A highway emergency inspection system and emergency response method

Abstract

This invention relates to the field of highway emergency technology and discloses a highway emergency inspection system and emergency response method, including: acquiring the reference suspension compression and suspension stiffness of each wheel when the inspection vehicle is unloaded; controlling the vehicle to travel at a fixed speed and driving the counterweight to slide uniformly on a horizontal slide rail; collecting parameters such as the counterweight position, suspension compression, and vehicle sampling coordinates; calculating the center of gravity offset and the front and rear axle wheel load values; and then determining the vertical displacement value and static load stiffness value of each wheel; extracting low and high static load stiffness values ​​under the same sampling coordinates; calculating the degree of stiffness nonlinearity; identifying the risk of hollowing; and achieving efficient and uninterrupted emergency inspection.

Description

Technical Field

[0001] This invention relates to the field of highway emergency technology, and more specifically, to a highway emergency inspection system and emergency response method. Background Technology

[0002] Earthquakes can cause complex damage to the roadbed and pavement structure of highways. Pavement hollowing (the formation of local thin gaps between the pavement and the roadbed) is a typical secondary disease: the thin gaps do not show obvious damage in the early stage, but they can easily expand into potholes and cracks under the load of high-speed vehicles, seriously threatening the safety of traffic after the earthquake.

[0003] Currently, manual tapping is the mainstream screening method for hollow road surfaces in the industry: inspectors tap the road surface segment by segment and subjectively judge whether there are hollow areas based on the sound. However, this method has the following drawbacks:

[0004] Relying on the experience of testing personnel, different personnel have different standards for judging sound, resulting in a high rate of missed detections and misjudgments.

[0005] Highways are long and have heavy traffic. Hammering the road surface section by section requires closing lanes, and the testing time per kilometer is long, making it difficult to meet the needs of rapid investigation after an earthquake.

[0006] The essence of pavement hollowness is that thin gaps cause a nonlinear abrupt change in static load stiffness. For healthy pavements, the subgrade is continuously supported, and wheel load and pavement displacement have a linear relationship, meaning that as the load increases, the displacement increases uniformly, and the stiffness remains stable. For unhealthy pavements, when thin gaps exist, they are not compressed during low-load stages, resulting in small pavement deformation and high stiffness; during high-load stages, the thin gaps are compressed, and the pavement displacement increases instantaneously and nonlinearly.

[0007] Existing technologies do not utilize the characteristics of thin gaps, resulting in problems such as low efficiency and high subjectivity. Summary of the Invention

[0008] This invention provides a highway emergency inspection system and emergency response method, solving the technical problems mentioned in the background art.

[0009] This invention provides a highway emergency inspection system, comprising:

[0010] The data acquisition module is used to obtain benchmark parameters, including: the benchmark suspension compression of each wheel of the target inspection vehicle when it is unloaded, and the suspension stiffness of each wheel.

[0011] The highway inspection module is used to control the target inspection vehicle to conduct inspections on the target highway section at a fixed driving speed. The target inspection vehicle is equipped with a horizontal slide rail, and the counterweight slides on the horizontal slide rail at a constant speed. Driving parameters are collected at fixed time intervals, including: the relative coordinates of the counterweight on the horizontal slide rail, the suspension compression of each wheel, and the sampling coordinates of the target inspection vehicle.

[0012] The wheel load processing module is used to calculate the center of gravity offset based on driving parameters, and to determine the front axle wheel load value and rear axle wheel load value of the target inspection vehicle based on the center of gravity offset.

[0013] The displacement processing module is used to determine the vertical displacement value and static load stiffness value of each wheel of the target inspection vehicle in sequence, based on the reference parameters and driving parameters, combined with the front axle wheel load value and the rear axle wheel load value.

[0014] The stiffness processing module is used to determine the low static load stiffness value and high static load stiffness value of the target highway section under the same sampling coordinates, so as to calculate the corresponding stiffness nonlinearity.

[0015] The road segment determination module is used to jointly analyze N sampled coordinates in the target highway segment whose stiffness nonlinearity exceeds the limit, and generate the hollowness determination result of the target highway segment.

[0016] Furthermore, the center of gravity offset is calculated based on driving parameters, including:

[0017] Determine the unloaded mass, counterweight mass, and horizontal distance between the vehicle's unloaded center of gravity and the rear axle of the target inspection vehicle;

[0018] The sum of the unloaded mass and the counterweight mass is taken as the instantaneous total mass;

[0019] The ratio of the counterweight mass to the instantaneous total mass is used as the counterweight mass distribution coefficient.

[0020] The offset of the target inspection vehicle's center of gravity is obtained by calculating the product of the counterweight mass distribution coefficient and the relative coordinates of the counterweight block, and summing it with the horizontal distance between the vehicle's unloaded center of gravity and the rear axle.

[0021] Furthermore, based on the center of gravity offset, the front axle and rear axle load values ​​of the target inspection vehicle are determined, including:

[0022] Determine the horizontal distance between the center points of the front and rear axles, and use the ratio of the horizontal distance between the center points of the front and rear axles to the centroid offset as the axial load distribution coefficient.

[0023] The coupled product of the axial load distribution factor, instantaneous total mass, and gravity constant is taken as the front axle wheel load value; the difference between the product of instantaneous total mass and gravity constant and the front axle wheel load value is taken as the rear axle wheel load value.

[0024] Furthermore, the vertical displacement value of each wheel of the target inspection vehicle is determined, including:

[0025] Determine the first suspension compression amount of the i-th wheel at the j-th sampling coordinate, and use the difference between the first suspension compression amount and the reference suspension compression amount as the suspension elastic deformation increment;

[0026] The reciprocal of the suspension stiffness of the i-th wheel is taken as the suspension flexibility.

[0027] Determine the axle to which the i-th wheel belongs, and the number of wheels on that axle;

[0028] If the i-th wheel belongs to the front axle, then the vertical displacement value of the i-th wheel is: the difference between the product of the suspension elastic deformation increment, the ratio of the front axle wheel load value to the number of front axle wheels, and the suspension flexibility.

[0029] If the i-th wheel belongs to the rear axle, then the vertical displacement value of the i-th wheel is: the difference between the product of the suspension elastic deformation increment, the ratio of the rear axle wheel load value to the number of rear axle wheels, and the suspension flexibility.

[0030] Furthermore, the static load stiffness value of each wheel of the target inspection vehicle is determined, including:

[0031] The ratio of the wheel load value of the mounting axle to which the i-th wheel belongs to the number of wheels, and the ratio of the square of the absolute value of the vertical displacement of the i-th wheel, is used as the candidate value of the original stiffness.

[0032] Calculate the static load weight as follows:

[0033]

[0034] Among them, L i This represents the static load weight of the i-th wheel. τ0 represents the first derivative of the vertical displacement of the i-th wheel, and τ0 represents the preset duration.

[0035] The static load stiffness value of the i-th wheel is obtained by multiplying the static load weight of the i-th wheel with the original stiffness candidate value.

[0036] Furthermore, the low static load stiffness and high static load stiffness values ​​of the target highway segment under the same sampling coordinates are determined to calculate the corresponding stiffness nonlinearity, including:

[0037] Determine the static load stiffness value of each wheel of the target inspection vehicle under any sampling coordinate, take the maximum value as the high static load stiffness value, and take the minimum value as the low static load stiffness value.

[0038] The difference between the high static load stiffness value and the low static load stiffness value is calculated, and the ratio of this difference to the high static load stiffness value is used to obtain the degree of stiffness nonlinearity of the corresponding sampled coordinates.

[0039] Furthermore, the sampling coordinates of N points in the target highway segment whose stiffness nonlinearity exceeds the limit are jointly analyzed, and the hollowness determination results of the target highway segment are generated, including:

[0040] Set a threshold for the degree of stiffness nonlinearity;

[0041] Sampling coordinates with stiffness nonlinearity greater than a stiffness nonlinearity threshold are used as candidate coordinates;

[0042] If the distance between any two candidate coordinates is less than a preset distance threshold, they are merged to form updated candidate coordinates. The merging process continues until the distance between any two candidate coordinates is greater than or equal to the preset distance threshold.

[0043] If the coverage length of any candidate coordinate along the direction of the target highway segment is greater than the safety threshold, then the hollowing result of the target highway segment is hollowing.

[0044] Secondly, a highway emergency response method, applied to any one of the highway emergency inspection systems, includes:

[0045] If the hollow sounding result of the target highway section is hollow, then the target highway section will be closed and repaired.

[0046] Otherwise, allow passage on the target highway section.

[0047] The beneficial effects of this invention are as follows: by constructing a dynamic static load detection mechanism based on the vehicle's variable center of mass, and combining the real-time analysis of wheel-level vertical displacement and wheel load, the low static load stiffness value and high static load stiffness value of the road surface are extracted under the same sampling coordinates. Furthermore, the stiffness nonlinearity index is calculated to accurately characterize the essential characteristics of stiffness mutation in hollow areas. Thus, without human intervention, high-precision, low-latency intelligent identification of hollow areas on highways is achieved without stopping the vehicle, significantly improving the ability to quickly clear obstacles and the level of traffic safety in post-disaster scenarios such as earthquakes. Attached Figure Description

[0048] Figure 1 This is a block diagram of a highway emergency inspection system according to the present invention;

[0049] Figure 2 This is a flowchart of a highway emergency inspection system according to the present invention;

[0050] Figure 3 This is a structural diagram of the target inspection vehicle of the present invention. Detailed Implementation

[0051] The subject matter described herein will now be discussed with reference to exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and implement the subject matter described herein, and changes may be made to the function and arrangement of the elements discussed without departing from the scope of this specification. Various processes or components may be omitted, substituted, or added as needed in the examples. Furthermore, features described in some examples may be combined in other examples.

[0052] like Figures 1-3 As shown, a highway emergency inspection system includes:

[0053] The data acquisition module is used to obtain benchmark parameters, including: the benchmark suspension compression of each wheel of the target inspection vehicle when it is unloaded, and the suspension stiffness of each wheel.

[0054] It should be noted that the target inspection vehicle is placed on a horizontal calibration platform, ensuring that the vehicle body has no additional load and is only subject to its own weight. Through-beam laser displacement sensors are used to obtain the free travel length of each wheel under no-load conditions and the actual suspension compression length of each wheel after the vehicle is stationary. The difference between the free travel length and the actual suspension compression length yields the reference suspension compression of each wheel. Suspension stiffness represents the proportional relationship between the weight of the wheel and its vertical displacement within the elastic range.

[0055] The highway inspection module is used to control the target inspection vehicle to conduct inspections on the target highway section at a fixed driving speed. The target inspection vehicle is equipped with a horizontal slide rail, and the counterweight slides on the horizontal slide rail at a constant speed. Driving parameters are collected at fixed time intervals, including: the relative coordinates of the counterweight on the horizontal slide rail, the suspension compression of each wheel, and the sampling coordinates of the target inspection vehicle.

[0056] The wheel load processing module is used to calculate the center of gravity offset based on driving parameters, and to determine the front axle wheel load value and rear axle wheel load value of the target inspection vehicle based on the center of gravity offset.

[0057] The displacement processing module is used to determine the vertical displacement value and static load stiffness value of each wheel of the target inspection vehicle in sequence, based on the reference parameters and driving parameters, combined with the front axle wheel load value and the rear axle wheel load value.

[0058] The stiffness processing module is used to determine the low static load stiffness value and high static load stiffness value of the target highway section under the same sampling coordinates, so as to calculate the corresponding stiffness nonlinearity.

[0059] The road segment determination module is used to jointly analyze N sampled coordinates in the target highway segment whose stiffness nonlinearity exceeds the limit, and generate the hollowness determination result of the target highway segment.

[0060] In one embodiment of the present invention, calculating the center of gravity offset based on driving parameters includes:

[0061] Determine the unloaded mass, counterweight mass, and horizontal distance between the vehicle's unloaded center of gravity and the rear axle of the target inspection vehicle;

[0062] It should be noted that before dynamic static load scanning, the initial mass distribution and geometric baseline of the system must be established so that the contributions of self-weight and counterweight to the center of mass position can be distinguished in subsequent calculations. Reading the unloaded mass of the target inspection vehicle, the mass of the counterweight, and the horizontal distance between the vehicle's unloaded center of mass and the rear axle in the unloaded state completes the initialization of the mass and geometric reference system, providing an invariant benchmark for accurate load distribution and positioning of center of mass offset.

[0063] The sum of the unloaded mass and the counterweight mass is taken as the instantaneous total mass;

[0064] It should be noted that during the counterweight sliding process, the gravity acting on the vehicle is always the sum of the unloaded mass and the counterweight mass. By adding the unloaded mass and the counterweight mass to obtain the instantaneous total mass, all subsequent mechanical calculations (wheel load distribution and center of gravity inversion) are ensured to be based on the actual weight, rather than just the vehicle's own weight or just the counterweight, thus eliminating center of gravity positioning deviations caused by mass errors.

[0065] The ratio of the counterweight mass to the instantaneous total mass is used as the counterweight mass distribution coefficient.

[0066] It should be noted that the counterweight mass distribution coefficient standardizes the impact of the counterweight on the vehicle's center of gravity offset to a range of 0 to 1. The counterweight mass distribution coefficient reflects both the proportion of the counterweight to the total mass and simplifies subsequent multiplication operations into a single floating-point multiplication, reducing numerical jitter caused by multiple divisions.

[0067] The offset of the target inspection vehicle's center of gravity is obtained by calculating the product of the counterweight mass distribution coefficient and the relative coordinates of the counterweight block, and summing it with the horizontal distance between the vehicle's unloaded center of gravity and the rear axle.

[0068] It should be noted that, based on the principle of linear levers, the relative coordinates of the counterweight are mapped to the movement of the center of mass of the target inspection vehicle according to the counterweight mass distribution coefficient, and superimposed with the horizontal distance between the vehicle's unloaded center of mass and the rear axle. This automatically completes a one-time scan of the center of mass position under low load to high load conditions, so as to output high-precision dynamic center of mass coordinates that can be used for wheel load distribution and road stiffness inversion.

[0069] In one embodiment of the present invention, determining the front axle wheel load value and rear axle wheel load value of the target inspection vehicle based on the centroid offset includes:

[0070] Determine the horizontal distance between the center points of the front and rear axles, and use the ratio of the horizontal distance between the center points of the front and rear axles to the centroid offset as the axial load distribution coefficient.

[0071] It should be noted that automatically distributing the vehicle's weight between the front and rear axles based on the center of gravity position requires using the horizontal distance between the center points of the front and rear axles as a reference. The current center of gravity offset is mapped to a scaling factor, namely the axial load distribution coefficient, which is equal to the ratio of the horizontal distance between the center points of the front and rear axles to the center of gravity offset. The axial load distribution coefficient represents the degree of offset of the center of gravity relative to the front and rear axles, providing a dimensionless, real-time calculable weighting for subsequently distributing the vehicle's weight to the front axle wheel load values.

[0072] The coupled product of the axial load distribution factor, instantaneous total mass, and gravity constant is taken as the front axle wheel load value; the difference between the product of instantaneous total mass and gravity constant and the front axle wheel load value is taken as the rear axle wheel load value.

[0073] It should be noted that after obtaining the axial load distribution coefficient, this coefficient needs to be combined with the vehicle's current actual weight to calculate the actual force on the front axle. The front axle wheel load value is obtained by coupling the axial load distribution coefficient, instantaneous total mass, and gravitational constant, ensuring that the load borne by the front axle reflects both the overall weight and accurately corresponds to the current center of gravity offset. According to static equilibrium, the total weight of the vehicle should be equal to the sum of the front axle load and the rear axle load; therefore, the difference method can be used to calculate the rear axle force and obtain the rear axle wheel load value.

[0074] In one embodiment of the present invention, determining the vertical displacement value of each wheel of the target inspection vehicle includes:

[0075] Determine the first suspension compression amount of the i-th wheel at the j-th sampling coordinate, and use the difference between the first suspension compression amount and the reference suspension compression amount as the suspension elastic deformation increment;

[0076] It should be noted that the actual suspension compression of the i-th wheel under the current environment and load must first be obtained and compared with the baseline suspension compression amount pre-recorded in the system in order to separate the additional deformation caused by dynamic load. The obtained suspension elastic deformation increment quantifies the portion of the actual deformation of the suspension that exceeds the baseline during this passage, providing a basis for subsequently removing the baseline deformation from the total displacement.

[0077] The reciprocal of the suspension stiffness of the i-th wheel is taken as the suspension flexibility.

[0078] It should be noted that in order to convert the load-deformation mapping to a pure displacement-load mapping, the stiffness parameter needs to be converted into a compliance form first, so that it can be multiplied with the wheel load value to obtain the equivalent suspension compression displacement. The suspension compliance is directly used as a linear transformation coefficient, so that the deformation contribution of the suspension under a given load can be calculated by multiplying the load by the compliance.

[0079] Determine the axle to which the i-th wheel belongs, and the number of wheels on that axle;

[0080] It should be noted that the loads and displacements of wheels on different axles share the same axial force. Therefore, it is necessary to know which axle the i-th wheel belongs to and how many wheels are on that axle in order to distribute the load evenly by axle. Once the axle and the number of wheels are clearly identified, the total wheel load of that axle can be evenly distributed to each wheel, providing an accurate wheel load numerator for calculating the vertical displacement of each wheel.

[0081] If the i-th wheel belongs to the front axle, then the vertical displacement value of the i-th wheel is: the difference between the product of the suspension elastic deformation increment, the ratio of the front axle wheel load value to the number of front axle wheels, and the suspension flexibility.

[0082] It should be noted that the wheel load on each wheel of the front axle is equal to the elastic response of the front axle wheel load value plus the suspension flexibility. This suspension compression contribution needs to be removed from the total deformation to obtain the true road surface subsidence. The net vertical displacement of the i-th wheel can be accurately calculated by using the difference between the increase in suspension elastic deformation, the ratio of the front axle wheel load value to the number of front axle wheels, and the product of the suspension flexibility.

[0083] If the i-th wheel belongs to the rear axle, then the vertical displacement value of the i-th wheel is: the difference between the product of the suspension elastic deformation increment, the ratio of the rear axle wheel load value to the number of rear axle wheels, and the suspension flexibility.

[0084] It should be noted that the suspension response of the rear axle wheels is similar to that of the front axle, but the load after the "rear axle wheel load value" is used to eliminate the elastic compression. The net vertical displacement of the i-th wheel under rear axle conditions is calculated by the difference between the increase in suspension elastic deformation and the product of the ratio of the rear axle wheel load value to the number of rear axle wheels and the suspension flexibility.

[0085] In one embodiment of the present invention, determining the static load stiffness value of each wheel of the target inspection vehicle includes:

[0086] The ratio of the wheel load value of the mounting axle to which the i-th wheel belongs to the number of wheels, and the ratio of the square of the absolute value of the vertical displacement of the i-th wheel, is used as the candidate value of the original stiffness.

[0087] It should be noted that the stiffness scale of the i-th wheel under the current static load condition needs to be initially quantified based on the nonlinear relationship between load and displacement. Combining the ratio of wheel load value to the number of wheels with the ratio of the square of the absolute value of vertical displacement value allows for simultaneous consideration of load distribution and stiffness attenuation characteristics under large displacement. Initial candidate stiffness values ​​are generated as baseline stiffness indices before subsequent weight adjustments, ensuring initial sensitivity to sudden local stiffness drops caused by thin-gap voids.

[0088] Calculate the static load weight as follows:

[0089]

[0090] Among them, L i This represents the static load weight of the i-th wheel. τ0 represents the first derivative of the vertical displacement of the i-th wheel, and τ0 represents the preset duration.

[0091] It should be noted that, in order to eliminate high-frequency vibration interference from transient data and make the stiffness assessment closer to quasi-static conditions, a time-series weight needs to be applied to the original stiffness candidate values. The deformation rate is reflected by the first derivative of the vertical displacement value, and the dynamic decay rate is determined by a preset time period. The static load weight is obtained, which can automatically suppress the influence of high-speed vibration and highlight the true stiffness under slow-varying loads in subsequent multiplications, providing a stable correction for the final stiffness inversion.

[0092] The static load stiffness value of the i-th wheel is obtained by multiplying the static load weight of the i-th wheel with the original stiffness candidate value.

[0093] It should be noted that combining the candidate values ​​of the original stiffness with the static load weight can enhance the quasi-static characteristics while ensuring sensitivity, ultimately reflecting the measured stiffness of the vehicle under static load. The output static load stiffness value serves as a quantitative description of the road support stiffness of each wheel under the current working condition, laying an accurate foundation for nonlinear pairing from low load to high load and hollowness determination under the same coordinate system.

[0094] In one embodiment of the present invention, determining the low static load stiffness value and high static load stiffness value of the target highway segment under the same sampling coordinates, in order to calculate the corresponding stiffness nonlinearity, includes:

[0095] Determine the static load stiffness value of each wheel of the target inspection vehicle under any sampling coordinate, take the maximum value as the high static load stiffness value, and take the minimum value as the low static load stiffness value.

[0096] It should be noted that the static load stiffness of each wheel is collected only at the same sampling coordinates to ensure that subsequent height-to-low comparisons are not affected by spatial displacement. The static load stiffness values ​​of all wheels at the current moment are read from the data output by the displacement and stiffness processing modules, providing the original dataset for distinguishing between high and low static loads.

[0097] Hollow areas cause extreme differences in stiffness at both low and high load ends, necessitating the extraction of extreme values ​​to highlight the essential characteristic of nonlinear abrupt changes. The maximum value is selected as the high static load stiffness value, and the minimum value is selected as the low static load stiffness value, thus establishing two benchmark quantities for subsequent difference ratio calculations.

[0098] The difference between the high static load stiffness value and the low static load stiffness value is calculated, and the ratio of this difference to the high static load stiffness value is used to obtain the degree of stiffness nonlinearity of the corresponding sampled coordinates.

[0099] It should be noted that simple difference values ​​cannot account for the differences in baseline stiffness. The difference values ​​need to be normalized to obtain comparable nonlinearity indices. First, the difference between the high static load stiffness value and the low static load stiffness value is calculated. Then, this difference is divided by the high static load stiffness value to obtain the stiffness nonlinearity of the sampled coordinates, thus achieving dimensionless quantification of the severity of hollowness.

[0100] In one embodiment of the present invention, the sampling coordinates of N samples with excessive stiffness nonlinearity in the target highway segment are jointly analyzed, and the hollowness determination result of the target highway segment is generated, including:

[0101] Set a threshold for the degree of stiffness nonlinearity;

[0102] It is important to clarify that a threshold value needs to be defined to distinguish between normal fluctuations and nonlinear abrupt changes caused by disease, ensuring that subsequent screening only targets potential hollow areas. This threshold will be used as the benchmark for subsequent judgment, comparing the degree of stiffness nonlinearity of all sampled coordinates.

[0103] Sampling coordinates with stiffness nonlinearity greater than a stiffness nonlinearity threshold are used as candidate coordinates;

[0104] It should be noted that normal regions below the threshold are removed, and only coordinates with abnormally high nonlinear values ​​are retained to focus on areas where hollowness may exist. A candidate coordinate set is generated to identify all locations where nonlinearity exceeds the limit, laying the foundation for subsequent spatial merging.

[0105] If the distance between any two candidate coordinates is less than a preset distance threshold, they are merged to form updated candidate coordinates. The merging process continues until the distance between any two candidate coordinates is greater than or equal to the preset distance threshold.

[0106] It should be noted that hollow spots often appear in bands or patches on adjacent coordinates. Therefore, it is necessary to merge nearby isolated points into continuous areas to avoid fragmented judgments. By checking and merging candidate coordinates that are too close together, a set of updated candidate coordinates with sufficient spacing is finally obtained, ensuring that each candidate area represents an independent disease segment.

[0107] If the coverage length of any candidate coordinate along the direction of the target highway segment is greater than the safety threshold, then the hollowing result of the target highway segment is hollowing.

[0108] It should be noted that to prevent small-scale local nonlinearity from being misjudged as overall voids, a substantial void is only considered to have formed when the length of the abnormal section in the driving direction exceeds a safety threshold. Using a coverage length greater than the safety threshold as the final criterion, a length check is performed on each updated candidate coordinate. If the condition is met, the void determination result is output, triggering an emergency response.

[0109] Example 2: A highway emergency response method, applied to any one of the highway emergency inspection systems, includes:

[0110] If the hollow sounding result of the target highway section is hollow, then the target highway section will be closed and repaired.

[0111] Otherwise, allow passage on the target highway section.

[0112] It should be noted that when the inspection system determines that a section of the target highway has hollow areas, the section will be immediately closed, and maintenance personnel will be organized to carry out repairs to eliminate the risk of collapse that may be caused by the thin gap between the pavement surface layer and the base layer. If the system determines that there are no hollow areas, vehicles are allowed to pass through the section normally. This method directly links the hollow area detection results of the inspection system with emergency response measures, enabling rapid identification and targeted treatment of highway defects, thus improving emergency response efficiency while ensuring traffic safety.

[0113] The embodiments of this example have been described above. However, this example is not limited to the specific implementation methods described above. The specific implementation methods described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms based on the guidance of this example, and all of them are within the protection scope of this example.

Claims

1. A highway emergency inspection system, characterized in that, include: The data acquisition module is used to obtain benchmark parameters, including: the benchmark suspension compression of each wheel of the target inspection vehicle when it is unloaded, and the suspension stiffness of each wheel. The highway inspection module is used to control the target inspection vehicle to conduct inspections on the target highway section at a fixed driving speed. The target inspection vehicle is equipped with a horizontal slide rail, and the counterweight slides on the horizontal slide rail at a constant speed. Driving parameters are collected at fixed time intervals, including: the relative coordinates of the counterweight on the horizontal slide rail, the suspension compression of each wheel, and the sampling coordinates of the target inspection vehicle. The wheel load processing module is used to calculate the center of gravity offset based on driving parameters, and to determine the front axle wheel load value and rear axle wheel load value of the target inspection vehicle based on the center of gravity offset. The displacement processing module is used to determine the vertical displacement value and static load stiffness value of each wheel of the target inspection vehicle in sequence, based on the reference parameters and driving parameters, combined with the front axle wheel load value and the rear axle wheel load value. The stiffness processing module is used to determine the low static load stiffness value and high static load stiffness value of the target highway section under the same sampling coordinates, so as to calculate the corresponding stiffness nonlinearity. The road segment determination module is used to jointly analyze N sampled coordinates in the target highway segment whose stiffness nonlinearity exceeds the limit, and generate the hollowness determination result of the target highway segment.

2. The highway emergency inspection system according to claim 1, characterized in that, The center of gravity offset is calculated based on driving parameters, including: Determine the unloaded mass, counterweight mass, and horizontal distance between the vehicle's unloaded center of gravity and the rear axle of the target inspection vehicle; The sum of the unloaded mass and the counterweight mass is taken as the instantaneous total mass; The ratio of the counterweight mass to the instantaneous total mass is used as the counterweight mass distribution coefficient. The offset of the target inspection vehicle's center of gravity is obtained by calculating the product of the counterweight mass distribution coefficient and the relative coordinates of the counterweight block, and summing it with the horizontal distance between the vehicle's unloaded center of gravity and the rear axle.

3. The highway emergency inspection system according to claim 2, characterized in that, Based on the center of gravity offset, determine the front axle and rear axle load values ​​of the target inspection vehicle, including: Determine the horizontal distance between the center points of the front and rear axles, and use the ratio of the horizontal distance between the center points of the front and rear axles to the centroid offset as the axial load distribution coefficient. The coupled product of the axial load distribution factor, instantaneous total mass, and gravity constant is taken as the front axle wheel load value; the difference between the product of instantaneous total mass and gravity constant and the front axle wheel load value is taken as the rear axle wheel load value.

4. The highway emergency inspection system according to claim 3, characterized in that, Determine the vertical displacement value of each wheel of the target inspection vehicle, including: Determine the first suspension compression amount of the i-th wheel at the j-th sampling coordinate, and use the difference between the first suspension compression amount and the reference suspension compression amount as the suspension elastic deformation increment; The reciprocal of the suspension stiffness of the i-th wheel is taken as the suspension flexibility. Determine the axle to which the i-th wheel belongs, and the number of wheels on that axle; If the i-th wheel belongs to the front axle, then the vertical displacement value of the i-th wheel is: the difference between the product of the suspension elastic deformation increment, the ratio of the front axle wheel load value to the number of front axle wheels, and the suspension flexibility. If the i-th wheel belongs to the rear axle, then the vertical displacement value of the i-th wheel is: the difference between the product of the suspension elastic deformation increment, the ratio of the rear axle wheel load value to the number of rear axle wheels, and the suspension flexibility.

5. A highway emergency inspection system according to claim 4, characterized in that, Determine the static load stiffness value of each wheel of the target inspection vehicle, including: The ratio of the wheel load value of the mounting axle to which the i-th wheel belongs to the number of wheels, and the ratio of the square of the absolute value of the vertical displacement of the i-th wheel, is used as the candidate value of the original stiffness. Calculate the static load weight as follows: Among them, L i This represents the static load weight of the i-th wheel. τ0 represents the first derivative of the vertical displacement of the i-th wheel, and τ0 represents the preset duration. The static load stiffness value of the i-th wheel is obtained by multiplying the static load weight of the i-th wheel with the original stiffness candidate value.

6. The highway emergency inspection system according to claim 5, characterized in that, Determine the low static load stiffness and high static load stiffness values ​​of the target highway segment under the same sampling coordinates to calculate the corresponding stiffness nonlinearity, including: Determine the static load stiffness value of each wheel of the target inspection vehicle under any sampling coordinate, take the maximum value as the high static load stiffness value, and take the minimum value as the low static load stiffness value. The difference between the high static load stiffness value and the low static load stiffness value is calculated, and the ratio of this difference to the high static load stiffness value is used to obtain the degree of stiffness nonlinearity of the corresponding sampled coordinates.

7. A highway emergency inspection system according to claim 6, characterized in that, The system jointly analyzes the sampled coordinates of N points in the target highway segment where the stiffness nonlinearity exceeds the limit, and generates the hollowness determination results for the target highway segment, including: Set a threshold for the degree of stiffness nonlinearity; Sampling coordinates with stiffness nonlinearity greater than a stiffness nonlinearity threshold are used as candidate coordinates; If the distance between any two candidate coordinates is less than a preset distance threshold, they are merged to form updated candidate coordinates. The merging process continues until the distance between any two candidate coordinates is greater than or equal to the preset distance threshold. If the coverage length of any candidate coordinate along the direction of the target highway segment is greater than the safety threshold, then the hollowing result of the target highway segment is hollowing.

8. A highway emergency response method, applied to a highway emergency inspection system according to any one of claims 1-7, characterized in that, include: If the hollow sounding result of the target highway section is hollow, then the target highway section will be closed and repaired. Otherwise, allow passage on the target highway section.

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