Single-column pier bridge anti-overturning device and monitoring and early warning system and early warning method thereof

Abstract

The invention belongs to the technical field of bridge engineering reinforcement, and relates to bridge anti-overturning, in particular to a single-column pier bridge anti-overturning device and a monitoring and early warning system and method thereof. The steel cover beam and the high-strength anti-overturning inhaul cables are arranged, the anti-overturning capacity of the single-column pier bridge is improved by changing the distance between the supports, and the overturning critical value of the bridge is increased. Besides, when a serious eccentric load acts on the bridge floor, the safety of the bridge floor cannot be guaranteed due to the independent action of the steel cover beam, and the high-strength anti-overturning inhaul cable intervenes in work, so that an extra anti-overturning moment is provided in time; and carrying out bridge safety performance pre-judgment analysis in combination with the real-time traffic road condition data of the vehicle and the pressure data, the inclination angle data and the tension data of the bridge, and executing a corresponding early warning strategy in combination with an analysis result.

Description

Technical Field

[0001] The present invention belongs to the technical field of bridge engineering reinforcement, relates to bridge anti-overturning, and specifically relates to a single-column pier bridge anti-overturning device and a monitoring and early warning system and early warning method thereof. Background Art

[0002] Constructing a three-dimensional urban transportation network is a crucial component of urban infrastructure development. Continuous single-pillar bridges, with their aesthetic appeal, ease of construction, and minimal footprint, have become a preferred choice for constructing overpasses and viaducts within urban transportation networks. Within established urban transportation networks, continuous single-pillar bridges have become a common structural form. However, weak torsional resistance at the pier top and insufficient lateral overturning resistance have long been a source of potential traffic accident hazards. In recent years, incidents of single-pillar bridges overturning and collapsing due to overloaded vehicles have become a frequent occurrence, drawing widespread attention.

[0003] In view of this, the present invention is proposed. Summary of the Invention

[0004] The purpose of the present invention is to overcome the shortcomings of the above-mentioned prior art and provide a single-column pier bridge anti-overturning device and its monitoring and early warning system and early warning method, so as to reduce the risk of overturning and damage of the single-column pier bridge when it is subjected to eccentric loads by optimizing the structure of the single-column pier bridge, and to be able to respond and deploy rescue forces in time when overturning occurs.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] In a first aspect, the present invention provides an anti-overturning device for a single-column pier bridge, comprising a pier and a beam erected above the pier, the beam comprising a symmetrically arranged left beam and right beam; a pier sleeve is provided on the upper portion of the pier, a steel cap beam is provided on the outer side of the pier sleeve, and a signal controller is also installed on the pier; the left beam is provided with a left anti-overturning structure, and the right beam is provided with a right anti-overturning structure, the left anti-overturning structure and the right anti-overturning structure having the same composition structure and being symmetrically distributed about the pier; the left anti-overturning structure comprises:

[0007] A left high-strength anti-overturning cable and a first tension sensor fixedly mounted on the pier sleeve, wherein the upper end of the left high-strength anti-overturning cable is fixedly connected to the left beam body, and the first tension sensor is in communication with a signal controller;

[0008] The steel cap beam is symmetrically provided with mounting tracks for assembling high-strength anti-overturning cables; a first support is installed at the bottom of the left beam body, and the bottom end of the first support is fixedly connected to the top of the steel cap beam; a first pressure sensor is installed on the right side of the first support, and the first pressure sensor is located between the bottom of the left beam body and the top of the steel cap beam, and the first pressure sensor is communicatively connected to the signal controller;

[0009] A first inclinometer for detecting the tilt angle of the beam is installed at the lower portion of the left beam, and the first inclinometer is communicatively connected to the signal controller.

[0010] Specifically, an original support is installed on the top of the pier, the top of the original support is in contact with the beam body, the bottom of the original support is concentric with the top of the pier sleeve, and there is a gap between the outer periphery of the original support and the inner periphery of the pier sleeve.

[0011] Specifically, a left-side high-strength anti-overturning cable mounting plate is installed on one side of the pier sleeve, and at least three cable mounting holes are reserved on the left-side high-strength anti-overturning cable mounting plate. The cable mounting holes are used to install the left-side high-strength anti-overturning cable; the first tension sensor is fixedly installed on the left-side high-strength anti-overturning cable mounting plate.

[0012] Specifically, a left guardrail is provided above the left beam body, and a left rotating motor and a left photovoltaic component for powering the left rotating motor are installed on the left guardrail, and the left photovoltaic component is installed on the top of the left guardrail; the left rotating motor is hingedly connected to the left warning light sign, and the left rotating motor is communicatively connected to the signal controller.

[0013] Furthermore, the left warning light board and the left rotating motor are distributed in a linear array along the length direction of the beam body, and each left rotating motor is connected in series with the corresponding left warning light board. Preferably, the left warning light board is a red flashing warning light board.

[0014] In a second aspect, the present invention further provides a single-pillar pier bridge anti-overturning monitoring and early warning system, comprising:

[0015] A vehicle location and type identification system comprising a monitoring device for identifying vehicle type data and a traffic satellite system for transmitting real-time road traffic condition data, wherein the vehicle type data and the real-time road traffic condition data are fitted to obtain true real-time traffic condition data;

[0016] The anti-overturning device for a single-pillar pier bridge as described in part or in whole above is used to monitor the pier and the original support in real time, and transmit the collected tension data, pressure data and inclination data to the information control center through the signal controller;

[0017] The information control center conducts safety performance prediction analysis on the real-time traffic condition data and tension data, pressure data and inclination data received, and implements corresponding early warning strategies based on the analysis results.

[0018] In a third aspect, the present invention further provides an early warning method based on the single-pillar pier bridge anti-overturning monitoring and early warning system, comprising the following steps:

[0019] Step 1: Acquire the type, speed, and lane position information of vehicles passing on the bridge, and couple this with the type, speed, and lane position information of vehicles transmitted back by a traffic satellite system to obtain real-time traffic condition data of the passing vehicles, wherein the real-time traffic condition data includes the actual type, speed, and lane position information of the passing vehicles;

[0020] Step 2: obtaining pressure data, inclination data, and tension data of the bridge based on the anti-overturning device for the single-pillar pier bridge described in part or in whole;

[0021] Step 3: Combine the real-time traffic condition data of the vehicle obtained in step 1 and the pressure data, inclination data and tension data of the bridge obtained in step 2 to perform a pre-judgment analysis of the bridge safety performance, and execute the corresponding early warning strategy based on the analysis results.

[0022] Among them, the corresponding early warning strategies implemented in combination with the analysis results include:

[0023] ① If the analysis result does not exceed the set first-order warning threshold (and certainly does not exceed the set second-order warning threshold), it indicates that the bridge is currently in normal condition. Return to steps 1 and 2 and conduct daily inspections, regular inspections, or periodic inspections according to the bridge and culvert maintenance level.

[0024] ② If the analysis result exceeds the set first-order warning threshold but has not yet caused an accident, the first-order warning strategy will be activated;

[0025] ③ If the analysis result exceeds the set second-order warning threshold but has not yet caused an accident, the second-order warning strategy will be activated;

[0026] ④ If the analysis result exceeds the set second-order warning threshold and an accident has occurred, the primary and secondary rescue forces will be gradually called in at the same time to remind subsequent vehicles to change routes in time.

[0027] Specifically, the implementation process of the first-order early warning strategy is as follows:

[0028] When the real-time data transmitted to the signal controller by either the first pressure sensor or the second pressure sensor exceeds the set first-order warning threshold due to eccentric overload of any beam, the signal controller transmits a signal to the traffic satellite system, and the traffic satellite system issues a first-order warning alert to vehicles on the beam section that may overturn through vehicle navigation;

[0029] After receiving the first-order early warning alert, 30% to 50% of the vehicles located on the beam section that may overturn will change lanes to the opposite lane of the possible overturning side under the guidance of the vehicle navigation, and the remaining vehicles will slow down.

[0030] Specifically, the implementation process of the second-order early warning strategy is as follows:

[0031] When the beam overturns at an angle α due to eccentric overload, the real-time data transmitted to the signal controller by any of the pressure sensors or tension sensors on the opposite side of the beam exceeds the set second-order warning threshold. The entire monitoring and warning system executes the following strategy:

[0032] Ⅰ. High-strength anti-overturning cables are used to improve the bridge's anti-overturning capacity by providing additional anti-overturning moment;

[0033] II. The signal controller controls the deployment and flashing of warning lights to remind vehicles on the bridge section of the load condition of the current bridge section, and warns vehicles to change lanes to the middle and remain alert and drive carefully;

[0034] III. The signal controller transmits a signal to the traffic satellite system and uses vehicle navigation to conduct warning control on the vehicle route: 60% to 80% of the vehicles on the beam section that may overturn are controlled to change lanes to the middle lane under the prompt of the vehicle navigation, and the remaining vehicles slow down, and vehicles on the route that may be affected by the overturned beam section are warned.

[0035] Furthermore, if the analysis result exceeds the set second-order warning threshold and an accident has occurred, the signal controller turns on all warning lights on both sides of the rear lane (left and right warning lights) to warn of an accident on the bridge ahead. At the same time, the primary and secondary rescue forces are called to remind subsequent vehicles to change routes in a timely manner. Specifically, the following steps are performed:

[0036] The signal controller transmits the analysis results to the information control center, which automatically contacts the local government, fire station, hospital, traffic police and police station closest to the accident site to complete the deployment of rescue forces.

[0037] The signal controller transmits a signal to the information control center, which reports to the municipal units of the accident section and deploys new rescue forces to complete the deployment of secondary rescue forces;

[0038] The signal controller transmits a signal to the traffic satellite system, which controls the traffic flow and vehicle direction of the entire route, thereby ensuring that vehicles of relevant departments arrive at the accident scene smoothly and in time to carry out rescue missions, and reminding vehicles on the current line affected by the overturned beam section to drive carefully and change travel routes.

[0039] It should be noted that when an accident occurs, in principle the information control center will call on the primary rescue force and the secondary rescue force at the same time, and remind subsequent vehicles to change routes in time. However, in actual implementation, it will respond step by step in the priority order of "primary rescue, secondary rescue, and reminding subsequent vehicles to change routes in time."

[0040] Compared with the prior art, the technical solution provided by the present invention has the following beneficial effects:

[0041] 1) The anti-overturning device is designed to prevent overturning of single-column pier bridges due to the excessive overturning moment, which causes the bridge deck to rotate eccentrically, the supports to become vacant, and the bridge deck to overturn. The present invention improves the anti-overturning capability of single-column pier bridges by providing steel cap beams and high-strength anti-overturning cables, and by changing the spacing between the supports, thereby increasing the bridge's overturning threshold. In addition, when the bridge deck is subjected to severe eccentric loads, the steel cap beam alone can no longer guarantee the safety of the bridge deck. The high-strength anti-overturning cables intervene to provide additional anti-overturning moment in a timely manner, and issue an early warning by triggering the bridge's anti-overturning warning system.

[0042] 2) The present invention provides an anti-overturning device equipped with tension sensors, pressure sensors, and a signal controller. When a bridge is about to overturn due to eccentric loads, the signal controller receives monitoring data from the tension and pressure sensors that exceeds a set threshold. The signal controller then switches from a low-frequency signal reception mode to a high-frequency reception mode, transmitting an early warning signal to the warning light signs on the beam and to the traffic satellite system. Furthermore, real-time monitoring of the bridge piers and beams by the tension and pressure sensors facilitates subsequent inspection and maintenance of the anti-overturning device, ensuring the safety of the pier anti-overturning device and the bridge as a whole.

[0043] 3) The anti-overturning device provided by the present invention is equipped with warning light boards. When the bridge anti-overturning warning system is triggered, that is, when the sensor transmission data exceeds the second-order warning threshold or the high-strength anti-overturning cable intervenes, multiple warning light boards on the overturning side of the bridge section will start working and flash warning lights to ensure that the warning effect is not affected by light, and red light with better fog-penetrating ability is preferred.

[0044] 4) The anti-overturning device provided by the present invention is provided with a protective pier sleeve during installation, thereby avoiding the influence of installation drilling on the strength of the original pier. The pier sleeve acts as a certain hoop on the upper end of the pier, thereby extending the service life of the pier.

[0045] 5) The anti-overturning monitoring and early warning method provided by the present invention prevents an immediate overturning angle between the bridge and the steel cap beam when a single-pillar pier bridge is subjected to an eccentric overload. Instead, when the data transmitted to the signal controller by the first or second pressure sensor exceeds a first-order early warning threshold, the signal controller issues a first-order early warning alert via the traffic satellite system. This alerts 30% to 50% of vehicles in the lane on the overturned side of the beam section to the navigation system, stating that "the bridge is at risk of overturning. Please change lanes to the opposite side." The remaining vehicles in the beam section receive a navigation alert stating that "the bridge is at risk of overturning. Please slow down and drive with caution."

[0046] As the eccentric load gradually increases, when an overturning angle α is generated between the bridge deck and the steel cap beam, the high-strength anti-overturning cables will automatically intervene and the traffic satellite system will issue a second-order warning: when the high-strength cables on the overturning side intervene and the transmission data of any of the pressure sensors or tension sensors on the opposite side of the beam exceeds the set second-order warning threshold, the signal controller will control the warning light board on the overturning side beam to unfold and flash. By unfolding and flashing the warning light board, the vehicles in the bridge section are reminded of the load-bearing situation of the current bridge section, and are warned to change lanes to the middle and remain vigilant and drive carefully.

[0047] In addition, the signal controller sends a signal to the traffic satellite system, and uses vehicle navigation and warning lights to issue a second-level early warning alert to vehicles on the line: 60% to 80% of the vehicles in the lane on the overturned side of the beam section will be prompted by the navigation system with the message "The bridge is at risk of overturning, please drive to the middle lane", and the remaining vehicles in the beam section will be prompted by the navigation system with the message "The bridge is at risk of overturning, please slow down and drive carefully"; for vehicles on the line that may be affected by the overturned beam section, the vehicle navigation system will issue a warning with the message "There is an accident risk on the bridge ahead, please slow down and drive carefully, and it is recommended to change routes" to avoid secondary accidents and traffic congestion. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings are incorporated in and constitute a part of this specification and, together with the description, serve to explain the principles of the invention.

[0049] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0050] Figure 1 A schematic structural diagram of an anti-overturning device for a single-column pier bridge provided by the present invention;

[0051] Figure 2 A schematic diagram of the steel cap beam structure provided by the present invention;

[0052] Figure 3 Schematic diagram of the pier sleeve and high-strength anti-overturning cable structure provided by the present invention;

[0053] Figure 4 An exploded structural diagram of a bridge pier provided by the present invention with a pier sleeve and a steel cap beam installed on the pier;

[0054] Figure 5 A structural diagram of the anti-overturning monitoring and early warning system for single-pillar pier bridges provided by the present invention;

[0055] Figure 6 This is a functional block diagram of the anti-overturning monitoring and early warning system for single-pillar pier bridges provided by the present invention;

[0056] Figure 7 This is the functional block diagram of the vehicle position and type identification system;

[0057] Figure 8 This is the principle block diagram of the bridge anti-overturning device;

[0058] Figure 9 This is a block diagram of the early warning strategy principle when no accident occurs;

[0059] Figure 10 A block diagram of the response mechanism when an accident occurs;

[0060] Figure 11 A flow chart of the anti-overturning monitoring and early warning method for a single-pillar pier bridge provided by the present invention;

[0061] Figure 12 This is a schematic diagram of a vehicle changing lanes to the opposite lane of the potential overturning side after receiving a first-order warning alert during the execution of the first-order warning strategy.

[0062] Figure 13 Schematic diagram of a vehicle on the current bridge section changing lanes to the middle when a second-order warning strategy is implemented and an accident occurs.

[0063] Among them: 1. Bridge pier; 2. Beam; 3. Left beam; 4. Right beam; 5. First bearing; 6. Second bearing; 7. Steel cap beam; 8. First pressure sensor; 9. Second pressure sensor; 10. Original bearing; 11. Signal controller; 12. Pier sleeve; 13. Left anti-overturning cable mounting plate; 14. Right anti-overturning cable mounting plate; 15. First tension sensor; 16. Second tension sensor; 17. Left high-strength anti-overturning cable; 18. Right high-strength anti-overturning cable; 19. Mounting track; 20. Left guardrail; 21. Right guardrail; 22. Left rotating motor; 23. Right rotating motor; 24. Left photovoltaic module; 25. Right photovoltaic module; 26. Left warning light board; 27. Right warning light board; 28. First inclinometer; 29. ​​Second inclinometer. DETAILED DESCRIPTION

[0064] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present invention. Instead, they are merely examples consistent with certain aspects of the present invention as detailed in the appended claims.

[0065] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the present invention is described in further detail below with reference to the accompanying drawings and embodiments.

[0066] Example 1

[0067] See also Figures 1 to 4 As shown, this embodiment provides an anti-overturning device for a single-column pier bridge, comprising a pier 1 and a beam 2 erected above the pier 1, wherein the beam 2 comprises a left beam 3 and a right beam 4 symmetrically arranged; a pier sleeve 12 is provided on the upper portion of the pier 1, a steel cap beam 7 is provided on the outer side of the pier sleeve 12, and a signal controller 11 is also installed on the pier 1; the left beam is provided with a left anti-overturning structure, and the right beam 4 is provided with a right anti-overturning structure. The left anti-overturning structure and the right anti-overturning structure have the same composition structure and are symmetrically distributed about the pier 1; the left anti-overturning structure comprises:

[0068] A left high-strength anti-overturning cable 17 and a first tension sensor 15 are fixedly mounted on the pier sleeve 12. The upper end of the left high-strength anti-overturning cable 17 is fixedly connected to the left beam 3. The first tension sensor 15 is in communication with the signal controller 11.

[0069] The steel cap beam 7 is symmetrically provided with mounting rails 19 for assembling high-strength anti-overturning cables; a first support 5 is installed at the bottom of the left beam body 3, and the bottom end of the first support 5 is fixedly connected to the top of the steel cap beam 7; a first pressure sensor 8 is installed on the right side of the first support 5, and the first pressure sensor 8 is located between the bottom of the left beam body 3 and the top of the steel cap beam 7, and the first pressure sensor 8 is communicatively connected to the signal controller 11;

[0070] A first inclinometer 28 for detecting the tilt angle of the beam body is further installed at the lower portion of the left beam body 3 . The first inclinometer 28 is in communication connection with the signal controller 11 .

[0071] Likewise, the right anti-overturning structure includes:

[0072] A right high-strength anti-overturning cable 18 and a second tension sensor 16 are fixedly mounted on the pier sleeve 12. The upper end of the right high-strength anti-overturning cable 18 is fixedly connected to the right beam 4. The second tension sensor 16 is in communication with the signal controller 11.

[0073] The steel cap beam 7 is symmetrically provided with mounting rails 19 for assembling high-strength anti-overturning cables; a second support 6 is installed at the bottom of the right beam body 4, and the bottom end of the second support 6 is fixedly connected to the top of the steel cap beam 7; a second pressure sensor 9 is installed on the left side of the second support 6, and the second pressure sensor 9 is located between the bottom of the right beam body 4 and the top of the steel cap beam 7, and the second pressure sensor 9 is communicatively connected to the signal controller 11;

[0074] A second inclinometer 29 for detecting the tilt angle of the beam body is further installed at the lower portion of the left beam body 4 . The second inclinometer 29 is in communication connection with the signal controller 11 .

[0075] In this embodiment, the first support 5 and the second support 6 are both reinforced structures, and the anti-overturning ability of the beam 2 is improved by increasing the distance between the supports. Figure 2 The steel cap beam 7 is a prefabricated semi-hollow steel cap beam. Two prefabricated semi-hollow steel cap beams are consolidated into one steel cap beam 7 on the outer side of the upper end of the pier sleeve 12. An installation track 19 for installing high-strength anti-overturning cables is reserved inside the steel cap beam 7.

[0076] In this embodiment, the top of the pier 1 is equipped with an existing support 10, the top of which is in contact with the beam 2; the bottom of the existing support 10 is concentric with the top of the pier sleeve 12, and there is a gap between the outer periphery of the existing support 10 and the inner periphery of the pier sleeve 12 (i.e., the bottom of the existing support 10 and the top of the pier sleeve 12 are concentric and coplanar and do not contact each other). Figure 3 The pier sleeve 12 is a prefabricated semi-cylindrical hollow structure. Two prefabricated semi-cylindrical hollow structures are consolidated into a pier sleeve 12 above the pier 1. The design of the pier sleeve 12, on the one hand, has a certain hoop effect on the pier 1, and on the other hand, can protect the pier 1, preventing the original pier structure from being damaged by drilling and thereby reducing the concrete strength, thereby ensuring the compressive strength of the concrete and the shear resistance of the pier 1.

[0077] Furthermore, a left high-strength anti-overturning cable mounting plate 13 is mounted on one side of the pier sleeve 12. The left high-strength anti-overturning cable mounting plate 13 has at least three cable mounting holes reserved thereon for mounting a left high-strength anti-overturning cable 17. The first tension sensor 15 is fixedly mounted on the left high-strength anti-overturning cable mounting plate 13. Similarly, a right high-strength anti-overturning cable mounting plate 14 is mounted on the other side of the pier sleeve 12. The right high-strength anti-overturning cable mounting plate 14 has at least three cable mounting holes reserved thereon for mounting a right high-strength anti-overturning cable 18. The second tension sensor 16 is fixedly mounted on the right high-strength anti-overturning cable mounting plate 14.

[0078] It should be emphasized that the left high-strength anti-overturning cable 17 and the right high-strength anti-overturning cable 18 are fixed in three strands at the connecting section of the pier sleeve 12. By dispersing the tension generated by the overturning of the beam body 2 on the pier 1 through the high-strength anti-overturning cables, excessive shear force at a single position of the pier 1 is avoided, which may cause damage to the pier 1.

[0079] In this embodiment, a left guardrail 20 is disposed above the left beam 3. A left rotating motor 22 and a left photovoltaic module 24 for powering the left rotating motor 22 are mounted on the left guardrail 20. The left photovoltaic module 24 is mounted on the top of the left guardrail 20. The left rotating motor 22 is hingedly connected to a left warning light board 26. The left rotating motor 22 is in communication with the signal controller 11. Similarly, a right guardrail 21 is disposed above the right beam 4. A right rotating motor 23 and a right photovoltaic module 25 for powering the right rotating motor 23 are mounted on the right guardrail 21. The right photovoltaic module 25 is mounted on the top of the right guardrail 21. The right rotating motor 23 is hingedly connected to a right warning light board 27. The right rotating motor 23 is in communication with the signal controller 11.

[0080] Furthermore, the left warning light board 26 and the left rotating motor 22 are distributed in a linear array along the length direction of the beam body 2, and each left rotating motor 22 is connected in series with the corresponding left warning light board 26; the right warning light board 27 and the right rotating motor 23 are distributed in a linear array along the length direction of the beam body 2, and each right rotating motor 23 is connected in series with the corresponding right warning light board 27.

[0081] Preferably, the left warning light board 26 and the right warning light board 27 are both red flashing warning light boards to ensure that they still have good penetrating power in a foggy environment.

[0082] In this embodiment, the working principle of the anti-overturning device of the single-pillar pier bridge during implementation is as follows:

[0083] 1) The first pressure sensor 8 is used to monitor the road pressure of the left side beam body 3, and the second pressure sensor 9 is used to monitor the road pressure of the right side beam body 4. The signal controller 11 is used to receive the transmission signals of the first pressure sensor 8 and the second pressure sensor 9; the first tension sensor 15 is used to monitor the additional anti-overturning force of the left side beam body 3, and the second tension sensor 16 is used to monitor the additional anti-overturning force of the right side beam body 4. The signal controller 11 is used to receive the transmission signals of the first tension sensor 15 and the second tension sensor 16;

[0084] 2) When the real-time data transmitted by the first pressure sensor 8 and the second pressure sensor 9 to the signal controller 11 do not exceed the set first-order warning threshold, it indicates that the bridge is currently in normal condition, and the process returns to steps 1 and 2, and daily inspections, regular inspections, or periodic inspections are performed according to the bridge and culvert maintenance level.

[0085] 3) When the real-time data transmitted to the signal controller 11 by either the first pressure sensor 8 or the second pressure sensor 9 exceeds the set first-order warning threshold, but no accident has occurred, the signal controller 11 transmits a signal to the traffic satellite system to execute the first-order warning strategy. Specifically, the first-order warning strategy is:

[0086] 30% to 50% of the vehicles located on the beam section that may currently overturn will change lanes to the opposite lane of the possible overturning side under the prompt of the vehicle navigation. The prompt voice is "There is a risk of overturning on the bridge, please change lanes to the opposite side." The remaining vehicles on the bridge section will slow down under the prompt of the vehicle navigation. The prompt voice is "There is a risk of overturning on the bridge, please slow down and drive carefully."

[0087] 4) If the beam 2 generates an overturning angle α (measured by the first inclinometer 28) due to eccentric overload, and the real-time data transmitted to the signal controller 11 by the first pressure sensor 5 or the second tension sensor 16 exceeds the set second-order warning threshold, the right high-strength anti-overturning cable 18 will be activated, and the signal controller 11 will transmit a signal to the traffic satellite system to execute the second-order warning strategy. Specifically, the second-order warning strategy is as follows:

[0088] The signal controller 11 transmits a signal to the left rotating motor 22, which controls the left warning light sign 26 to unfold and flash, so as to remind the vehicles in the bridge section of the load condition of the current bridge section, and warn the current vehicles to change lanes to the middle and remain vigilant and drive carefully;

[0089] The signal controller 11 transmits a signal to the traffic satellite system and uses the vehicle navigation system to perform warning control on the vehicle route: 60% to 80% of the vehicles on the beam section that may overturn are controlled to change lanes to the middle lane under the prompt of the vehicle navigation system, and the remaining vehicles slow down, and give early warning to vehicles on the route that may be affected by the overturned beam section.

[0090] Similarly, if the beam 2 generates an overturning angle α (measured by the second inclinometer 29) due to eccentric overload, when the real-time data transmitted to the signal controller 11 by the second pressure sensor 6 or the first tension sensor 15 exceeds the set second-order warning threshold, the left high-strength anti-overturning cable 17 intervenes, and the signal controller 11 transmits a signal to the relevant satellite to execute the second-order warning strategy: Specifically, the second-order warning strategy is:

[0091] The signal controller 11 transmits a signal to the right rotating motor 23, which controls the right warning light sign 27 to unfold and flash, so as to remind the vehicles in the bridge section of the load condition of the current bridge section, and warn the current vehicles to change lanes to the middle and remain vigilant and drive carefully;

[0092] The signal controller 11 transmits a signal to the traffic satellite system and uses the vehicle navigation system to perform warning control on the vehicle route: 60% to 80% of the vehicles on the beam section that may overturn are controlled to change lanes to the middle lane under the prompt of the vehicle navigation system, and the remaining vehicles slow down, and give early warning to vehicles on the route that may be affected by the overturned beam section.

[0093] Example 2

[0094] Based on Example 1, see Figures 5 to 8 This embodiment provides a single-pillar pier bridge anti-overturning monitoring and early warning system, including:

[0095] A vehicle location and type identification system includes a monitoring device and a traffic satellite system. The monitoring device is used to identify vehicle type data, and the traffic satellite system is used to transmit real-time road traffic condition data. The vehicle type data and real-time road traffic condition data are fitted to obtain real-time traffic condition data.

[0096] The anti-overturning device of the single-pillar bridge is used to monitor the bridge pier 1 and the original support 10 in real time, and transmit the collected tension data, pressure data and inclination data to the information control center through the signal controller 11;

[0097] The information control center conducts safety performance prediction analysis on the real-time traffic condition data and tension data, pressure data and inclination data received, and implements corresponding early warning strategies based on the analysis results.

[0098] Among them, the monitoring device includes a support rod fixed above the left guardrail 20, and a camera installed on the support rod. The camera is used to monitor vehicles entering the bridge in real time, and use the embedded known algorithm to process the collected data in real time to identify the type of vehicle passing through the bridge and calculate the vehicle speed.

[0099] It should be noted that identifying vehicle types and estimating vehicle weights helps the bridge anti-overturning monitoring system allocate vehicles on the bridge deck more specifically and appropriately via the traffic satellite system during first- and second-order warnings, avoiding irrational secondary allocations. Furthermore, the first and second inclinometers 28 and 29 transmit real-time data to the information control center via the signal controller 11.

[0100] The monitoring and early warning method based on the above monitoring and early warning system is shown in Figure 11 , including the following steps:

[0101] Step 1: Acquire the type, speed, and lane position information of vehicles passing on the bridge, and couple this with the type, speed, and lane position information of vehicles transmitted back by a traffic satellite system to obtain real-time traffic condition data of the passing vehicles, wherein the real-time traffic condition data includes the actual type, speed, and lane position information of the passing vehicles;

[0102] Step 2: Obtaining bridge pressure data, inclination data, and tension data based on the above-mentioned single-pillar pier bridge anti-overturning device;

[0103] Step 3: Combine the real-time traffic condition data of the vehicle obtained in step 1 and the pressure data, inclination data and tension data of the bridge obtained in step 2 to perform a pre-judgment analysis of the bridge safety performance, and execute the corresponding early warning strategy based on the analysis results.

[0104] Specifically, see Figures 9-10 , combined with the analysis results, the corresponding early warning strategies include:

[0105] ① If the analysis result does not exceed the set first-order warning threshold (it certainly does not exceed the set second-order warning threshold), it indicates that the bridge is currently in normal condition. Continue to return to steps 1 and 2 and conduct daily inspections, regular inspections, or periodic inspections according to the bridge and culvert maintenance level.

[0106] ② If the analysis result exceeds the set first-order warning threshold but has not yet caused an accident, the first-order warning strategy is activated. Specifically, the implementation process of the first-order warning strategy is as follows:

[0107] When the real-time data transmitted to the signal controller 11 by either the first pressure sensor 8 or the second pressure sensor 9 exceeds the set first-order warning threshold value due to eccentric overload of any beam, the signal controller 11 transmits a signal to the traffic satellite system, and the traffic satellite system issues a first-order warning alert to the vehicles on the beam section that may overturn through vehicle navigation;

[0108] After receiving the first-level warning, 30% to 50% of the vehicles on the bridge section that may overturn will be prompted by the navigation system, "There is a risk of overturning on the bridge, please change lanes to the opposite side." The vehicles will then change lanes to the opposite lane of the possible overturning side according to the navigation system. Figure 12 The remaining vehicles will slow down and will be prompted by the navigation system that "there is a risk of the bridge overturning, please slow down and drive carefully."

[0109] ③ If the analysis result exceeds the set second-order warning threshold but has not yet caused an accident, the second-order warning strategy is activated; specifically, the implementation process of the second-order warning strategy is as follows:

[0110] When the beam 2 overturns at an angle α due to eccentric overload, the real-time data transmitted to the signal controller 11 by any of the pressure sensors or tension sensors on the opposite side of the beam 2 exceeds the set second-order warning threshold. The entire monitoring and warning system executes the following strategy:

[0111] Ⅰ. High-strength anti-overturning cables are used to improve the bridge's anti-overturning capacity by providing additional anti-overturning moment;

[0112] II. The signal controller 11 controls the warning light to unfold and flash, so as to remind the vehicles in the bridge section of the load condition of the current bridge section. Figure 13 , warn the current vehicle to change lanes to the middle and stay alert and drive carefully;

[0113] III. The signal controller 11 transmits a signal to the traffic satellite system and uses the vehicle navigation system to conduct warning control on the vehicle route: 60% to 80% of the vehicles on the beam section that may overturn will be prompted by the navigation system with the message "There is a risk of overturning on the bridge, please drive to the middle lane", and will change lanes to the middle lane under the prompt of the vehicle navigation system; the remaining vehicles will slow down and will be prompted by the navigation system with the message "There is a risk of overturning on the bridge, please slow down and drive carefully"; vehicles on the route that may be affected by the overturning beam section will be warned with the message "There is a risk of accident on the bridge ahead, please slow down and drive carefully, and it is recommended to change routes" to avoid secondary accidents and traffic congestion.

[0114] ④ If the analysis result exceeds the set second-order warning threshold and an accident has occurred, the signal controller 11 controls the warning lights on both sides of the rear lane (the left warning light 26 and the right warning light 27) to turn on, warning that an accident has occurred on the bridge ahead. At the same time, the primary rescue force and the secondary rescue force are called to remind the following vehicles to change routes in time. Specifically, the following steps are performed:

[0115] The signal controller 11 transmits the analysis results to the information control center, which automatically contacts the local government, fire station, hospital, traffic police, and police station closest to the accident site to dispatch rescue forces. Here, the nearest highway exit on the highway where the accident bridge is located is defined as the location closest to the accident site, and the corresponding rescue forces are dispatched from that location.

[0116] Furthermore, the signal controller 11 transmits a signal to the information control center, which reports to the municipal units where the accident occurred and deploys new rescue forces to complete the deployment of secondary rescue forces.

[0117] At the same time, the signal controller 11 transmits a signal to the traffic satellite system, which controls the traffic flow and vehicle direction of the entire route, thereby ensuring that the vehicles of the relevant departments arrive at the accident scene smoothly and in time to carry out rescue missions, and reminding vehicles on the current line affected by the overturned beam section to drive carefully and change travel routes.

[0118] The foregoing description is intended only to provide specific embodiments of the present invention, which will enable those skilled in the art to understand and implement the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention.

[0119] It should be understood that the present invention is not limited to the above description and that various modifications and changes may be made without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. An anti-overturning device for a single-pillar pier bridge, comprising a pier (1) and a beam (2) erected above the pier (1), wherein the beam (2) comprises a left beam (3) and a right beam (4) symmetrically arranged; characterized in that: A pier sleeve (12) is provided on the upper portion of the pier (1), a steel cap beam (7) is provided on the outer side of the pier sleeve (12), and a signal controller (11) is also installed on the pier (1); the left beam body (3) is provided with a left anti-overturning structure, and the right beam body (4) is provided with a right anti-overturning structure, the left anti-overturning structure and the right anti-overturning structure have the same composition structure and are symmetrically distributed about the pier (1); the left anti-overturning structure comprises: A left high-strength anti-overturning cable (17) and a first tension sensor (15) are fixedly mounted on the pier sleeve (12), wherein the upper end of the left high-strength anti-overturning cable (17) is fixedly connected to the left beam body (3), and the first tension sensor (15) is communicatively connected to the signal controller (11); A mounting track (19) for assembling a high-strength anti-overturning cable is symmetrically provided in the steel cap beam (7); a first support (5) is installed at the bottom of the left beam body (3), and the bottom end of the first support (5) is fixedly connected to the top of the steel cap beam (7); a first pressure sensor (8) is installed on the right side of the first support (5), and the first pressure sensor (8) is located between the bottom of the left beam body (3) and the top of the steel cap beam (7), and the first pressure sensor (8) is communicatively connected to the signal controller (11); A first inclinometer (28) for detecting the inclination angle of the beam body is also installed at the lower part of the left beam body (3), and the first inclinometer (28) is communicatively connected to the signal controller (11).

2. The anti-overturning device for a single-pillar pier bridge according to claim 1, characterized in that: An original support (10) is installed on the top of the pier (1), the top of the original support (10) contacts the beam body (2), the bottom of the original support (10) is concentric with the top of the pier sleeve (12), and there is a gap between the outer periphery of the original support (10) and the inner periphery of the pier sleeve (12).

3. The anti-overturning device for a single-pillar pier bridge according to claim 1, characterized in that: A left high-strength anti-overturning cable mounting plate (13) is installed on one side of the pier sleeve (12), and at least three cable mounting holes are reserved on the left high-strength anti-overturning cable mounting plate (13), and the cable mounting holes are used to install the left high-strength anti-overturning cable; the first tension sensor (15) is fixedly installed on the left high-strength anti-overturning cable mounting plate (13).

4. The anti-overturning device for a single-pillar pier bridge according to claim 1, characterized in that: A left guardrail (20) is provided above the left beam (3); a left rotating motor (22) and a left photovoltaic assembly (24) for supplying power to the left rotating motor (22) are installed on the left guardrail (20); the left photovoltaic assembly (24) is installed on the top of the left guardrail (20); the left rotating motor (22) is hingedly connected to a left warning light board (26); and the left rotating motor (22) is communicatively connected to a signal controller (11).

5. A single-pillar pier bridge anti-overturning monitoring and early warning system, characterized in that: include: A vehicle location and type identification system comprising a monitoring device for identifying vehicle type data and a traffic satellite system for transmitting real-time road traffic condition data, wherein the vehicle type data and the real-time road traffic condition data are fitted to obtain true real-time traffic condition data; The anti-overturning device for a single-pillar pier bridge according to any one of claims 1 to 4 is used to monitor the pier (1) and the original support (10) in real time, and transmit the collected tension data, pressure data and inclination data to an information control center via a signal controller (11); The information control center conducts safety performance prediction analysis on the received real-time traffic condition data and tension data, pressure data and inclination data, and implements corresponding early warning strategies based on the analysis results.

6. The early warning method based on the anti-overturning monitoring and early warning system for a single-pillar pier bridge according to claim 5 is characterized in that: The following steps are involved: Step 1: Acquire the type, speed, and lane position information of vehicles passing on the bridge, and couple this with the type, speed, and lane position information of vehicles transmitted back by a traffic satellite system to obtain real-time traffic condition data of the passing vehicles, wherein the real-time traffic condition data includes the actual type, speed, and lane position information of the passing vehicles; Step 2: obtaining pressure data, inclination data, and tension data of the bridge based on the anti-overturning device for a single-pillar pier bridge according to any one of claims 1 to 4; Step 3: Combine the real-time traffic condition data of the vehicle obtained in step 1 and the pressure data, inclination data and tension data of the bridge obtained in step 2 to perform a pre-judgment analysis of the bridge safety performance, and execute the corresponding early warning strategy based on the analysis results.

7. The anti-overturning monitoring and early warning method for a single-pillar pier bridge according to claim 6 is characterized in that: The corresponding early warning strategies implemented based on the analysis results include: ① If the analysis result does not exceed the set first-order warning threshold, it indicates that the bridge is currently in normal condition. Return to steps 1 and 2 and conduct daily inspections, regular inspections, or periodic inspections according to the bridge and culvert maintenance level. ② If the analysis result exceeds the set first-order warning threshold but has not yet caused an accident, the first-order warning strategy will be activated; ③ If the analysis result exceeds the set second-order warning threshold but has not yet caused an accident, the second-order warning strategy will be activated; ④ If the analysis result exceeds the set second-order warning threshold and has caused an accident, the primary and secondary rescue forces will be called at the same time to remind subsequent vehicles to change routes in time.

8. The anti-overturning monitoring and early warning method for a single-pillar pier bridge according to claim 7 is characterized in that: The implementation process of the first-order early warning strategy is as follows: When any beam body is overloaded due to eccentricity, the real-time data transmitted to the signal controller (11) by any of the first pressure sensor (8) or the second pressure sensor (9) exceeds a set first-order warning threshold, the signal controller (11) transmits a signal to a traffic satellite system, and the traffic satellite system issues a first-order warning alert to vehicles on the beam section that may overturn through vehicle navigation; After receiving the first-order early warning alert, 30% to 50% of the vehicles located on the beam section that may overturn will change lanes to the opposite lane of the possible overturning side under the guidance of the vehicle navigation, and the remaining vehicles will slow down.

9. The anti-overturning monitoring and early warning method for a single-pillar pier bridge according to claim 7 is characterized in that: The implementation process of the second-order early warning strategy is as follows: When the beam (2) overturns at an angle α due to eccentric overload, the real-time data transmitted to the signal controller (11) by any of the pressure sensors or tension sensors located on the opposite side of the beam (2) exceeds the set second-order warning threshold, and the entire monitoring and warning system executes the following strategy: Ⅰ. High-strength anti-overturning cables are used to improve the bridge's anti-overturning capacity by providing additional anti-overturning moment; II. The signal controller (11) controls the warning light to unfold and flash, so as to remind the vehicles on the bridge section of the load condition of the current bridge section, and warn the current vehicles to change lanes to the middle and remain vigilant and drive carefully; III. The signal controller (11) transmits a signal to the traffic satellite system and uses the vehicle navigation system to conduct warning control on the vehicle route: 60% to 80% of the vehicles on the beam section that may overturn are controlled to change lanes to the middle lane under the prompt of the vehicle navigation system, and the remaining vehicles slow down and drive slowly, so as to provide early warning to the vehicles on the route that may be affected by the overturned beam section.

10. The method for monitoring and early warning of anti-overturning of a single-pillar pier bridge according to claim 7, characterized in that: ④ If the analysis result exceeds the set second-order warning threshold and has caused an accident, the primary and secondary rescue forces will be called simultaneously, and the following vehicles will be reminded to change routes in time, including: The signal controller (11) transmits the analysis result to the information control center, and the signal controller (11) automatically contacts the local government, fire station, hospital, traffic police team and police station closest to the accident site in the first time to complete the deployment of rescue forces; The signal controller (11) transmits a signal to the information control center, which reports to the municipal units of the accident section and then deploys new rescue forces to complete the deployment of secondary rescue forces; The signal controller (11) transmits a signal to the traffic satellite system, which controls the traffic flow and vehicle direction of the entire route, thereby ensuring that the vehicles of the relevant departments arrive at the accident site smoothly and in time to carry out rescue tasks, and reminding vehicles on the current route affected by the overturned beam section to drive cautiously and change travel routes.

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