estimation data.

[0106] Step 404, converting the tilting calibration data based on the tilting conversion manner to obtain displacement calibration data.

[0107] Specifically, the tilting conversion manner is the tilting conversion manner determined in step 301, and the manner of converting the tilting calibration data based on the tilting conversion manner can be analogous to the manner of converting the tilting estimation data based on the tilting conversion manner in step 302, which will not be described herein again.

[0108] Step 405, determining the matching relationship between the tilting estimation data and the target relative displacement data based on the matching relationship between the displacement calibration data and the target relative displacement data.

[0109] Specifically, the manner of determining the matching relationship between the tilt estimation data and the target relative displacement data based on the matching relationship between the displacement calibration data and the target relative displacement data can be analogous to the specific implementation corresponding to step 303, which will not be described here.

[0110] In the above embodiments, in the case where it is determined that the displacement estimation data does not match the target relative displacement data, it can be determined whether the associated wharf caisson is at risk of tilting based on the associated tilt data, and in the case where it is determined that the associated wharf caisson is at risk of tilting, the tilt prediction data is calibrated based on the associated tilt data corresponding to the associated wharf caisson, so as to reduce the influence of the tilt of the associated wharf caisson on the tilt judgment of the target wharf caisson, thereby helping to improve the accuracy of the tilt judgment of the target wharf caisson.

[0111] Further, referring to Figure 6 Step 405, determining the matching relationship between the tilt estimation data and the target relative displacement data based on the matching relationship between the displacement calibration data and the target relative displacement data, comprising:

[0112] Step 501, in the case where it is determined that the displacement calibration data does not match the target relative displacement data, determining the historical change of the displacement calibration data.

[0113] Optionally, determining the historical change of the positioning calibration data comprises: acquiring target tilt state data and associated tilt state data collected historically; determining historical tilt estimation data based on the target tilt state data collected historically, and determining historical associated tilt data based on the associated tilt state data collected historically; calibrating the historical tilt estimation data based on the historical associated tilt data to obtain historical tilt calibration data; and converting the historical tilt calibration data based on a tilt conversion manner to obtain historical displacement calibration data, so as to obtain the historical change of the positioning calibration data.

[0114] Step 502, determining whether the historical change of the displacement calibration data is consistent with the historical change of the target relative displacement data.

[0115] In one example, determining whether the historical change of the displacement calibration data is consistent with the historical change of the target relative displacement data comprises: determining whether the historical fluctuation of the displacement calibration data is consistent with the historical fluctuation of the target relative displacement data; and if not, determining that the historical change of the displacement calibration data is not consistent with the historical change of the target relative displacement data.

[0116] In another example, determining whether the historical change of the displacement calibration data is consistent with the historical change of the target relative displacement data includes: determining whether a historical inflection point of the displacement calibration data is consistent with a historical inflection point of the target relative displacement data; and determining that the historical change of the displacement calibration data is consistent with the historical change of the target relative displacement data if not.

[0117] The historical inflection point can be determined based on a data curve obtained by fitting historical data, for example, a point with a curvature greater than a preset curvature threshold in the data curve.

[0118] In step 503, it is determined that the tilt estimation data does not match the target relative displacement data if the historical change of the displacement calibration data is inconsistent with the historical change of the target relative displacement data.

[0119] Optionally, in the case where the historical change of the displacement calibration data is consistent with the historical change of the target relative displacement data, it can be directly determined that the tilt estimation data matches the target relative displacement data, or the tilt estimation data can be further determined to match the target relative displacement data based on other manners.

[0120] In the above technical solution, since it is further determined whether the tilt estimation data matches the target relative displacement data based on whether the historical change of the displacement calibration data is consistent with the historical change of the target relative displacement data in the case where the displacement calibration data does not match the target relative displacement data, the influence of the data acquisition error of the sensor on the matching determination result can be reduced, and the accuracy of the matching determination result can be improved.

[0121] In some embodiments, with reference to Figure 7 In step 204, after determining whether the tilt estimation data matches the relative displacement data, the method further includes:

[0122] In step 601, it is determined whether the first calibration caisson corresponding to the target wharf caisson exists in the case where the tilt estimation data does not match the target relative displacement data.

[0123] The first calibration caisson is adjacent to the target wharf caisson and symmetric about the target wharf caisson with the associated wharf caisson. For example, the associated wharf caisson is located in the water-facing direction of the target wharf caisson, and the first calibration caisson is located in the land-facing direction of the target wharf caisson. For another example, the associated wharf caisson is located on the left longitudinal section of the target wharf caisson, and the first calibration caisson is located on the right longitudinal section of the target wharf caisson.

[0124] In actual implementation, the target wharf caisson can be located at the edge of the construction area, and in this case, the target wharf caisson can not have the first calibration caisson, and therefore it is necessary to determine whether the target wharf caisson has the corresponding first calibration caisson.

[0125] In step 602, in the case where the first calibration caisson exists, the inclination estimation data is subjected to abnormality checking based on the first calibration relative displacement data collected by the displacement sensor arranged between the first calibration caisson and the target wharf caisson, to obtain a target abnormality checking result.

[0126] Specifically, the inclination estimation data is subjected to abnormality checking based on the first calibration relative displacement data collected by the displacement sensor arranged between the first calibration caisson and the target wharf caisson, including: determining whether the inclination estimation data matches the first calibration relative displacement data; if yes, it is determined that the inclination estimation data has no abnormality; and if no, it is determined that the inclination estimation data has an abnormality.

[0127] The manner of determining whether the inclination estimation data matches the first calibration relative displacement data can be similar to the manner of determining whether the inclination estimation data matches the target relative displacement data in step 204, and will not be described here again.

[0128] In step 603, in the case where the target abnormality checking result indicates that the inclination estimation data has an abnormality, it is determined that the inclination sensor arranged on the target wharf caisson has an abnormality.

[0129] Optionally, in the case where the abnormality checking result indicates that the inclination estimation data has no abnormality, it can be directly determined that the target relative displacement data has an abnormality, or the reason why the inclination estimation data does not match the target relative displacement data can be further determined based on other manners.

[0130] In the above technical solution, in the case where the inclination estimation data does not match the target relative displacement data, the inclination estimation data can be further subjected to abnormality checking based on the first calibration relative displacement data collected by the displacement sensor arranged between the target wharf caisson and the corresponding first calibration caisson, to check the abnormality of the inclination sensor, and thus it can be helpful to assist in determining the reason why the inclination estimation data does not match the target relative displacement data.

[0131] Further, with reference to Figure 7 , in step 602, after the inclination estimation data is subjected to abnormality checking based on the first calibration relative displacement data collected by the displacement sensor arranged between the first calibration caisson and the target wharf caisson, the method further includes:

[0132] In step 604, in the case where the target abnormality checking result indicates that the inclination estimation data has no abnormality, it is determined whether the second calibration caisson corresponding to the associated wharf caisson exists.

[0133] The second calibration caisson is adjacent to the associated wharf caisson and symmetrical to the target wharf caisson about the associated wharf caisson. For example, the target wharf caisson is located in the water-facing direction of the associated wharf caisson, and the second calibration caisson is located in the land-facing direction of the associated wharf caisson. For another example, the target wharf caisson is located on the left longitudinal section of the associated wharf caisson, and the second calibration caisson is located on the right longitudinal section of the associated wharf caisson.

[0134] In step 605, in the case that the second calibration caisson exists, the associated inclination state data collected by the inclination sensor arranged on the associated wharf caisson is subjected to abnormality checking based on the second calibration relative displacement data collected by the displacement sensor arranged between the second calibration caisson and the associated wharf caisson, to obtain an associated abnormality checking result.

[0135] Specifically, the associated inclination state data collected by the inclination sensor arranged on the associated wharf caisson is subjected to abnormality checking based on the second calibration relative displacement data collected by the displacement sensor arranged between the second calibration caisson and the associated wharf caisson, including: estimating the inclination direction and inclination angle of the associated wharf caisson based on the associated inclination state, to obtain associated inclination data; determining whether the associated inclination data matches the second calibration relative displacement data; if yes, it is determined that the associated inclination state data does not exist abnormality; if no, it is determined that the associated inclination state data exists abnormality.

[0136] In step 606, in the case that the associated abnormality checking result indicates that the associated inclination state data does not exist abnormality, it is determined that the position sensor between the target wharf caisson and the associated wharf caisson exists abnormality.

[0137] Specifically, since in the case that the target checking result indicates that the inclination state estimation data does not exist abnormality, the reason why the inclination estimation data does not match the target relative displacement data is probably that the target relative displacement data is abnormal or the associated inclination state data is abnormal, therefore in the case that the associated abnormality checking result indicates that the associated inclination state data does not exist abnormality, it is indicated that the reason why the inclination estimation data does not match the target relative displacement data is probably that the target relative displacement data is abnormal, and at this time, it can be determined that the position sensor between the target wharf caisson and the associated wharf caisson exists abnormality.

[0138] Optionally, in the case that the associated abnormality checking result indicates that the associated inclination state data does not exist abnormality, it can be directly determined that the inclination sensor arranged on the target wharf caisson exists abnormality.

[0139] In the technical solution, in the case that the target abnormality checking result indicates that the inclination estimation data is not abnormal, the associated inclination state data corresponding to the associated wharf caisson can be further checked for abnormality in combination with the second calibration relative displacement data of the associated wharf caisson and the corresponding second calibration caisson, so as to further assist in judging the reason why the inclination estimation data and the target relative displacement data do not match, and then the position sensor can be assisted in checking for abnormality.

[0140] Further, with reference to Figure 7 In step 601, after determining whether the first calibration caisson corresponding to the target wharf caisson exists, the following further includes:

[0141] In step 607, in the case that the first calibration caisson does not exist, the calibration inclination state data collected by the inclination calibration assembly arranged on the target wharf caisson is acquired.

[0142] Specifically, in the process of installing the wharf caisson, for the wharf caisson installed at a special position (for example, the edge of the construction area), the inclination calibration assembly is redundantly installed for collecting the calibration inclination state data. In actual implementation, the type of the inclination calibration assembly can be the same as that of the inclination sensor, so that the calibration inclination state data and the target inclination state data can be compared.

[0143] In step 608, it is determined whether the target inclination state data and the calibration inclination state data match.

[0144] In one example, the type of the inclination calibration assembly is the same as that of the inclination sensor, and whether the target inclination state data and the calibration inclination state data match is determined by: determining whether the difference value between the target inclination state data and the calibration inclination state data is less than or equal to a difference value threshold; if yes, it is determined that the target inclination state data and the calibration inclination state data match; and if no, it is determined that the target inclination state data and the calibration inclination state data do not match.

[0145] In actual implementation, in the case that the type of the inclination calibration assembly is different from that of the inclination sensor, the calibration inclination data including the inclination direction and the inclination angle is first determined based on the calibration inclination state data, and then the inclination estimation state is compared with the calibration inclination data to obtain the matching relationship between the target inclination state data and the calibration inclination state data.

[0146] In step 609, in the case that the target inclination state data and the calibration inclination state data do not match, it is determined that the inclination monitoring of the target wharf caisson is abnormal.

[0147] The inclination monitoring abnormality is used to indicate that at least one of the inclination sensor corresponding to the target wharf caisson and the inclination calibration assembly is abnormal.

[0148] Optionally, in a case where the target inclination state data matches the calibration inclination state data, it can be determined that the inclination monitoring of the target wharf caisson is normal, and a target exception check result that the inclination sensor is normal is generated.

[0149] In the above embodiment, in a case where the first calibration caisson corresponding to the target wharf caisson does not exist, whether the inclination monitoring of the target wharf caisson is abnormal can be determined based on a matching relationship between the target inclination state data and the calibration inclination state data collected by the inclination calibration component arranged on the target wharf caisson, which can help to perform exception check on the inclination sensor of the target wharf caisson, and further can help to assist in judging the reason why the inclination estimation data does not match the target relative displacement data.

[0150] The embodiment of the present application further provides an electronic device. As shown in Figure 8 Figure 8 The electronic device 700 shown in

[0151] The processor 701 can be a CPU (Central Processing Unit, central processor), a general-purpose processor, a DSP (Digital Signal Processor, data signal processor), an ASIC (Application Specific Integrated Circuit, application specific integrated circuit) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. It can implement or execute various exemplary logical blocks, modules and circuits described in combination with the disclosure content of the present application. The processor 701 can also be a combination of computing functions, such as one or more microprocessor combinations, combinations of DSP and microprocessor, etc.

[0152] The bus 702 can include a path for transmitting information between the above-mentioned components. The bus 702 can be a PCI (Peripheral Component Interconnect, peripheral component interconnect) bus or an EISA (Extended Industry Standard Architecture, extended industry standard architecture) bus, etc. The bus 702 can be divided into an address bus, a data bus, etc. For the convenience of representation, Figure 8 In the above embodiment, in a case where the first calibration caisson corresponding to the target wharf caisson does not exist, whether the inclination monitoring of the target wharf caisson is abnormal can be determined based on a matching relationship between the target inclination state data and the calibration inclination state data collected by the inclination calibration component arranged on the target wharf caisson, which can help to perform exception check on the inclination sensor of the target wharf caisson, and further can help to assist in judging the reason why the inclination estimation data does not match the target relative displacement data. ​

[0153] The memory 703 can be a ROM (Read Only Memory) or other type of static storage device that can store static information and instructions, a RAM (Random Access Memory) or other type of dynamic storage device that can store information and instructions, an EEPROM (Electrically Erasable Programmable Read Only Memory), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited to this.

[0154] The memory 703 is configured to store application program codes for implementing the solutions of the present application, and the processor 701 is configured to control the execution. The processor 701 is configured to execute the application program codes stored in the memory 703 to implement the content shown in the foregoing method embodiments.

[0155] The electronic device includes, but is not limited to, mobile terminals such as mobile phones, notebook computers, PDAs (Personal Digital Assistants), PADs (Tablet Personal Computers), and the like, and fixed terminals such as digital TVs, desktop computers, and the like. It can also be a server or the like. Figure 8 The electronic device shown is only an example, and should not bring any limitation to the functions and use range of the embodiments of the present application.

[0156] It should be understood that, although each step in the flowchart of the accompanying drawings is shown in sequence according to the direction of the arrow, these steps are not necessarily executed in sequence according to the direction of the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and they can be executed in other sequences.

[0157] The above is only some embodiments of the present application, and it should be pointed out that, for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present application.

Claims

1. A method for risk perception of caissons at wharves, characterized in that, In the controller for the caisson risk perception system, the caisson perception system further includes a tilt sensor and a displacement sensor signal-connected to the controller. The tilt sensor is installed on the caisson to monitor the tilt status data of the caisson, and the displacement sensor is installed between adjacent caissons to monitor the relative displacement data between the caissons. The method includes: Based on the tilt status data collected by the tilt sensors installed on the target wharf caisson, it is determined whether the target wharf caisson has a risk of tilting. If it is determined that the target wharf caisson has a risk of tilting, the tilting direction and tilting angle of the target wharf caisson are estimated to obtain tilting prediction data. Based on the tilt prediction data, the associated wharf caisson is determined, and the target relative displacement data collected by the displacement sensor between the target wharf caisson and the associated wharf caisson is obtained, wherein the associated wharf caisson and the target wharf caisson are adjacent. Determine whether the tilt prediction data matches the target relative displacement data; If the tilt prediction data matches the target relative displacement data, it is determined that the target wharf caisson has tilted. Determining whether the tilt prediction data matches the target relative displacement data includes: The tilting conversion method is determined based on the relative positional relationship between the target wharf caisson and the associated wharf caisson; Based on the tilt conversion method, the tilt prediction data is converted to obtain the displacement prediction data; The matching relationship between the tilt prediction data and the target relative displacement data is determined based on the matching relationship between the displacement prediction data and the target relative displacement data; Determining the matching relationship between the tilt prediction data and the target relative displacement data based on the matching relationship between the displacement prediction data and the target relative displacement data includes: If the displacement prediction data does not match the target relative displacement data, the risk of tilting of the associated wharf caisson is determined based on the associated tilt status data collected by the tilt sensor installed on the associated wharf caisson. If it is determined that the associated wharf caisson has a risk of tilting, the tilting direction and tilting angle of the associated wharf caisson are estimated to obtain associated tilting data. The tilt prediction data is calibrated based on the associated tilt data to obtain tilt calibration data. The tilt calibration data is converted based on the tilt conversion method to obtain displacement calibration data; The matching relationship between the tilt prediction data and the target relative displacement data is determined based on the matching relationship between the displacement calibration data and the target relative displacement data.

2. The method according to claim 1, characterized in that, Determining the matching relationship between the tilt prediction data and the target relative displacement data based on the matching relationship between the displacement calibration data and the target relative displacement data includes: If it is determined that the displacement calibration data does not match the target relative displacement data, the historical changes of the displacement calibration data are determined. Determine whether the historical changes of the displacement calibration data are consistent with the historical changes of the target relative displacement data; If the historical changes of the displacement calibration data are inconsistent with the historical changes of the target relative displacement data, it is determined that the tilt prediction data does not match the target relative displacement data.

3. The method according to claim 2, characterized in that, After determining whether the tilt prediction data matches the target relative displacement data, the method further includes: If the tilt prediction data does not match the target relative displacement data, determine whether there is a first calibration caisson corresponding to the target wharf caisson, wherein the first calibration caisson is adjacent to the target wharf caisson and is symmetrical to the associated wharf caisson about the target wharf caisson; In the presence of the first calibration caisson, the tilt prediction data is anomaly checked based on the first calibration relative displacement data collected by the displacement sensor set between the first calibration caisson and the target wharf caisson, and the target anomaly check result is obtained. If the target anomaly verification result indicates that the tilt prediction data is abnormal, it is determined that the tilt sensor installed on the target wharf caisson is abnormal.

4. The method according to claim 3, characterized in that, After performing anomaly verification on the tilt prediction data based on the first calibration relative displacement data collected by the displacement sensor installed between the first calibration caisson and the target wharf caisson, the method further includes: If the target anomaly verification result indicates that the tilt prediction data is not abnormal, determine whether there is a second calibration caisson corresponding to the associated wharf caisson, wherein the second calibration caisson is adjacent to the associated wharf caisson and is symmetrical to the target wharf caisson about the associated wharf caisson; In the presence of the second calibration caisson, the correlation tilt state data collected by the tilt sensor installed on the associated wharf caisson is checked for anomalies based on the second calibration relative displacement data collected by the displacement sensor installed between the second calibration caisson and the associated wharf caisson, and the correlation anomaly check result is obtained. If the correlation anomaly verification result indicates that there is no anomaly in the correlation tilt state data, it is determined that there is an anomaly in the position sensor between the target wharf caisson and the correlation wharf caisson.

5. The method according to claim 3, characterized in that, After determining whether a first calibration caisson corresponding to the target wharf caisson exists, the process further includes: In the absence of the first calibration caisson, acquire the calibration tilt state data collected by the tilt calibration component installed on the target wharf caisson; Determine whether the target tilt state data matches the calibrated tilt state data; If the target tilt state data does not match the calibrated tilt state data, it is determined that the tilt monitoring of the target wharf caisson is abnormal.

6. The method according to claim 1, characterized in that, The determination of the associated wharf caisson based on the tilt prediction data includes: The tilt direction of the target wharf caisson is determined based on the tilt prediction data; The caissons adjacent to the target caisson and located in the inclined direction are identified as associated caissons.

7. A risk perception system for caissons at a wharf, characterized in that, The system includes a controller, and tilt sensors and displacement sensors connected to the controller via signals; the tilt sensors are installed on the caissons of the wharf and are used to monitor the tilt status data of the caissons; the displacement sensors are installed between adjacent caissons of the wharf and are used to monitor the relative displacement data between the caissons; the controller is used to execute the caisson risk perception method according to any one of claims 1 to 6.

8. An electronic device, characterized in that, The electronic device includes: At least one processor; Memory; At least one application, wherein the at least one application is stored in memory and configured to be executed by at least one processor, said at least one application being configured to: perform the quay caisson risk perception method according to any one of claims 1 to 6.

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