Bridge elastic anti-collision early warning device

Abstract

The application discloses a bridge elastic anti-collision early warning device, and relates to the field of bridge safety, which solves the problems of damage and slow early warning caused by collision of super-high trucks with bridges. The device comprises a bridge body including a bridge deck; an anti-collision early warning mechanism including early warning square plates arranged on both sides of the bridge deck, a sensor group arranged on the early warning square plates, and a warning light and an alarm electrically connected through a control panel; and a buffer force releasing mechanism composed of an elastic buffer assembly and a damping force releasing assembly. The elastic buffer assembly comprises a fixed base at the bottom of the bridge deck and a slidable sliding block in the base, one end of the sliding block is connected with the early warning square plate, and the other end of the sliding block is connected with the inner wall of the base through a reset spring; the damping force releasing assembly comprises a plurality of damping shock absorbers, one end of each of the damping shock absorbers is connected with the side surface of the bridge deck, and the other end of each of the damping shock absorbers is opposite to the early warning square plate, the elastic axis of the reset spring is parallel to the axis of the damping shock absorber, and energy is absorbed in stages to drive the early warning. The device is used for bridge protection, effectively buffers impact and reduces damage to the bridge.

Description

Technical Field

[0001] This invention relates to the field of bridge safety technology. More specifically, this invention relates to a bridge elastic collision avoidance and early warning device. Background Technology

[0002] Bridges are crucial structural links in highway and urban transportation systems. However, accidents involving oversized trucks colliding with bridge superstructures (especially the sides or bottom of beams) occur frequently due to driver misjudgment, loading violations, or route errors. Bridge collisions not only cause severe damage to the vehicles involved and traffic disruptions, but also inflict significant localized impact damage on the bridge structure itself (such as concrete decks and steel beams), including concrete cracking and spalling, steel bar yielding and deformation, and even structural instability, leading to major safety hazards, high maintenance costs, and negative social impacts. Effectively preventing and mitigating such collision damage is an important issue in the field of bridge engineering safety.

[0003] To address the risk of collisions involving oversized vehicles, various early warning devices have been deployed in existing technologies. A common approach involves installing sensor systems (such as pressure sensors, touch switches, laser or ultrasonic rangefinders) at bridge entrances, height restriction barriers, or on the sides of the bridge structure. When an oversized vehicle approaches or makes physical contact, audible and visual alarms (such as warning lights and buzzers) are activated to attempt to alert the driver or management personnel. However, the fundamental flaw of these early warning devices lies in their lack of protective capability. They only provide warning signals and lack any physical buffering mechanism to absorb or dissipate collision energy. Once an oversized truck actually impacts the bridge structure at a certain speed, the enormous impact energy will be directly transmitted to the bridge body without any buffering, and the warning signals cannot prevent or mitigate the substantial physical damage to the bridge itself.

[0004] Another type of existing technology focuses on installing physical buffers or energy-absorbing devices at impact-prone locations on bridges (such as piers and beam ends). Typical solutions include fixed rubber pads, simple compression spring assemblies, or energy-absorbing boxes, which absorb some of the impact energy through their own deformation. However, they generally suffer from the following problems: First, their accompanying warning functions (if any) usually rely on additional sensors, and the relationship between the warning trigger and the physical action (such as compression displacement) of the buffer mechanism itself is indirect or delayed, resulting in insufficient immediacy and reliability; Second, their energy absorption mechanisms are simple and inefficient, making it difficult to effectively cope with the high-intensity impact of oversized trucks. They often reach their limit quickly due to insufficient energy absorption or uncontrollable deformation, resulting in poor protection.

[0005] A thorough analysis of existing technologies reveals a prominent problem: the linkage between the buffer mechanism and the early warning system is inefficient and unreliable. The primary function of the buffer structure is energy absorption. While changes in its physical state (such as force and displacement) may indirectly correlate with early warnings through additional sensors, they fail to become the direct source of an immediate and inevitable early warning signal. This compromises the accuracy and timeliness of the warning. Furthermore, existing buffer designs generally lack phased and optimized energy absorption strategies for massive collision kinetic energy (e.g., first using elastic elements to buffer and store the instantaneous peak impact, then using damping elements to continuously dissipate the remaining energy), making it difficult to efficiently and controllably dissipate all the kinetic energy of an oversized truck impact.

[0006] In summary, the current field of bridge collision avoidance faces two key challenges: 1) How to construct a buffer and stress-relief mechanism that can efficiently absorb and dissipate the enormous collision kinetic energy generated by oversized trucks by incorporating different energy absorption and buffering mechanisms, thereby maximizing the protection of the bridge structure; 2) How to design an early warning triggering mechanism that can trigger certain early warning signals after a bridge collision, providing a certain warning effect to subsequent vehicles. Summary of the Invention

[0007] One object of the present invention is to solve at least the above-mentioned problems and to provide at least the advantages that will be described later.

[0008] Another objective of this invention is to provide a bridge elastic collision avoidance and early warning device, which can work together with the elastic buffer and damping unloading mechanism to absorb energy in stages, effectively reducing bridge damage; at the same time, the collision force triggers an early warning for following vehicles, effectively alerting them and improving road safety.

[0009] To achieve these objectives and other advantages according to the present invention, a bridge resilient collision avoidance warning device is provided, comprising: The bridge body, which includes the bridge deck; The collision warning mechanism includes warning panels that are movably installed on both sides of the bridge deck, sensor groups installed on the warning panels, warning lights and alarms that are electrically connected to the sensor groups via a control board. The buffer and stress-relief mechanism includes an elastic buffer assembly and a damping stress-relief assembly configured to absorb the kinetic energy of an oversized truck collision in stages. The elastic buffer assembly includes a fixed base mounted on the bottom of the bridge deck and a sliding protrusion slidably disposed within the fixed base. One end of the sliding protrusion extending out of the fixed base is connected to the warning plate, and the other end is connected to the inner wall of the fixed base via a return spring. The damping stress-relief assembly includes multiple damping shock absorbers, one end of which is connected to the side of the bridge deck, and the other end faces the warning plate. The elastic axis of the return spring is parallel to the axis of the damping shock absorber.

[0010] Preferably, the warning plate has a sensing slot on the side away from the damping shock absorber, the sensor group is set in the sensing slot, the alarm is set in the middle of the upper part of the sensing slot, and two sets of warning lights are set on both sides of the alarm.

[0011] Preferably, the bridge deck is provided with vertical guardrails on both sides, and traffic lights are provided on the guardrails; the damping shock absorber is provided with a rubber block at the end near the warning plate.

[0012] Preferably, the side of the bridge deck is provided with an inclined rain trough, and the side of the bridge deck is also provided with an elastic protective rubber sheet connected to the warning plate, the elastic protective rubber sheet being located below the inclined rain trough.

[0013] Preferably, the bridge deck is provided with mechanical energy-absorbing modules spaced apart from the damping shock absorbers on its side, and the mechanical energy-absorbing modules include: A passive hydraulic cylinder has a cylinder body fixed to the side of the bridge deck and an energy-absorbing box mounting seat hinged to the end of the piston rod. The energy-absorbing box mounting seat is provided with a dovetail groove. The cylinder body is provided with a closed rodless chamber and a rod chamber through which the piston rod passes. The rod chamber is provided with a piston rod return spring that connects the rodless chamber end cap and the piston rod. A honeycomb aluminum energy-absorbing box is detachably snapped into a dovetail groove on the energy-absorbing box mounting base; The sum of the initial distance between the honeycomb aluminum energy-absorbing box and the early warning plate and the movable stroke of the piston rod is less than the distance between the damping shock absorber and the early warning plate.

[0014] Preferably, the sensor group includes an infrared sensor, a millimeter-wave radar sensor, and a laser altimeter sensor, and the control board is programmed to execute the following hierarchical early warning logic: When the laser height sensor detects that the vehicle height is greater than or equal to the height limit of the bridge body, and the infrared sensor detects that the distance between the vehicle and the bridge body is less than or equal to 10m, a first-level warning is activated. When the first-level warning is activated, the warning light switches to a red high-frequency flashing light, and the alarm plays a directional sound wave warning of "over-height vehicle, stop immediately". When the millimeter-wave radar detects a vehicle with a speed ≥30km / h and continuously approaching, the second-level warning is activated, and the traffic light is forcibly switched to red.

[0015] Preferably, a displacement sensor is provided at the contact point between the sliding protrusion and the interior of the fixed base. The displacement sensor is electrically connected to the control board, and the control board is programmed to execute a replacement warning logic for the honeycomb aluminum energy-absorbing box. Condition i: The laser height sensor detects that the vehicle height is greater than or equal to the height limit of the bridge body, the infrared sensor detects that the vehicle distance is less than or equal to 3m, the millimeter-wave radar detects that the vehicle speed is greater than or equal to 15km / h, and the duration of the above three conditions is greater than or equal to 1s; Condition ii: The real-time displacement S detected by the displacement sensor is greater than or equal to L1 + L2 + ΔLA, where L1 is the initial distance between the honeycomb aluminum energy-absorbing box and the warning plate, L2 is the maximum free stroke of the piston rod of the passive hydraulic cylinder, ΔL is the effective compression stroke of the honeycomb aluminum energy-absorbing box, and A is the speed adjustment amount, A = 0.01V, where V is the real-time speed of the millimeter-wave radar. Condition iii: The time interval T from the satisfaction of condition i to the displacement S ≥ L1 + L2 + ΔLA is ≤ 1.2s; When conditions i, ii, and iii are all met, the control board determines that the honeycomb aluminum energy-absorbing box needs to be replaced and executes the following: A command to replace the energy-absorbing box containing the collision speed is sent to the remote center, and the traffic light switches to a slow yellow light mode. In the slow yellow light mode, a graded warning logic is executed simultaneously.

[0016] Preferably, the outer side of the bridge deck is provided with a honeycomb aluminum energy-absorbing box storage compartment, a honeycomb aluminum energy-absorbing box recycling compartment, and a multi-joint robotic arm. A gravity sensor is installed at the bottom of the honeycomb aluminum energy-absorbing box storage compartment. The multi-joint robotic arm and the gravity sensor are both electrically connected to the control board. When conditions i, ii, and iii are all met, the control board first determines that the honeycomb aluminum energy-absorbing box needs to be replaced. Then, the control board triggers the multi-joint robotic arm to recycle the old honeycomb aluminum energy-absorbing box into the honeycomb aluminum energy-absorbing box recycling compartment and retrieves the honeycomb aluminum energy-absorbing box from the storage compartment. When a new honeycomb aluminum energy-absorbing box is installed, and the gravity sensor detects that the number of honeycomb aluminum energy-absorbing boxes in the storage compartment is ≤2, the control board remote center sends a replenishment signal; when the control board determines that the honeycomb aluminum energy-absorbing box needs to be replaced, and the gravity sensor detects that the number of honeycomb aluminum energy-absorbing boxes in the storage compartment is 0, the control board sends an energy-absorbing box replacement command containing the collision speed to the remote center, and the traffic signal light switches to a slow yellow light mode. In the slow yellow light mode, the graded warning logic is executed synchronously.

[0017] The present invention has at least the following beneficial effects: Firstly, this invention achieves phased absorption of collision kinetic energy through the synergistic effect of elastic buffer components and damping force-relief components. The return spring first buffers the initial impact force, and the damping shock absorber then dissipates the remaining kinetic energy. The parallel design of the two axes ensures that the force transmission path is consistent, which greatly reduces the risk of damage to the bridge structure. The dual energy absorption mechanism can effectively resist the multi-level collision load of oversized trucks and extend the service life of the bridge. At the same time, the automatic rebound function of the return spring enables the warning plate to quickly reset, ensuring continuous protection capability. Secondly, this invention integrates three types of sensors: infrared, millimeter-wave radar, and laser altimeter. It achieves precise prevention and control through a hierarchical early warning logic. The first-level early warning uses directional sound waves and high-frequency flashing warning lights to immediately alert oversized vehicles. The second-level early warning forces the traffic lights to turn red, actively intervening in traffic flow. The design of the sensor array built into the sensing slot improves anti-interference capabilities, and the rubber block enhances the contact buffer of the damper. These dual measures significantly reduce the false alarm rate, ensuring accurate identification of oversized threat vehicles and dynamic response to changes in vehicle speed. Thirdly, this invention adopts a modular energy absorption design using a honeycomb aluminum energy-absorbing box combined with a passive hydraulic cylinder, and achieves rapid disassembly and assembly through a dovetail groove; the unique energy-absorbing box replacement early warning logic integrates displacement, speed and time parameters (conditions i-iii) to dynamically calculate the collision energy absorption state and predict the failure of the energy-absorbing box in advance; combined with the robotic arm automatic replacement system and gravity sensor inventory monitoring, it realizes fully automated operation and maintenance from collision detection, spare parts call to old parts recycling, minimizing manual intervention and traffic interruption time; Fourth, the present invention effectively diverts rainwater and protects the internal structure from corrosion through the combination design of inclined rain channels and elastic protective rubber; the railing gaps support manual replacement of energy-absorbing boxes; the yellow light slow flashing mode simultaneously executes graded early warning logic during maintenance, so as to achieve replacement without reducing protection and ensure the bridge's continuous protection capability in complex all-weather environments.

[0018] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of the bridge elastic anti-collision early warning device according to one technical solution of the present invention; Figure 2 This is a bottom view schematic diagram of the bridge elastic anti-collision early warning device described in another technical solution of the present invention; Figure 3 This is a schematic diagram of the arrangement of the damping shock absorber in another technical solution of the present invention; Figure 4 This is a schematic diagram showing the arrangement of the elastic buffer component in another technical solution of the present invention; Figure 5 This is a schematic diagram of the structure of the elastic buffer component described in another technical solution of the present invention; Figure 6 This is a schematic diagram showing the arrangement of the bridge deck and warning signs in another technical solution of the present invention; The components include: 1. Bridge body; 101. Bridge deck; 102. Bridge pier; 103. Guardrail; 2. Traffic lights; 3. Collision warning mechanism; 301. Warning board; 302. Induction slot; 303. Infrared sensor; 304. Warning light; 305. Alarm; 306. Waterproof cover; 4. Buffer and stress relief mechanism; 401. Fixed base; 402. Sliding protrusion; 403. Return spring; 404. Damping shock absorber; 405. Rubber block; 5. Protective rubber sheet; 505. Inclined rain trough. Detailed Implementation

[0020] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0021] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0022] like Figures 1-6 As shown, the present invention provides a bridge elastic collision avoidance early warning device, comprising: The bridge body 1 includes the bridge deck 101; The collision warning mechanism 3 includes a warning panel 301 movably installed on both sides of the bridge deck 101, a sensor group installed on the warning panel 301, a warning light 304 and an alarm 305 electrically connected to the sensor group via a control board; The buffer unloading mechanism 4 includes an elastic buffer assembly and a damping unloading assembly configured to absorb the kinetic energy of an oversized truck collision in stages. The elastic buffer assembly includes a fixed base 401 installed at the bottom of the bridge deck 101 and a sliding protrusion 402 slidably disposed within the fixed base 401. One end of the sliding protrusion 402 extends out of the fixed base 401 and is connected to the warning plate 301, while the other end is connected to the inner wall of the fixed base 401 via a return spring 403. The damping unloading assembly includes a plurality of damping shock absorbers 404, one end of which is connected to the side of the bridge deck 101, and the other end faces the warning plate 301. The elastic axis of the return spring 403 is parallel to the axis of the damping shock absorber 404.

[0023] like Figure 1 and Figure 2As shown, the core of the above technical solution lies in the coordinated operation of the bridge body 1, the collision warning mechanism 3, and the buffer and stress-relief mechanism 4. The bridge body 1 is the foundation, with its bridge deck 101 providing the installation reference. Piers 102 are located at the bottom of the bridge deck 101. The key to the collision warning mechanism 3 is its warning plate 301, which is movably installed on both sides of the bridge deck 101 and allows for a certain range of displacement. A sensor group is integrated on the warning plate 301, which monitors vehicle information in real time. A control board (which can be a microcontroller-based device, such as an STM32) receives and analyzes the sensor signals. Once preset conditions are met, it drives the warning lights 304 and the alarm 305 to issue a warning. For bridges with a long bridge deck 101, multiple elastic collision warning devices are installed along the length of the bridge deck 101 according to the number of lanes or at fixed intervals.

[0024] like Figures 3-5 In the above technical solution, the buffer and stress-relief mechanism 4 is the core for achieving phased energy absorption, comprising an elastic buffer component and a damping stress-relief component. The fixed base 401 of the elastic buffer component is firmly installed at the bottom of the bridge deck 101, avoiding the position of the pier 102. The fixed base 401 internally accommodates a slidable sliding protrusion 402. One end of the sliding protrusion 402 extends out of the fixed base 401 and is connected to the warning plate 301, and the other end is connected to the inner wall of the fixed base 401 through a return spring 403. The elastic coefficient k of the return spring 403 can be selected in the range of 200~500 N / mm to ensure sufficient buffering force. The damping and unloading assembly consists of multiple damping shock absorbers 404, each with a rated load of 20-80 kN. One end of each damping shock absorber 404 is fixed to the side of the bridge deck 101 (located at an appropriate position behind the warning plate 301), while the other end (piston rod end) faces the inner side of the warning plate 301 (with an initial gap) to ensure timely contact and activation upon collision. The elastic axis of the return spring 403 (i.e., its extension / retraction direction) must be parallel to the axis of the damping shock absorber 404 (i.e., its piston rod movement direction) to ensure optimal force transmission path and stable mechanism operation.

[0025] According to the above technical solution, when an oversized truck approaches the bridge, the sensor group on the warning panel 301 actively detects data such as vehicle height, distance, and speed. If the vehicle height exceeds a preset threshold and enters the warning range, the control panel immediately activates the warning light 304 and the alarm 305 (covered with a waterproof cover 306) to issue audible and visual warnings to the truck driver and the surrounding environment, buying time for the vehicle to brake or avoid the collision. If the truck fails to brake in time and collides with the warning panel 301, the mechanical protection system is activated: Elastic buffer stage: The collision force pushes the warning panel 301 to move, causing the sliding protrusion 402 to slide within the fixed base 401, forcefully compressing the return spring 403. The spring deformation absorbs the initial kinetic energy, reducing the peak impact; Damping unloading stage: When the displacement of the warning panel 301 reaches a certain value (generally the initial gap), its inner side contacts the piston rod of the damping shock absorber 404, the damper is compressed, and the remaining kinetic energy is converted into heat energy dissipation through the hydraulic oil throttling orifice, suppressing the vibration of the bridge body 1. After the collision ends, the return spring 403 releases the stored elastic potential energy, pushing the sliding protrusion 402 and the warning plate 301 to slowly return to their original positions. The damper helps to reduce the rebound vibration, and the entire device returns to standby mode.

[0026] According to the above technical solution, the sensor group independently achieves non-contact ultra-high-altitude early warning, issuing an alarm several seconds before a collision, significantly improving accident prevention capabilities. The physical buffer mechanism, as the last line of defense, absorbs collision energy in stages through a return spring 403 and a damping shock absorber 404 (total energy absorption efficiency ≥90%), maximizing the protection of the bridge structure. Specifically, the return spring 403 provides flexible initial buffering to avoid rigid impacts; the damping shock absorber 404 intervenes during compression to eliminate the initial pause, efficiently dissipating large-energy impacts. The parallel design of their axes ensures optimal force transmission path, reducing the risk of stress concentration on the bridge. Commercially available products can be used for the sensor group and damping shock absorber 404, reducing customization costs. The early warning and buffering functions operate independently, avoiding false triggering while ensuring comprehensive protection. This solution is suitable for the retrofitting of existing bridges, offering significant socio-economic benefits.

[0027] like Figure 3 In one of the technical solutions, the warning plate 301 has a sensing slot 302 on the side away from the damping shock absorber 404, the sensor group is set in the sensing slot 302, the alarm 305 is set in the middle of the upper part of the sensing slot 302, and two sets of warning lights 304 are set on both sides of the alarm 305.

[0028] The above technical solution further optimizes the structural layout and sensor integration of the early warning panel 301. Specifically, a sensing slot 302 is formed on the side of the early warning panel 301 away from the damping shock absorber 404 (i.e., the outer side facing the oncoming traffic direction). The sensing slot 302 is preferably a U-shaped cross-section design, with the inner wall covered by a waterproof sealing strip. The sensor group is embedded in the sensing slot 302, detecting vehicle signals without obstruction through the slot opening, while avoiding external rainwater and dust corrosion. The alarm 305 is fixed in the middle above the sensing slot 302, ensuring that the sound waves vertically cover the bridge surface area. The alarm 305 can be a PATLITE AD-165 audible and visual alarm. The warning lights 304 are divided into two groups, symmetrically arranged on the left and right sides of the alarm 305. If necessary, a wide-angle lens can be used to achieve a 180° horizontal visibility range. All cables pass through the sensing slot 302 into the interlayer of the early warning panel 301 and connect to the control board, forming an integrated detection-warning unit. The sensor slot 302 provides a physical protective barrier for the sensor, preventing external damage such as flying stones and hail. The slot's opening design ensures unobstructed radar wave transmission, and the centralized wiring within the slot prevents exposed cables from aging and reduces the failure rate. Located on the outer side of the warning panel 301, the sensor slot 302 avoids weakening the panel's impact resistance. The preferred U-shaped cross-section enhances local stiffness, resulting in more uniform stress distribution upon impact and complementing the buffer mechanism. The centrally positioned alarm 305 ensures even sound wave coverage across the bridge width, while the symmetrically distributed warning lights 304 eliminate blind spots. The sensor slot 302 integrates the warning unit and sensor into a single module, shortening the signal transmission path (reducing response delay) and facilitating overall disassembly and maintenance.

[0029] In one technical solution, vertically upward guardrails 103 are provided on both sides of the bridge deck 101, and traffic lights 2 are installed on the guardrails 103; a rubber block 405 is provided on the end of the damping shock absorber 404 near the warning plate 301. This technical solution further optimizes the traffic lights 2 that serve as traffic coordination warnings and the rubber blocks 405 that optimize the collision contact surface. Vertically upward guardrails are added on both sides of the bridge deck 101, and traffic lights 2 are installed on the guardrails 103. The traffic lights 2 are independent of the warning lights 304 of the collision warning mechanism 3, and are connected to the bridge management center or local control box via cables to achieve red / yellow / green three-color switching for daily traffic flow guidance or emergency control. A rubber block 405 is added to the end of the damping shock absorber 404 near the warning plate 301 (i.e., the piston rod head). The plane of the rubber block 405 remains parallel to the inner side of the warning plate 301, maintaining the initial gap. The rubber block 405 serves as the collision contact medium, replacing direct metal impact. The traffic lights 2 on the guardrail 103, along with the audible and visual warning system, form a spatially separated dual warning layer. The lower-layer audible and visual alarm targets the closest approaching vehicle, while the upper-layer traffic signal covers the entire bridge's field of vision, facilitating lane changes for vehicles further away. Together, they significantly enhance the bridge's active protection radius, making it particularly suitable for multi-lane or curved bridges. The rubber block 405 at the end of the damping shock absorber 404 absorbs some of the instantaneous collision energy, reducing the local stress peak of the warning plate 301, and avoids metal-on-metal impact noise and potential spark risks, thus improving safety. Furthermore, it serves as a wear-prone component, reducing the maintenance requirements of the high-cost damping shock absorber 404.

[0030] like Figure 6 In one technical solution, the side of the bridge deck 101 is provided with an inclined rain trough 505, and the side of the bridge deck 101 is also provided with an elastic protective rubber sheet 5 connected to the early warning plate 301. The elastic protective rubber sheet 5 is located below the inclined rain trough 505. The inclined rain trough 505 is located on the side of the bridge deck 101, above the early warning plate 301. It guides rainwater and other liquids through directional flow, preventing liquids from seeping into the movable gap between the early warning plate 301 and the bridge deck 101, preventing corrosion of components such as the return spring 403 and sliding protrusions, and reducing interference with the sensor group, thus ensuring the stability of detection. The elastic protective rubber sheet 5, such as neoprene rubber, is fixed at its upper end below the inclined rain trough 505 and its lower end is connected to the top of the early warning plate 301, forming a flexible barrier. The elastic deformation capacity of the elastic protective rubber sheet 5 must ensure that when the early warning plate 301 is displaced, it always blocks foreign objects such as sand and hail from entering the mechanical sliding parts, reducing the risk of jamming failure.

[0031] In one technical solution, the bridge deck 101 is provided with mechanical energy-absorbing modules spaced apart from the damping shock absorber 404 on its side. The mechanical energy-absorbing modules include: A passive hydraulic cylinder has a cylinder body fixed to the side of the bridge deck 101, and an energy-absorbing box mounting seat hinged to the end of the piston rod. The energy-absorbing box mounting seat is provided with a dovetail groove. The cylinder body is provided with a closed rodless chamber and a rod chamber through which the piston rod passes. The rod chamber is provided with a piston rod return spring that connects the rodless chamber end cap and the piston rod. A honeycomb aluminum energy-absorbing box is detachably snapped into a dovetail groove on the energy-absorbing box mounting base; The sum of the initial distance between the honeycomb aluminum energy-absorbing box and the warning plate 301 and the movable stroke of the piston rod is less than the distance between the damping shock absorber 404 and the warning plate 301.

[0032] The above technical solution achieves graded buffer expansion by adding a mechanical energy-absorbing module. The mechanical energy-absorbing module includes a passive hydraulic cylinder and a honeycomb aluminum energy-absorbing box: the cylinder body is vertically fixed to the side of the bridge deck 101, and the piston rod end is hinged to the energy-absorbing box mounting base using a spherical bearing. The energy-absorbing box mounting base has an ISO standard dovetail groove. The cylinder body is divided into a closed rodless chamber and a rod chamber through which the piston rod passes. A piston rod return spring (elastic coefficient 80~300 N / mm) is installed in the rod chamber, with one end fixed to the end cap of the rodless chamber and the other end connected to the root of the piston rod. The honeycomb aluminum energy-absorbing box is snapped onto the energy-absorbing box mounting base via the dovetail groove and can withstand 10~200kJ of impact energy. The key layout parameters are: the sum of the initial distance between the honeycomb aluminum energy-absorbing box and the warning plate 301 + the maximum stroke of the piston rod < the initial clearance of the damping shock absorber 404, ensuring that the mechanical module contacts the warning plate 301 before the damper during a collision, forming a three-stage energy absorption sequence.

[0033] According to the above technical solution, when the oversized truck collides with the warning board 301: The energy absorption phase of the honeycomb aluminum: The impact force causes the warning plate 301 to first contact the honeycomb aluminum energy-absorbing box, and the honeycomb structure undergoes progressive plastic crushing, absorbing the initial kinetic energy. The hydraulic energy dissipation phase: The impact force further pushes the energy-absorbing box mounting seat, causing the piston rod to retract into the cylinder. The piston rod compresses the piston rod return spring to store energy, while the piston squeezes the hydraulic oil in the rodless chamber, forcing the oil to generate fluid resistance through the external throttle valve, converting kinetic energy into heat energy (oil temperature rise). The damper intervention phase: If residual energy causes the warning plate 301 to continue displaced, the warning plate 301 contacts the damping shock absorber 404 to complete the final energy dissipation. After the collision: The piston rod return spring releases energy to push the piston rod back to its original position, and the hydraulic system's replenishing valve automatically replenishes the oil. The honeycomb aluminum energy-absorbing box is quickly disassembled and replaced via the dovetail groove, and the warning plate 301 is reset by the return spring 403.

[0034] According to the above technical solution, this invention achieves superior energy dissipation at different levels. The mechanical energy-absorbing module, as a pre-emerging energy-absorbing unit, dissipates low-to-medium energy collisions in stages through the plastic deformation of honeycomb aluminum and hydraulic throttling, reducing the triggering frequency of the damping shock absorber 404 and extending the lifespan of core components. The three-stage buffer chain further improves the overall energy absorption efficiency and further reduces the peak stress of the bridge. Simultaneously, the honeycomb aluminum energy-absorbing box adopts a modular design, with dovetail groove interfaces compatible with commercially available standard parts. The piston rod return spring and throttle valve in the hydraulic cylinder are all industrial standard parts, with maintenance costs only 1 / 5 of the damper's. The hydraulic system has a reserved oil circuit detection port (located on the side of the cylinder) for easy fault diagnosis. The closed rodless cavity design (withstanding 35MPa pressure) eliminates the risk of oil leakage. The mechanical energy-absorbing module, electronic early warning system, and elastic buffer mechanism form a triple electromechanical-hydraulic protection, providing passive safety, especially in power outage conditions. The pre-emerging triggering mechanism ensures that small-energy collisions only activate the mechanical module, preserving the main system's ability to cope with heavy impacts.

[0035] In one technical solution, the sensor group includes an infrared sensor 303, a millimeter-wave radar sensor, and a laser altimeter sensor, and the control board is programmed to execute the following hierarchical early warning logic: When the laser height sensor detects that the vehicle height is greater than or equal to the height limit of the bridge body 1, and the infrared sensor 303 detects that the distance between the vehicle and the bridge body 1 is less than or equal to 10m, a first-level warning is activated. When the first-level warning is activated, the warning light 304 switches to red high-frequency flashing, and the alarm 305 plays a directional sound wave warning of "over-height vehicle, stop immediately". When the millimeter-wave radar detects a vehicle with a speed ≥30km / h and continuously approaching, the second-level warning is activated. When the second-level warning is activated, the traffic light 2 is forcibly switched to red.

[0036] The above technical solution improves collision avoidance accuracy through multi-sensor fusion and intelligent hierarchical warning. The sensor group adopts a three-in-one layout: an infrared sensor 303 (such as the Teledyne FLIR ADK series), a millimeter-wave radar (such as the Bosch MRR1 rear-facing radar), and a laser height sensor (such as the SICKLMS511). The infrared sensor 303 detects the vehicle's thermal signal within 10m, the millimeter-wave radar dynamically tracks the vehicle speed, and the laser height sensor vertically scans the vehicle height. The three sensors are integrated into the sensing slot 302 of the warning board 301 and connected to the control board via shielded cables. The control board executes the hierarchical warning logic: Level 1 triggering conditions: The laser height measurement detects that the vehicle height is ≥ the bridge height limit and the infrared sensor 303 confirms that the distance is ≤10m (to prevent misjudgment due to rain and fog interference); Level 2 upgrade conditions: Based on Level 1 activation, the millimeter-wave radar detects that the vehicle speed is ≥30km / h and the acceleration is >0 (continuous approach); Execution actions: When Level 1 is activated, the warning light 304 flashes red at a high frequency and the alarm 305 emits a directional sound wave; When Level 2 is activated, the traffic lights 2 on the guardrail 103 are forced to turn red (reserved for traffic system protocol interface).

[0037] The above technical solution overcomes the shortcomings of single sensors by using a complementary combination of laser, infrared, and millimeter-wave sensors. Laser resists rain and fog scattering, infrared compensates for radar failure at low temperatures, and millimeter-wave addresses false alarms caused by laser contamination, reducing the false alarm rate to <0.1%. The tiered response provides high accuracy. Level 1 warnings target high-altitude but brakeable scenarios, with audible and visual warnings avoiding excessive interference with traffic flow. Level 2 warnings lock onto high-risk collision targets (vehicle speed ≥30km / h, speed threshold 30km / h is set based on a truck braking distance model), forcing a red light to cut off the flow of traffic behind, reducing the risk of secondary accidents; achieving high protection at a low cost.

[0038] In one technical solution, a displacement sensor is provided at the contact point between the sliding protrusion 402 and the interior of the fixed base 401. The displacement sensor is electrically connected to the control board, and the control board is programmed to execute a replacement warning logic for the honeycomb aluminum energy-absorbing box. Condition i: The laser height sensor detects that the vehicle height is ≥ the height limit of the bridge body 1, the infrared sensor 303 detects that the vehicle distance is ≤ 3m, the millimeter-wave radar monitors that the vehicle speed is ≥ 15km / h, and the duration of the above three conditions is ≥ 1s; Condition ii: The real-time displacement S detected by the displacement sensor is greater than or equal to L1 + L2 + ΔLA, where L1 is the initial distance between the honeycomb aluminum energy-absorbing box and the warning plate 301, L2 is the maximum free stroke of the passive hydraulic cylinder piston rod, ΔL is the effective compression stroke of the honeycomb aluminum energy-absorbing box, and A is the speed adjustment amount, A = 0.01V, where V is the real-time speed of the millimeter-wave radar. Condition iii: The time interval T from the satisfaction of condition i to the displacement S ≥ L1 + L2 + ΔLA is ≤ 1.2s; When conditions i, ii, and iii are all met, the control board determines that the honeycomb aluminum energy-absorbing box needs to be replaced and executes the following: A replacement command for the energy-absorbing box containing the collision speed is sent to the remote center, and the traffic light 2 switches to a slow yellow light mode. In the slow yellow light mode, the graded warning logic is executed synchronously.

[0039] The above technical solution achieves proactive early warning of energy-absorbing box loss through displacement monitoring and collision energy prediction. A high-precision displacement sensor is installed on the contact surface between the sliding protrusion 402 and the fixed base 401 of the elastic buffer assembly. MTS Emposonics R series sensors can be selected, with a range of 0-500mm and an accuracy of ±0.1%. The displacement sensor monitors the displacement of the sliding protrusion 402 caused by collisions in real time. The displacement sensor is connected to the control board via a CAN bus, forming a four-dimensional sensing network with laser / infrared / millimeter-wave radar. The control board adds a replacement early warning logic for the honeycomb aluminum energy-absorbing box, based on dynamic judgment under three conditions: Collision confirmation conditions: laser height measurement confirms vehicle height exceeds limit, infrared sensor 303 detects at a distance of ≤3m, millimeter-wave radar detects speed ≥15km / h, and the three signals last for ≥1s (excluding transient interference); Displacement threshold condition: The real-time displacement S must satisfy S≥L1+L2+△LA, and the dynamic velocity compensation term quantizes the collision kinetic energy at 0.01V. Time window condition: The time from meeting the collision confirmation condition to exceeding the S threshold is ≤1.2s (corresponding to the energy accumulation rate of medium-to-high speed collisions).

[0040] When all three conditions are met, the control board determines that the honeycomb aluminum energy-absorbing box needs to be replaced and executes the following: A replacement command for the energy-absorbing box containing the collision speed is sent to the remote center, and the traffic light 2 switches to a slow yellow light mode. In the slow yellow light mode, the graded warning logic is executed synchronously.

[0041] The aforementioned technical solution achieves predictive intelligent maintenance of honeycomb aluminum energy-absorbing boxes by integrating displacement sensors with a collision dynamics model. A dynamic displacement threshold model (S≥L1+L2+△LA), combined with real-time vehicle speed compensation, accurately quantifies collision kinetic energy and predicts the degree of plastic deformation of the energy-absorbing box, upgrading traditional passive maintenance to proactive early warning and reducing maintenance response time from hours to minutes. Simultaneously, triple triggering conditions (distance / speed / time window) strictly filter environmental interference, ensuring a false alarm rate of <0.5%. It also significantly optimizes the entire life cycle cost, reducing the frequency of energy-absorbing box replacement by more than 50% (replacing only upon actual crushing), thus lowering annual maintenance costs. The cloud-based accumulation of collision speed and displacement data also provides an empirical database for bridge protection design, driving iterative upgrades of energy-absorbing modules. In collaboration with mechanical energy-absorbing modules, it forms a closed loop of collision perception, energy dissipation, and condition assessment, achieving a revolutionary paradigm for intelligent infrastructure management while ensuring traffic safety.

[0042] In one technical solution, the outer side of the bridge deck 101 is provided with a honeycomb aluminum energy-absorbing box storage compartment, a honeycomb aluminum energy-absorbing box recycling compartment, and a multi-joint robotic arm. A gravity sensor is located at the bottom of the honeycomb aluminum energy-absorbing box storage compartment. The multi-joint robotic arm and the gravity sensor are both electrically connected to the control board. When conditions i, ii, and iii are all met, the control board first determines that the honeycomb aluminum energy-absorbing box needs to be replaced. Then, the control board triggers the multi-joint robotic arm to recycle the old honeycomb aluminum energy-absorbing box into the honeycomb aluminum energy-absorbing box recycling compartment. The storage compartment retrieves and installs new honeycomb aluminum energy-absorbing boxes. When the gravity sensor detects that the number of honeycomb aluminum energy-absorbing boxes in the storage compartment is ≤2, the control board sends a replenishment signal to the remote center. When the control board determines that the honeycomb aluminum energy-absorbing box needs to be replaced, and the gravity sensor detects that the number of honeycomb aluminum energy-absorbing boxes in the storage compartment is 0, the control board sends a replacement command containing collision speed to the remote center, and the traffic light 2 switches to a slow yellow light mode. In the slow yellow light mode, the graded warning logic is executed synchronously. By integrating an automated replacement system, unmanned, real-time maintenance of the honeycomb aluminum energy-absorbing boxes is achieved. After the control board triggers the replacement command, the multi-joint robotic arm (optionally FANUC LR Mate series) completes the disassembly of the old energy-absorbing box (recycled to the recycling bin) and the installation of the new energy-absorbing box (retrieved from the storage compartment). The gravity sensor (such as Mettler Toledo IND245) monitors the storage compartment inventory in real time. When the inventory is ≤2, it automatically sends a replenishment signal (including collision speed data) to the remote center to avoid shortage of protection resources. Meanwhile, when spare parts are available in the storage compartment, during the autonomous replacement process by the robotic arm, traffic light 2 maintains a slow flashing yellow light mode and simultaneously executes tiered warnings (warning light 304 flashing + alarm 305 voice alert) to ensure uninterrupted buffering function. Only when the inventory is depleted (gravity sensor detection count = 0) does the system upgrade to manual intervention mode (sending a replacement command to the remote location + yellow light warning). The robotic arm's movement path avoids rain gutters and elastic rubber surfaces (moving below the elastic rubber surfaces), achieving a zero-gap safety protection closed loop.

[0043] The number of devices and processing scale described herein are for the purpose of simplifying the description of the invention. Applications, modifications, and variations of the bridge elastic collision avoidance and early warning device of the present invention will be readily apparent to those skilled in the art.

[0044] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A bridge elastic anti-collision early warning device, characterized in that, include: The bridge body includes a bridge deck; vertical guardrails are provided on both sides of the bridge deck, and traffic lights are provided on the guardrails; The collision warning mechanism includes warning panels that are movably installed on both sides of the bridge deck, sensor groups installed on the warning panels, warning lights and alarms that are electrically connected to the sensor groups via a control board. The buffer and stress-relief mechanism includes an elastic buffer assembly and a damping stress-relief assembly configured to absorb the kinetic energy of an oversized truck collision in stages. The elastic buffer assembly includes a fixed base mounted on the bottom of the bridge deck and a sliding protrusion slidably disposed within the fixed base. One end of the sliding protrusion extending out of the fixed base is connected to the warning plate, and the other end is connected to the inner wall of the fixed base via a return spring. The damping stress-relief assembly includes multiple damping shock absorbers, one end of which is connected to the side of the bridge deck, and the other end faces the warning plate. Wherein, the elastic axis of the return spring is parallel to the axis of the damping shock absorber; The bridge deck is provided with mechanical energy-absorbing modules arranged at intervals from the damping shock absorbers on its side. The mechanical energy-absorbing modules include: A passive hydraulic cylinder has a cylinder body fixed to the side of the bridge deck and an energy-absorbing box mounting seat hinged to the end of the piston rod. The energy-absorbing box mounting seat is provided with a dovetail groove. The cylinder body is provided with a closed rodless chamber and a rod chamber through which the piston rod passes. The rod chamber is provided with a piston rod return spring that connects the rodless chamber end cap and the piston rod. A honeycomb aluminum energy-absorbing box is detachably snapped into a dovetail groove on the energy-absorbing box mounting base; The sum of the initial distance between the honeycomb aluminum energy-absorbing box and the early warning plate plus the movable stroke of the piston rod is less than the distance between the damping shock absorber and the early warning plate; The sensor group includes an infrared sensor, a millimeter-wave radar sensor, and a laser altimeter sensor. The control board is programmed to execute the following hierarchical early warning logic: When the laser height sensor detects that the vehicle height is greater than or equal to the height limit of the bridge body, and the infrared sensor detects that the distance between the vehicle and the bridge body is less than or equal to 10m, a first-level warning is activated. When the first-level warning is activated, the warning light switches to a red high-frequency flashing light, and the alarm plays a directional sound wave warning of "over-height vehicle, stop immediately". Under the condition of activating the first-level warning, when the millimeter-wave radar detects a vehicle speed ≥30km / h and continuously approaching, the second-level warning is activated, and when the second-level warning is activated, the traffic light is forcibly switched to red. A displacement sensor is provided at the contact point between the sliding protrusion and the interior of the fixed base. The displacement sensor is electrically connected to the control board, and the control board is programmed to execute a replacement warning logic for the honeycomb aluminum energy-absorbing box. Condition i: The laser height sensor detects that the vehicle height is greater than or equal to the height limit of the bridge body, the infrared sensor detects that the vehicle distance is less than or equal to 3m, the millimeter-wave radar detects that the vehicle speed is greater than or equal to 15km / h, and the duration of the above three conditions is greater than or equal to 1s; Condition ii: The real-time displacement S detected by the displacement sensor is greater than or equal to L1 + L2 + ΔLA, where L1 is the initial distance between the honeycomb aluminum energy-absorbing box and the warning plate, L2 is the maximum free stroke of the piston rod of the passive hydraulic cylinder, ΔL is the effective compression stroke of the honeycomb aluminum energy-absorbing box, and A is the speed adjustment amount, A = 0.01V, where V is the real-time speed of the millimeter-wave radar. Condition iii: The time interval T from the satisfaction of condition i to the displacement S ≥ L1 + L2 + ΔLA is ≤ 1.2s; When conditions i, ii, and iii are all met, the control board determines that the honeycomb aluminum energy-absorbing box needs to be replaced and executes the following: A command to replace the energy-absorbing box containing the collision speed is sent to the remote center, and the traffic light switches to a slow yellow light mode. In the slow yellow light mode, a graded warning logic is executed simultaneously.

2. The bridge elastic collision avoidance and early warning device as described in claim 1, characterized in that, The warning plate has a sensing slot on the side away from the damping shock absorber. The sensor group is set in the sensing slot. The alarm is set in the middle of the upper part of the sensing slot. Two sets of warning lights are set on both sides of the alarm.

3. The bridge elastic collision avoidance and early warning device as described in claim 2, characterized in that, The damping shock absorber has a rubber block at its end near the warning plate.

4. The bridge elastic collision avoidance and early warning device as described in claim 3, characterized in that, The bridge deck is provided with an inclined rain trough on its side, and the bridge deck is also provided with an elastic protective rubber sheet connected to the warning board on its side, the elastic protective rubber sheet being located below the inclined rain trough.

5. The bridge elastic collision avoidance and early warning device as described in claim 4, characterized in that, The outer side of the bridge deck is equipped with a honeycomb aluminum energy-absorbing box storage compartment, a honeycomb aluminum energy-absorbing box recycling compartment, and a multi-joint robotic arm. A gravity sensor is located at the bottom of the honeycomb aluminum energy-absorbing box storage compartment. The multi-joint robotic arm and the gravity sensor are electrically connected to the control board. When conditions i, ii, and iii are all met, the control board first determines that the honeycomb aluminum energy-absorbing box needs to be replaced. Then, the control board triggers the multi-joint robotic arm to recycle the old honeycomb aluminum energy-absorbing box into the honeycomb aluminum energy-absorbing box recycling compartment and retrieves the new honeycomb aluminum energy-absorbing box from the storage compartment. The honeycomb aluminum energy-absorbing boxes are installed. When the gravity sensor detects that the number of honeycomb aluminum energy-absorbing boxes in the storage compartment is ≤2, the control board remote center sends a replenishment signal. When the control board determines that the honeycomb aluminum energy-absorbing box needs to be replaced, and the gravity sensor detects that the number of honeycomb aluminum energy-absorbing boxes in the storage compartment is 0, the control board sends an energy-absorbing box replacement command containing the collision speed to the remote center. The traffic light switches to a slow yellow light mode, and the graded warning logic is executed synchronously in the slow yellow light mode.

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