Road guardrail active alarm system based on distributed sensor

Abstract

The invention discloses a road guardrail active alarm system based on a distributed sensor, which belongs to the technical field of road traffic safety monitoring and specifically comprises a cloud control alarm platform, a sensing acquisition module, a pre-event risk early warning module, a guardrail collision judgment and evaluation module, a post-event safety monitoring module and a comprehensive alarm module. A plurality of monitoring road sections are set along a road guardrail, each monitoring road section is provided with a monitoring node of an integrated sensor group, guardrail sensing data, vehicle passing data and infrared imaging data of the monitoring nodes are obtained in real time, and the monitoring nodes are distributed on the basis of a multi-source heterogeneous data sensing and logic judgment decision mechanism. A closed-loop alarm system for early warning of vehicle passing in advance, judgment and evaluation of guardrail collision in the event and safety monitoring after the event aiming at the safety of the side of the road guardrail is constructed, the defect of misinformation of a single vibration signal is effectively filtered, and conversion from passive collision alarm to active stepped alarm is realized; and the safety protection level and the emergency response efficiency of the highway side are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of road traffic safety monitoring, more particularly to a highway guardrail active alarm system based on distributed sensors. BACKGROUND

[0002] As an important facility for road safety protection, the highway guardrail provides a physical barrier when a vehicle is out of control to reduce the damage to personnel and vehicles.

[0003] Traditional guardrails are mostly static structures and can only serve as passive protection facilities, with their role limited to mitigating damage when an accident occurs. They cannot actively monitor in real time, which is a limitation of traditional guardrails. On the one hand, it leads to slow response to accidents and the inability to perceive collision events, and it cannot obtain guardrail collision information at the first time when an accident occurs, relying only on post-accident inspection to find damage and the extent of damage.

[0004] Currently, patent CN113585130A provides a highway guardrail monitoring system. Compared with traditional guardrails with static structures, it solves the problems of high labor inspection intensity and high video monitoring cost to some extent. However, this patent mainly relies on vibration sensors and cannot distinguish the nature of events (such as vehicle collisions, personnel crossing, and natural disturbances), which has a high risk of misjudgment and makes it difficult to assess the severity of accidents.

[0005] In addition, this system only starts the alarm process after the guardrail is hit (abnormal vibration occurs), and cannot perceive the risk situation before a collision occurs, such as vehicle overspeed, loss of control, and abnormal approach. Therefore, it does not have any pre-vehicle passing warning capability. After the system alarms, it cannot provide any warning signals for situations that endanger life safety, such as whether there are injured personnel on site or whether there are personnel stranded on the road.

[0006] Therefore, there is an urgent need for an intelligent guardrail system that can realize multi-source data coverage and active alarm, implement pre-incident risk warning, accurate determination and assessment during the incident, and post-incident safety monitoring, and achieve a comprehensive and full-process highway guardrail safety solution. SUMMARY

[0007] The present application aims to solve the existing technical problems. Compared with the prior art, the present application provides a highway guardrail active alarm system based on distributed sensors for real-time monitoring of guardrail status, identification of traffic accidents or intrusion behavior, and implementation of fast and accurate alarm and information release.

[0008] The purpose of the present application can be achieved by the following technical solution: a highway guardrail active alarm system based on distributed sensors, comprising a cloud control alarm platform, a sensing and collecting module, a pre-incident risk warning module, a guardrail collision determination and assessment module, a post-incident safety monitoring module, and a comprehensive alarm module.

[0009] The cloud-based alarm platform is configured with multiple monitoring sections, and each monitoring section is equipped with a monitoring node with an integrated sensor group.

[0010] The sensor acquisition module is used to acquire guardrail sensor data (vibration data, strain data), vehicle passage data, and infrared imaging data from the monitoring nodes. It sends the vehicle passage data and vibration data to the pre-risk warning module, and sends the guardrail sensor data and infrared imaging data to the guardrail collision judgment and assessment module and the post-collision safety monitoring module, respectively.

[0011] The pre-risk warning module monitors and analyzes the road vehicle traffic conditions of the monitored road section based on vehicle traffic data and vibration data, generates normal traffic signals and multi-level warning signals, and sends them to the integrated alarm module.

[0012] The guardrail collision determination and assessment module determines whether a guardrail collision event has occurred on the monitored road section based on guardrail sensor data, performs risk level assessment and analysis on the guardrail collision event, generates a collision risk signal, marks the monitored road section as a guardrail collision section, locates the guardrail collision section and sends the location of the guardrail collision section and the collision risk signal to the post-event safety monitoring module and the integrated alarm module.

[0013] The post-incident safety monitoring module acquires infrared imaging data of the section of road where the guardrail collided with the road and vehicle traffic data of the road section behind it, assesses the secondary traffic risk, and sends the generated risk signal to the integrated alarm module.

[0014] Furthermore, the sensor acquisition module is connected to a sensor group, which includes a vibration sensor, a strain sensor, an infrared thermal imager, and a millimeter-wave radar. The millimeter-wave radar is used to collect vehicle traffic data, the vibration sensor and strain sensor are used to collect vibration data and strain data respectively, and the infrared thermal imager is used to collect infrared imaging data.

[0015] Furthermore, the process of monitoring and analyzing the road traffic conditions of the monitored road sections includes:

[0016] Based on historical data and experiments, a preset safe vibration frequency range that may cause guardrail vibration during normal driving is established for different vehicle models and stored in the cloud control alarm platform. The pre-risk warning module obtains the safe speed range, safe distance threshold, and the preset safe vibration frequency range and high frequency duration safety threshold for different vehicle models through the cloud control alarm platform.

[0017] The system acquires vehicle traffic data and vibration data. Vehicle traffic data includes vehicle model, speed, and distance. Vibration data includes vibration frequency and high-frequency duration. The system compares the vibration frequency with a preset safe vibration frequency range, the speed with a safe speed threshold, the high-frequency duration with a safe high-frequency duration threshold, and the distance with a safe distance threshold. The system then performs comprehensive analysis to generate normal traffic signal, abnormal speed warning signal, abnormal driving trajectory warning signal, and extremely high risk of loss of control warning signal.

[0018] Furthermore, when the driving speed is within the safe speed range, the distance between vehicles does not exceed the safe distance threshold, and the vibration frequency is within the preset safe vibration frequency range, a normal passage signal is generated.

[0019] When the driving speed is outside the safe speed range, the distance between vehicles exceeds the safe distance threshold, and the vibration frequency is within the preset safe vibration frequency range, an abnormal speed warning signal is generated.

[0020] When the driving speed is within the safe speed range, the distance between vehicles exceeds the safe distance threshold, the vibration frequency exceeds the preset safe vibration frequency range, and the high frequency duration is greater than the preset high frequency duration safety threshold, an abnormal driving trajectory warning signal is generated.

[0021] When the driving speed exceeds the safe speed range, the distance between vehicles exceeds the safe distance threshold, the vibration frequency exceeds the preset safe vibration frequency range, and the high frequency duration exceeds the preset high frequency duration safety threshold, an extremely high risk of loss of control warning signal is generated.

[0022] Furthermore, the process of determining whether a guardrail collision event has occurred on the monitored road section includes:

[0023] The guardrail collision determination and assessment module acquires vibration data and strain data. The strain data is the peak strain value of the collected guardrail. The preset alarm strain threshold is obtained through the cloud control alarm platform. When the peak strain value is greater than the alarm strain threshold, and an abnormal driving trajectory warning signal or an extremely high risk of loss of control warning signal is generated, it is determined that a guardrail collision event has occurred in the monitored road section.

[0024] Furthermore, the process of conducting a risk level assessment and analysis of guardrail collision incidents includes:

[0025] After determining that a guardrail collision event has occurred on the monitored road section, the guardrail collision judgment and assessment module obtains the collision risk level assessment model through the cloud control alarm platform. The strain peak value, vibration frequency, and high frequency duration are input into the collision risk level assessment model, and the collision risk level is output, which is divided into three levels: minor, moderate, and severe. Corresponding to different levels, a first-level collision risk signal, a second-level collision risk signal, and a third-level collision risk signal are generated.

[0026] Furthermore, the process of assessing secondary traffic risks includes:

[0027] After determining that a guardrail collision event has occurred in the monitored section, the infrared thermal imager is activated and enters the post-event safety monitoring mode to acquire infrared imaging data of the guardrail collision section. The infrared imaging data is the trajectory of personnel movement. Based on the continuous monitoring of personnel movement trajectory, the continuous dwell time of personnel in the guardrail collision section is obtained. When the continuous dwell time exceeds the maximum dwell time threshold, it is determined that there is a risk of personnel being stranded and a personnel stranding risk signal is generated.

[0028] Simultaneously acquire vehicle traffic data for the road section behind the guardrail collision section. When the driving speed and vehicle distance exceed the safe speed threshold and safe vehicle distance threshold respectively, it is determined that there is a risk of vehicles approaching at high speed in the same lane from the guardrail collision section, and a high-speed approach risk signal for vehicles in the same lane is generated.

[0029] Furthermore, the integrated alarm module receives warning signals for abnormal speed, abnormal driving trajectory, extremely high risk of loss of control, as well as various levels of collision risk signals, personnel stranded risk signals, and high-speed approach risk signals from vehicles in the same lane, and outputs corresponding alarm information for display.

[0030] Compared with the prior art, the advantages of this invention are:

[0031] 1. This solution is based on a multi-source heterogeneous data perception and logical judgment decision-making mechanism to build a complete closed-loop alarm system for the safety of highway guardrail side, from pre-event vehicle traffic warning, in-event guardrail collision judgment and assessment to post-event safety monitoring.

[0032] Specifically, the system monitors and analyzes road traffic conditions on monitored road sections based on vehicle traffic data and vibration data, enabling multi-condition traffic warnings before guardrail collisions occur. It employs a dual confirmation mechanism of "vibration data + strain peak value" as the core criterion for guardrail collision determination, filtering out the drawbacks of false alarms from single vibration signals and quantifying the severity of accidents. After a guardrail collision event is determined, it assesses secondary traffic risks based on infrared imaging data and vehicle traffic data, achieving a shift from passive collision alarms to proactive tiered alarms, significantly improving the level of roadside safety protection and emergency response efficiency.

[0033] 2. In the pre-traffic warning stage, i.e. during normal vehicle passage, a triple-coupled analysis mode of "vehicle type locking-vibration-speed" is adopted, which greatly improves the intelligence level of the system. It is no longer simply monitoring "whether there is vibration", but integrating the two dimensions of "whether the real-time collected vibration data exceeds the vehicle type threshold range" and "whether the driving speed is too fast" to build a richer risk assessment system, thereby accurately judging the driving status of the vehicle and forming a gradient warning response. Attached Figure Description

[0034] Fig. 1 This is a system principle block diagram of the present invention;

[0035] Fig. 2 This is a flowchart of the method of the present invention. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0037] This system is mainly based on highway guardrail alarms and the roadside safety monitoring they protect. It aims to solve the problems of traditional guardrail monitoring systems, such as limited functionality, high false alarm rate, and lack of pre-event vehicle traffic warnings and post-event risk secondary assessment and protection. The following technical solution is proposed:

[0038] Example 1: This invention discloses an active alarm system for highway guardrails based on distributed sensors. Please refer to [link / reference]. Figs. 1-2 It includes a cloud-controlled alarm platform, a sensor acquisition module, a pre-event risk warning module, a guardrail collision judgment and assessment module, a post-event safety monitoring module, and a comprehensive alarm module;

[0039] The cloud-based alarm platform sets up multiple monitoring sections for highway guardrails, with each monitoring section equipped with a monitoring node that integrates sensor groups, forming a distributed sensor network.

[0040] The sensor acquisition module is used to acquire guardrail sensor data, vehicle traffic data, and infrared imaging data from monitoring nodes, and to acquire multi-source sensor data for the monitored road section. Among them, the guardrail sensor data includes vibration data and strain data. The sensor acquisition module is connected to a sensor group, which includes vibration sensors, strain sensors, infrared thermal imagers, and millimeter-wave radar. Millimeter-wave radar is used to acquire vehicle traffic data, and vibration sensors, strain sensors, and noise sensors are used to acquire vibration data and strain data, respectively. The strain sensor is attached to the key stress points of the guardrail to quantify the deformation of the guardrail, which is the core direct evidence for assessing collision energy and structural damage. Infrared thermal imagers are used to acquire infrared imaging data. The vehicle traffic data and vibration data are sent to the pre-collision risk warning module, and the guardrail sensor data and infrared imaging data are sent to the guardrail collision judgment and assessment module and the post-collision safety monitoring module, respectively.

[0041] The pre-event risk warning module monitors and analyzes road traffic conditions on monitored road sections based on vehicle traffic data and vibration data. The specific process includes:

[0042] Based on historical data and experiments, preset safe vibration frequency ranges that may cause guardrail vibration during normal driving are established for different vehicle types (such as small cars, SUVs, medium-sized trucks, and heavy trucks). These ranges are stored in the cloud control alarm platform. The cloud control alarm platform can be used to obtain the safe speed range, safe distance threshold, and preset safe vibration frequency range and high-frequency duration safety threshold for different vehicle types.

[0043] The system acquires vehicle traffic data and vibration data. The vehicle traffic data includes vehicle model, driving speed, and distance between vehicles. The vibration data includes vibration frequency and high-frequency duration. The system compares the vibration frequency with a preset safe vibration frequency range, the driving speed with a safe vehicle speed threshold, the high-frequency duration with a safe high-frequency duration threshold, and the distance between vehicles with a safe distance threshold. The system then performs comprehensive analysis to generate normal traffic signal, abnormal speed warning signal, abnormal driving trajectory warning signal, and extremely high risk of loss of control warning signal.

[0044] When the driving speed is within the safe speed range, the distance between vehicles does not exceed the safe distance threshold, and the vibration frequency is within the preset safe vibration frequency range, a normal passage signal is generated.

[0045] When the driving speed is outside the safe speed range, the distance between vehicles exceeds the safe distance threshold, and the vibration frequency is within the preset safe vibration frequency range, an abnormal speed warning signal is generated.

[0046] When the driving speed is within the safe speed range, the distance between vehicles exceeds the safe distance threshold, the vibration frequency exceeds the preset safe vibration frequency range, and the high frequency duration is greater than the preset high frequency duration safety threshold, an abnormal driving trajectory warning signal is generated, indicating that although the vehicle speed is within the safe range, the driving trajectory is abnormally oscillating.

[0047] When the driving speed exceeds the safe speed range, the distance between vehicles exceeds the safe distance threshold, the vibration frequency exceeds the preset safe vibration frequency range, and the high frequency duration exceeds the preset high frequency duration safety threshold, an extremely high risk of loss of control warning signal is generated.

[0048] Among them, the abnormal speed warning signal, the abnormal driving trajectory warning signal, and the extremely high risk of loss of control warning signal constitute a multi-level warning signal, which are sent together to the integrated alarm module.

[0049] By adopting a triple-coupled analysis mode of "vehicle model locking-vibration-speed", the intelligence level of the system is greatly improved. It no longer simply monitors "whether there is vibration", but integrates the two dimensions of "whether the real-time collected vibration data exceeds the vehicle model threshold range" and "whether the driving speed is too fast" to build a richer risk assessment system, thereby accurately judging the driving status of the vehicle and forming a tiered pre-emptive vehicle passage warning mode.

[0050] The guardrail collision determination and assessment module determines whether a guardrail collision event has occurred on the monitored road section based on guardrail sensor data, and performs risk level assessment and analysis on the guardrail collision event to generate a collision risk signal.

[0051] Specifically, the process of determining whether a guardrail collision event has occurred on a monitored road section based on guardrail sensor data includes:

[0052] The guardrail collision judgment and assessment module acquires vibration data and strain data. The strain data is the peak strain value of the collected guardrail, which is the maximum strain value exhibited by the guardrail during the collision. The preset alarm strain threshold is obtained through the cloud control alarm platform. The alarm strain threshold is determined through mechanical analysis and experiments and represents the critical point at which the guardrail changes from "elastic deformation" to "plastic deformation" or "potential damage". It filters out slow and small deformations caused by temperature changes, wind force, etc. The peak strain value is compared with the alarm strain threshold. When the peak strain value is greater than the alarm strain threshold, and an abnormal driving trajectory warning signal or an extremely high risk of loss of control warning signal is generated at the same time, it is determined that a guardrail collision event has occurred in the monitored road section.

[0053] The process of conducting a risk level assessment and analysis of guardrail collision incidents includes:

[0054] After determining that a guardrail collision event has occurred on the monitored road section, the guardrail collision judgment and assessment module obtains the collision risk level assessment model through the cloud control alarm platform. This model is a machine learning module. During the training process of historical vehicle accidents, the model continuously learns different strain peak values ​​and vibration data to accurately assess the risk level of newly occurring vehicle accidents. The strain peak value, vibration frequency, and high-frequency duration are input into the collision risk level assessment model, and the collision risk level is output, which is divided into three levels: minor, moderate, and severe. Corresponding to different levels, a first-level collision risk signal, a second-level collision risk signal, and a third-level collision risk signal are generated.

[0055] Only when significant vibration signals and stress-strain data are collected simultaneously can a valid guardrail collision event be determined. Peak strain is the core indicator for assessing the severity of the accident and structural damage. It directly reflects the degree to which the collision energy is absorbed by the guardrail and the risk of permanent deformation of the guardrail. The higher the peak strain, the higher the accident level. Vibration data (vibration frequency and high-frequency vibration duration) is an auxiliary indicator for assessing impact intensity. It reflects the duration of high-frequency vibration before the collision and the instantaneous intensity of the collision. It overcomes the shortcomings of existing technologies that rely solely on vibration signals, resulting in a high false alarm rate and inability to assess guardrail structural damage. It achieves highly reliable judgment and quantitative damage assessment of highway guardrail collision events, and completes in-process guardrail collision judgment and assessment.

[0056] The monitored road section is marked as a guardrail collision section for location, and the location of the guardrail collision section and the collision risk signal are sent to the integrated alarm module.

[0057] Example 2:

[0058] The post-accident safety monitoring module is used to acquire infrared imaging data of the section of road where the guardrail collided with the guardrail, as well as vehicle traffic data of the road section behind the collision site. Based on the infrared imaging data and vehicle traffic data, it assesses secondary traffic risks. The specific process includes:

[0059] After determining that a guardrail collision event has occurred on the monitored road section, all monitoring nodes equipped with infrared thermal imagers within a certain range (e.g., 100 meters) upstream or downstream of the guardrail collision section are automatically activated. The infrared thermal imagers are started and enter the post-event safety monitoring mode to acquire infrared imaging data of the guardrail collision section. The infrared imaging data is the trajectory of personnel movement. After the infrared thermal imager is started, it first performs a rapid scan of the scene to establish the thermal background baseline of the current environment. This thermal background baseline includes the temperature distribution of the road surface, damaged vehicles, and normal guardrails. Based on the thermal background baseline, the moving heat sources in the thermal background baseline are acquired, and the movement trajectory of personnel at each moving heat source is continuously monitored.

[0060] Based on continuous monitoring of personnel movement trajectories, the duration of personnel's continuous stay in the section of road where the guardrail collides is obtained. When the duration of continuous stay exceeds the maximum stay time threshold, it is determined that there is a risk of personnel being stranded and a personnel stranding risk signal is generated.

[0061] The system synchronously acquires vehicle traffic data for the road section behind the guardrail collision section. When the driving speed and vehicle distance exceed the safe speed threshold and safe vehicle distance threshold respectively, it determines that there is a risk of a vehicle approaching at high speed in the same lane as the guardrail collision section. It generates a risk signal of a vehicle approaching at high speed in the same lane and sends the generated risk signals of personnel being stranded and vehicles approaching at high speed in the same lane to the integrated alarm module to complete post-event safety monitoring.

[0062] The integrated alarm module receives warning signals for abnormal speed, abnormal driving trajectory, extremely high risk of loss of control, as well as signals for the risk of people being stranded and the risk of vehicles approaching at high speed in the same lane. Based on the content of each signal, it outputs corresponding alarm information for display. For example, when receiving warning signals for abnormal speed, abnormal driving trajectory, or extremely high risk of loss of control, it sends warning signals of each level to drivers of vehicles traveling in the same direction, reminding them to drive cautiously. When receiving collision risk signals of various levels, it pushes a comprehensive alarm message containing the accident level and location to traffic management departments and rescue platforms, and takes different rescue measures according to the level of the collision risk signal. When receiving a signal for the risk of people being stranded, it issues a warning for people to evacuate. When receiving a signal for the risk of vehicles approaching at high speed in the same lane, it issues an audible and visual evacuation warning to people on site and sends a strong interference warning to vehicles.

[0063] It should be noted that this invention relates to multiple threshold comparisons. Thresholds, preset values, preset ranges, etc., are set for result comparison and analysis to determine whether they are good or bad. The magnitude of these thresholds is determined by a combination of large-scale model analysis of sample data and human experience, and can also be appropriately adjusted based on seasonal or common-sense influencing conditions.

[0064] This solution is based on a multi-source heterogeneous data perception and logical judgment decision-making mechanism to construct a complete closed-loop alarm system for highway guardrail side safety, encompassing pre-event vehicle traffic warning, in-event guardrail collision determination, and post-event safety monitoring. Specifically, it monitors and analyzes road traffic conditions on monitored road sections based on vehicle traffic data and vibration data, enabling multi-condition traffic warnings before guardrail collisions occur. A dual confirmation mechanism of "vibration data + strain peak value" is used as the core criterion for guardrail collision determination, filtering out false alarms from single vibration signals and quantitatively assessing the severity of accidents. After the guardrail collision event is determined, secondary traffic risks are assessed based on infrared imaging data and vehicle traffic data, realizing a shift from passive collision alarms to proactive tiered alarms, significantly improving the level of highway side safety protection and emergency response efficiency.

[0065] The above description is merely a preferred embodiment of the present invention; however, the scope of protection of the present invention is not limited thereto; any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in the present invention, based on the technical solution and its improved concept, should be covered within the scope of protection of the present invention.

Claims

1. An active alarm system for highway guardrails based on distributed sensors, characterized in that: It includes a cloud-controlled alarm platform, a sensor acquisition module, a pre-event risk warning module, a guardrail collision determination and assessment module, a post-event safety monitoring module, and a comprehensive alarm module. The cloud-based alarm platform is configured with multiple monitoring sections, and each monitoring section is equipped with a monitoring node with an integrated sensor group. The sensor acquisition module is used to acquire guardrail sensor data (vibration data, strain data), vehicle passage data, and infrared imaging data from the monitoring nodes. It sends the vehicle passage data and vibration data to the pre-risk warning module, and sends the guardrail sensor data and infrared imaging data to the guardrail collision judgment and assessment module and the post-collision safety monitoring module, respectively. The pre-risk warning module monitors and analyzes the road vehicle traffic conditions of the monitored road section based on vehicle traffic data and vibration data, generates normal traffic signals and multi-level warning signals, and sends them to the integrated alarm module. The guardrail collision determination and assessment module determines whether a guardrail collision event has occurred on the monitored road section based on guardrail sensor data, performs risk level assessment and analysis on the guardrail collision event, generates a collision risk signal, marks the monitored road section as a guardrail collision section, locates the guardrail collision section and sends the location of the guardrail collision section and the collision risk signal to the post-event safety monitoring module and the integrated alarm module. The post-incident safety monitoring module acquires infrared imaging data of the section of road where the guardrail collided with the road and vehicle traffic data of the road section behind it, assesses the secondary traffic risk, and sends the generated risk signal to the integrated alarm module.

2. The active alarm system for highway guardrails based on distributed sensors according to claim 1, characterized in that: The sensor acquisition module is connected to a sensor group, which includes a vibration sensor, a strain sensor, an infrared thermal imager, and a millimeter-wave radar. The millimeter-wave radar is used to collect vehicle traffic data, the vibration sensor and strain sensor are used to collect vibration data and strain data respectively, and the infrared thermal imager is used to collect infrared imaging data.

3. The active alarm system for highway guardrails based on distributed sensors according to claim 2, characterized in that: The process of monitoring and analyzing road traffic conditions on monitored road sections includes: Based on historical data and experiments, a preset safe vibration frequency range that may cause guardrail vibration during normal driving is established for different vehicle models and stored in the cloud control alarm platform. The pre-risk warning module obtains the safe speed range, safe distance threshold, and the preset safe vibration frequency range and high frequency duration safety threshold for different vehicle models through the cloud control alarm platform. The system acquires vehicle traffic data and vibration data. Vehicle traffic data includes vehicle model, speed, and distance. Vibration data includes vibration frequency and high-frequency duration. The system compares the vibration frequency with a preset safe vibration frequency range, the speed with a safe speed threshold, the high-frequency duration with a safe high-frequency duration threshold, and the distance with a safe distance threshold. The system then performs comprehensive analysis to generate various signals.

4. The active alarm system for highway guardrails based on distributed sensors according to claim 3, characterized in that: When the driving speed is within the safe speed range, the distance between vehicles does not exceed the safe distance threshold, and the vibration frequency is within the preset safe vibration frequency range, a normal passage signal is generated. When the driving speed is outside the safe speed range, the distance between vehicles exceeds the safe distance threshold, and the vibration frequency is within the preset safe vibration frequency range, an abnormal speed warning signal is generated. When the driving speed is within the safe speed range, the distance between vehicles exceeds the safe distance threshold, the vibration frequency exceeds the preset safe vibration frequency range, and the high frequency duration is greater than the preset high frequency duration safety threshold, an abnormal driving trajectory warning signal is generated. When the driving speed exceeds the safe speed range, the distance between vehicles exceeds the safe distance threshold, the vibration frequency exceeds the preset safe vibration frequency range, and the high frequency duration exceeds the preset high frequency duration safety threshold, an extremely high risk of loss of control warning signal is generated.

5. The active alarm system for highway guardrails based on distributed sensors according to claim 4, characterized in that: The process of determining whether a guardrail collision event has occurred on the monitored road section includes: The guardrail collision determination and assessment module acquires vibration data and strain data. The strain data is the peak strain value of the collected guardrail. The preset alarm strain threshold is obtained through the cloud control alarm platform. When the peak strain value is greater than the alarm strain threshold, and an abnormal driving trajectory warning signal or an extremely high risk of loss of control warning signal is generated, it is determined that a guardrail collision event has occurred in the monitored road section.

6. The active alarm system for highway guardrails based on distributed sensors according to claim 5, characterized in that: The process of conducting a risk level assessment and analysis of guardrail collision incidents includes: After determining that a guardrail collision event has occurred on the monitored road section, the guardrail collision judgment and assessment module obtains the collision risk level assessment model through the cloud control alarm platform. The strain peak value, vibration frequency, and high frequency duration are input into the collision risk level assessment model, and the collision risk level is output, which is divided into three levels: minor, moderate, and severe. Corresponding to different levels, a first-level collision risk signal, a second-level collision risk signal, and a third-level collision risk signal are generated.

7. The active alarm system for highway guardrails based on distributed sensors according to claim 6, characterized in that: The process of assessing secondary traffic risks includes: After determining that a guardrail collision event has occurred in the monitored section, the infrared thermal imager is activated and enters the post-event safety monitoring mode to acquire infrared imaging data of the guardrail collision section. The infrared imaging data is the trajectory of personnel movement. Based on the continuous monitoring of personnel movement trajectory, the continuous dwell time of personnel in the guardrail collision section is obtained. When the continuous dwell time exceeds the maximum dwell time threshold, it is determined that there is a risk of personnel being stranded and a personnel stranding risk signal is generated. Simultaneously acquire vehicle traffic data for the road section behind the guardrail collision section. When the driving speed and vehicle distance exceed the safe speed threshold and safe vehicle distance threshold respectively, it is determined that there is a risk of vehicles approaching at high speed in the same lane from the guardrail collision section, and a high-speed approach risk signal for vehicles in the same lane is generated.

8. The active alarm system for highway guardrails based on distributed sensors according to claim 7, characterized in that: The integrated alarm module receives warning signals for abnormal speed, abnormal driving trajectory, extremely high risk of loss of control, as well as various levels of collision risk signals, personnel stranded risk signals, and high-speed approach risk signals from vehicles in the same lane, and outputs corresponding alarm information.

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