A bridge deformation and collision avoidance synchronous monitoring system and method

Abstract

The application discloses a bridge body deformation and anti-collision synchronous monitoring system, comprising a reference station, a bridge body mobile station, a plurality of ship mobile stations and a processor; wherein the reference station sends satellite observation data to the bridge body mobile station and the ship mobile station in real time, so that the bridge body mobile station calculates its first real-time coordinate and a first three-difference equation of itself and the reference station, and the ship mobile station calculates a second three-difference equation of itself and the reference station; the bridge body mobile station sends the first three-difference equation to the ship mobile station, so that the ship mobile station calculates a baseline vector of the bridge body mobile station based on the first three-difference equation and the second three-difference equation; the processor judges whether the bridge body is deformed according to the first original coordinate and the first real-time coordinate, and judges whether the ship and the bridge body have a collision risk according to the baseline vector. The application effectively realizes the cooperative work of the bridge structure health monitoring and the ship anti-collision early warning function, and significantly improves the overall performance of the bridge safety monitoring.

Description

Technical Field

[0001] This invention relates to the field of bridge monitoring technology, and in particular to a bridge deformation and collision avoidance synchronous monitoring system and method. Background Technology

[0002] With the rapid development of modern transportation infrastructure, the construction scale of large-scale cross-river and cross-sea bridges is constantly expanding, posing unprecedented challenges to their structural safety monitoring and navigation safety assurance. Statistics show that the direct economic losses caused by safety accidents resulting from bridge structural deformation and ship collisions worldwide exceed several billion US dollars annually. Bridge safety monitoring and navigation collision avoidance early warning have become crucial links in ensuring the safety of transportation infrastructure and reducing economic losses.

[0003] Especially under extreme weather conditions such as typhoons and torrential rains, the limitations of traditional monitoring methods become more apparent: In terms of bridge structural deformation monitoring, traditional methods rely on discrete sensor networks, resulting in monitoring blind spots and an inability to achieve comprehensive, real-time monitoring of key locations on the bridge; in terms of ship collision avoidance monitoring, traditional collision avoidance systems based on radar and video are limited by environmental visibility and measurement accuracy, making them difficult to adapt to extreme weather conditions and unable to provide reliable early warnings around the clock, thus failing to meet the safety requirements of large bridges; furthermore, bridge deformation monitoring and ship collision avoidance early warning often require the deployment of two separate, functionally independent dedicated systems, with risks assessed and handled separately, lacking a unified decision-making logic and linkage mechanism, and failing to fundamentally construct a full-chain safety assurance system covering both bridge structural health and navigation safety. Summary of the Invention

[0004] This invention provides a bridge deformation and collision avoidance synchronous monitoring system, which effectively realizes the coordinated operation of bridge structural health monitoring and ship collision avoidance early warning function, and significantly improves the overall performance of bridge safety monitoring.

[0005] In a first aspect, embodiments of the present invention provide a bridge deformation and collision avoidance synchronous monitoring system, comprising: The system includes a ground-based reference station, a bridge-mounted mobile station positioned at the first original coordinates of the bridge body, several ship-mounted mobile stations, and a processor. The base station transmits satellite observation data to the bridge mobile station and the ship mobile station in real time, so that the bridge mobile station can calculate its own first real-time coordinates and its first three-difference equation with the base station, and the ship mobile station can calculate its own second three-difference equation with the base station. The bridge mobile station sends the first three-difference equation to the ship mobile station, so that the ship mobile station can calculate the baseline vector with the bridge mobile station based on the first three-difference equation and the second three-difference equation; The processor determines whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates, and determines whether there is a risk of collision between the ship and the bridge body based on the baseline vector.

[0006] Furthermore, determining whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates includes: Calculate the coordinate difference between the first original coordinates and the first real-time coordinates; When the coordinate difference is less than a preset difference threshold, it is determined that the bridge body has not deformed. When the coordinate difference is greater than or equal to the difference threshold, it is determined that the bridge body has deformed.

[0007] Furthermore, determining whether there is a collision risk between the ship and the bridge structure based on the baseline vector includes: Calculate the angle between the baseline vector and the horizontal plane; When the included angle is less than 0 degrees, it is determined that there is no risk of collision between the ship and the bridge. When the included angle is greater than or equal to 0 degrees, it is determined that there is a risk of collision between the ship and the bridge.

[0008] Furthermore, both the first and second three-difference equations are observation equations obtained after single-difference, double-difference, and triple-difference finite difference processing, and both retain ionospheric delay error and tropospheric delay error. The calculation of the baseline vector with respect to the bridge-mounted mobile station based on the first and second three-difference equations includes: The first and second three-difference equations are cross-differenced to cancel out the ionospheric delay error and the tropospheric delay error, resulting in a baseline vector; the baseline vector is a quantitative expression of the three-dimensional spatial relative positional relationship between the bridge mobile station and the ship mobile station.

[0009] Furthermore, the system also includes an alarm module: The alarm module is communicatively connected to the processor. When the processor determines that the bridge body has deformed or that there is a risk of collision between the ship and the bridge body, the alarm module automatically triggers an audible and visual alarm and sends alarm prompt information to the bridge body management terminal and the ship's navigation terminal.

[0010] Furthermore, the system also includes a communication module: The communication module is used to realize data communication and transmission between the base station, the bridge mobile station, the ship mobile station and the processor.

[0011] Secondly, embodiments of the present invention provide a method for simultaneous monitoring of bridge deformation and collision avoidance, applied to a system for simultaneous monitoring of bridge deformation and collision avoidance. The system includes a ground-based reference station, a bridge mobile station mounted on the bridge structure, several ship mobile stations mounted on vessels, and a processor. The method is characterized in that it includes: Obtain the first original coordinates of the bridge mobile station, where the first original coordinates are the position coordinates of the bridge mobile station at the initial setting; Based on the first original coordinates and the first real-time coordinates, it is determined whether the bridge body has deformed; wherein, the first real-time coordinates are calculated by the bridge body mobile station based on satellite observation data sent in real time by the reference station; When the bridge body does not deform, obtain the first three-difference equation between the bridge body moving station and the reference station, and the second three-difference equation between the ship moving station and the reference station; Obtain the baseline vector between the ship mobile station and the bridge mobile station, calculated by the first three-difference equation and the second three-difference equation; The baseline vector is used to determine whether there is a risk of collision between the ship and the bridge.

[0012] Furthermore, determining whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates includes: Calculate the coordinate difference between the first original coordinates and the first real-time coordinates; When the coordinate difference is less than a preset difference threshold, it is determined that the bridge body has not deformed. When the coordinate difference is greater than or equal to the difference threshold, it is determined that the bridge body has deformed.

[0013] Furthermore, determining whether there is a collision risk between the ship and the bridge structure based on the baseline vector includes: Calculate the angle between the baseline vector and the horizontal plane; When the included angle is less than 0 degrees, it is determined that there is no risk of collision between the ship and the bridge. When the included angle is greater than or equal to 0 degrees, it is determined that there is a risk of collision between the ship and the bridge.

[0014] Furthermore, the method also includes: When it is determined that the bridge structure has deformed or that there is a risk of collision between the ship and the bridge structure, an audible and visual alarm will be automatically triggered, and alarm prompts will be sent to the bridge management terminal and the ship's navigation terminal.

[0015] Compared with existing technologies, the bridge deformation and collision avoidance synchronous monitoring system provided by this invention has the following advantages: it effectively realizes the coordinated operation of bridge structural health monitoring and ship collision avoidance early warning functions, enabling a single system to complete the monitoring tasks that previously required two independent systems. In practical applications, this system not only significantly reduces equipment deployment and maintenance costs, but also significantly improves monitoring efficiency and accuracy through data sharing and function integration. The system's stability and reliability in complex environments are significantly improved, enabling it to better adapt to monitoring needs under various severe weather conditions. At the same time, this solution is fully compatible with existing RTK technology standards, has good engineering applicability and promotional value, and provides a brand-new technical solution for the field of bridge safety monitoring. Attached Figure Description

[0016] To more clearly illustrate the technical features of the embodiments of the present invention, the drawings used in the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the structure of a bridge deformation and collision avoidance synchronous monitoring system provided in an embodiment of the present invention; Figure 2 This is a flowchart illustrating a method for simultaneous monitoring of bridge deformation and collision avoidance provided in an embodiment of the present invention. Detailed Implementation

[0018] 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. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing embodiments of the invention only and is not intended to limit the invention.

[0021] In existing technologies, bridge structural safety monitoring and ship navigation collision avoidance early warning are usually regarded as two independent technical fields, resulting in a significant disconnect in practical engineering applications. On the one hand, bridge deformation monitoring and ship collision avoidance early warning often require the deployment of two separate dedicated systems. The former relies on a fixed sensor network, while the latter uses equipment such as lidar, video surveillance, or AIS. This not only significantly increases the costs of hardware procurement, installation, commissioning, and subsequent maintenance, but also makes it difficult for the two systems to be compatible in terms of data format, communication protocol, and processing platform. The data silo phenomenon is serious, making it impossible to achieve information sharing and business collaboration.

[0022] On the other hand, bridge deformation risks and navigation risks are often assessed and handled separately, lacking a unified decision-making logic and linkage mechanism. When the clearance height of a bridge changes due to settlement, tilting, or other reasons, traditional collision avoidance systems still make judgments based on the design clearance, which is prone to misjudgment. Furthermore, when a ship exceeds its height limit, it is impossible to trigger an emergency inspection of the bridge structure. This fragmented approach makes it difficult to form a unified decision-making chain that prioritizes bridge safety and links navigation risks, thus failing to fundamentally build a comprehensive safety assurance system covering both bridge structural health and navigation safety.

[0023] To address the above problems, embodiments of the present invention provide a bridge deformation and collision avoidance synchronous monitoring system, see [link to relevant documentation]. Figure 1 This is a structural schematic diagram of an embodiment of a bridge deformation and collision avoidance synchronous monitoring system provided by the present invention.

[0024] like Figure 1 As shown, the bridge deformation and collision avoidance synchronous monitoring system includes: The system includes a ground-based reference station, a bridge-mounted mobile station positioned at the first original coordinates of the bridge body, several ship-mounted mobile stations, and a processor. The base station transmits satellite observation data to the bridge mobile station and the ship mobile station in real time, so that the bridge mobile station can calculate its own first real-time coordinates and its first three-difference equation with the base station, and the ship mobile station can calculate its own second three-difference equation with the base station. The bridge mobile station sends the first three-difference equation to the ship mobile station, so that the ship mobile station can calculate the baseline vector with the bridge mobile station based on the first three-difference equation and the second three-difference equation; The processor determines whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates, and determines whether there is a risk of collision between the ship and the bridge body based on the baseline vector.

[0025] Specifically, the base station is set up at fixed ground points around the bridge to continuously receive satellite signals, generate standardized satellite observation data, and broadcast it in real time to the bridge mobile station and the ship mobile station.

[0026] Bridge mobile station (i.e.) Figure 1 The mobile station 1) is installed at a key location on the bridge body. Its installation location corresponds to the first original coordinates stored in the pre-stored coordinates. The mobile station is used to receive satellite observation data from the base station. On the one hand, it calculates its own first real-time coordinates through single difference, double difference, and triple difference processing for bridge deformation monitoring. On the other hand, it calculates the first triple difference equation between itself and the base station as a dynamic benchmark for collision avoidance judgment.

[0027] Ship mobile station (i.e.) Figure 1 The mobile station 2) is installed at the highest point of the vessel to be navigated. It is used to simultaneously receive satellite observation data from the base station and the first three-difference equation sent by the bridge mobile station. It first calculates the second three-difference equation between itself and the base station, and then calculates the baseline vector between itself and the bridge mobile station by performing cross-difference processing on the first and second three-difference equations.

[0028] The processor can be integrated into a bridge mobile station, a ship mobile station, or a remote monitoring platform to execute core algorithms such as coordinate difference calculation, deformation judgment, baseline vector analysis, and collision risk assessment.

[0029] In one optional implementation, determining whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates includes: Calculate the coordinate difference between the first original coordinates and the first real-time coordinates; When the coordinate difference is less than a preset difference threshold, it is determined that the bridge body has not deformed. When the coordinate difference is greater than or equal to the difference threshold, it is determined that the bridge body has deformed.

[0030] Specifically, the processor obtains the first original coordinates pre-stored by the bridge mobile station and the first real-time coordinates calculated by the bridge mobile station in real time. It performs difference calculation on the above two sets of three-dimensional coordinates to obtain the coordinate difference in three-dimensional space. This difference is used to characterize the degree of deviation of the current position of the bridge body relative to the reference state.

[0031] The processor has a preset difference threshold, which is determined based on the bridge's design load-bearing capacity, structural type, service life, and relevant industry standards. When the calculated coordinate difference is less than the preset difference threshold, it is determined that the bridge body has not deformed and the bridge structure is in a safe state, allowing the subsequent ship collision warning process to proceed. When the coordinate difference is greater than or equal to the preset difference threshold, it is determined that the bridge body has deformed. At this time, the system immediately triggers the alarm device, prohibits ships from passing through the bridge area, and initiates a safety inspection process until the bridge body condition returns to a safe range.

[0032] In one optional implementation, determining whether there is a collision risk between the ship and the bridge structure based on the baseline vector includes: Calculate the angle between the baseline vector and the horizontal plane; When the included angle is less than 0 degrees, it is determined that there is no risk of collision between the ship and the bridge. When the included angle is greater than or equal to 0 degrees, it is determined that there is a risk of collision between the ship and the bridge.

[0033] Specifically, the processor calculates the angle between the acquired baseline vector and the horizontal plane. This angle reflects the direction of the height difference between the highest point of the ship and the bridge monitoring point. If the angle is less than 0 degrees, it indicates that the baseline vector points below the horizontal plane, meaning that the spatial position of the highest point of the ship is lower than the bridge monitoring point. It is determined that there is no risk of collision between the ship and the bridge, and the ship is allowed to pass through the bridge area safely. If the angle is greater than or equal to 0 degrees, it indicates that the baseline vector points above the horizontal plane or coincides with the horizontal plane, meaning that the spatial position of the highest point of the ship is not lower than the bridge monitoring point. It is determined that there is a risk of collision between the ship and the bridge, and the system immediately triggers the alarm device, prohibits the ship from passing through the bridge area, and prompts the ship to take safety measures such as lowering its altitude or detouring.

[0034] In one optional implementation, both the first and second triple-difference equations are observation equations obtained after single-difference, double-difference, and triple-difference finite difference processing, both retaining ionospheric delay error and tropospheric delay error. The step of calculating the baseline vector with respect to the bridge-mounted mobile station based on the first and second triple-difference equations includes: The first and second three-difference equations are cross-differenced to cancel out the ionospheric delay error and the tropospheric delay error, resulting in a baseline vector; the baseline vector is a quantitative expression of the three-dimensional spatial relative positional relationship between the bridge mobile station and the ship mobile station.

[0035] Specifically, the bridge-mounted rover station and the ship-mounted rover station perform single-difference, double-difference, and triple-difference calculations with the base station, respectively, to obtain their respective triple-difference observation equations. Unlike traditional carrier phase differential technology, this embodiment does not omit ionospheric delay error and tropospheric delay error during the calculation process, in order to retain complete observation information and provide a foundation for subsequent high-precision relative positioning. The triple-difference observation equations between the bridge-mounted rover station and the base station are as follows: ; Similarly, the three-difference observation equations between the ship's mobile station and the base station are: ; in, and These are the three-difference carrier phase observations between the bridge-mounted mobile station and the ship-mounted mobile station and the base station, respectively. This represents the baseline vector from the bridge's moving station to the base station. This represents the baseline vector from the ship's mobile station to the base station. and Let be the unit line-of-sight vector from the base station to satellites i and j. and For ionospheric delay error and tropospheric delay error, This is for observing the noise term.

[0036] By performing cross-difference processing on the three-difference observation equations of the bridge-body moving station and the bridge-body moving station, we obtain: ; Since the bridge mobile station and the ship mobile station are close to each other and share the same reference station, their ionospheric delay errors and tropospheric delay errors are highly correlated. Therefore, they are effectively canceled out in the cross-difference process, and only the terms related to the baseline vector are retained.

[0037] in, This is the baseline vector between the bridge mobile station and the ship mobile station.

[0038] The baseline vector is a quantitative expression of the three-dimensional spatial relative positional relationship between the bridge mobile station and the ship mobile station. Its direction and length directly reflect the spatial positional difference between the bridge monitoring point and the highest point of the ship.

[0039] In one optional implementation, the system further includes an alarm module: The alarm module is communicatively connected to the processor. When the processor determines that the bridge body has deformed or that there is a risk of collision between the ship and the bridge body, the alarm module automatically triggers an audible and visual alarm and sends alarm prompt information to the bridge body management terminal and the ship's navigation terminal.

[0040] Specifically, the alarm module communicates with the processor and can be integrated into the bridge monitoring center, the ship's navigation terminal, or deployed independently in key locations within the bridge area. When the processor determines that the bridge has deformed, it sends an alarm message to the bridge management terminal containing the location of the deformation, the risk level, and suggested remedial measures, and prohibits ships from passing through the bridge area. When it determines that there is a risk of collision between a ship and the bridge, it sends an alarm message to the ship's navigation terminal containing a collision risk warning, a navigation prohibition order, and a detour suggestion.

[0041] In one alternative implementation, the system further includes a communication module: The communication module is used to realize data communication and transmission between the base station, the bridge mobile station, the ship mobile station and the processor.

[0042] Specifically, the communication module is used to realize real-time data transmission between the base station, bridge rover station, ship rover station and processor, providing a solid communication guarantee for high-precision differential calculation, real-time deformation monitoring and collision early warning.

[0043] In summary, the bridge deformation and collision avoidance synchronous monitoring system of this embodiment effectively realizes the coordinated operation of bridge structural health monitoring and ship collision avoidance early warning functions. This allows a single system to complete monitoring tasks that previously required two independent systems. In practical applications, this system not only significantly reduces equipment deployment and maintenance costs but also significantly improves monitoring efficiency and accuracy through data sharing and functional integration. The system's stability and reliability in complex environments are significantly enhanced, enabling it to better adapt to monitoring needs under various severe weather conditions. Furthermore, this solution is fully compatible with existing RTK technology standards, possessing excellent engineering applicability and promotional value, providing a novel technical solution for the field of bridge safety monitoring.

[0044] On the other hand, embodiments of the present invention provide a method for simultaneous monitoring of bridge deformation and collision avoidance, applied to a bridge deformation and collision avoidance simultaneous monitoring system. The system includes a ground-based reference station, a bridge mobile station mounted on the bridge structure, several ship mobile stations mounted on vessels, and a processor. (See also...) Figure 2 This is a flowchart illustrating an embodiment of a bridge deformation and collision avoidance synchronous monitoring method provided by the present invention.

[0045] S1: Obtain the first original coordinates of the bridge mobile station, where the first original coordinates are the position coordinates of the bridge mobile station at the initial setup. S2: Determine whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates; wherein, the first real-time coordinates are calculated by the bridge body mobile station based on satellite observation data sent in real time by the reference station; S3: When the bridge body does not deform, obtain the first three-difference equation between the bridge body moving station and the reference station, and the second three-difference equation between the ship moving station and the reference station; S4: Obtain the baseline vector between the ship mobile station and the bridge mobile station calculated by the ship mobile station based on the first three-difference equation and the second three-difference equation; S5: Determine whether there is a risk of collision between the ship and the bridge based on the baseline vector.

[0046] Specifically, the first original coordinates are the position coordinates of the bridge moving station at the initial setup. These coordinates are pre-stored in the bridge moving station or processor as a reference for subsequent deformation judgment.

[0047] Based on the satellite observation data sent in real time by the base station, the bridge mobile station calculates its first real-time coordinates through single-difference, double-difference, and triple-difference differential processing. The processor then determines whether the bridge has deformed based on the first original coordinates and the first real-time coordinates.

[0048] Once it is determined that the bridge structure has not deformed, the collision warning phase begins. The bridge mobile station calculates the first three-difference equation between itself and the base station based on satellite observation data from the base station. Simultaneously, the ship mobile station receives satellite observation data from the base station and calculates the second three-difference equation between itself and the base station. Unlike traditional technologies, in this step, both the first and second three-difference equations retain ionospheric delay error and tropospheric delay error, providing a foundation for subsequent high-precision relative positioning.

[0049] The ship mobile station performs cross-difference processing on the first and second three-difference equations to cancel out ionospheric delay errors and tropospheric delay errors, and calculates the baseline vector between the bridge mobile station and the ship mobile station. This baseline vector is a quantitative expression of the relative positional relationship between the two in three-dimensional space, directly reflecting the spatial positional difference between the bridge monitoring point and the highest point of the ship. The processor determines whether there is a collision risk between the ship and the bridge based on the baseline vector.

[0050] This method deeply integrates bridge deformation monitoring and ship collision avoidance early warning through a closed-loop logic of self-inspection followed by collision avoidance. This avoids the high cost and data coordination problems of traditional two independent systems. At the same time, by using three-difference inter-difference processing, the influence of atmospheric errors is eliminated, achieving high-precision relative positioning and providing reliable full-chain protection for bridge safety and navigation safety.

[0051] In one optional implementation, determining whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates includes: Calculate the coordinate difference between the first original coordinates and the first real-time coordinates; When the coordinate difference is less than a preset difference threshold, it is determined that the bridge body has not deformed. When the coordinate difference is greater than or equal to the difference threshold, it is determined that the bridge body has deformed.

[0052] Specifically, the processor obtains the first original coordinates pre-stored by the bridge mobile station and the first real-time coordinates calculated by the bridge mobile station in real time. It performs difference calculation on the above two sets of three-dimensional coordinates to obtain the coordinate difference in three-dimensional space. This difference is used to characterize the degree of deviation of the current position of the bridge body relative to the reference state.

[0053] The processor has a preset difference threshold, which is determined based on the bridge's design load-bearing capacity, structural type, service life, and relevant industry standards. When the calculated coordinate difference is less than the preset difference threshold, it is determined that the bridge body has not deformed and the bridge structure is in a safe state, allowing the subsequent ship collision warning process to proceed. When the coordinate difference is greater than or equal to the preset difference threshold, it is determined that the bridge body has deformed. At this time, the system immediately triggers the alarm device, prohibits ships from passing through the bridge area, and initiates a safety inspection process until the bridge body condition returns to a safe range.

[0054] In one optional implementation, determining whether there is a collision risk between the ship and the bridge structure based on the baseline vector includes: Calculate the angle between the baseline vector and the horizontal plane; When the included angle is less than 0 degrees, it is determined that there is no risk of collision between the ship and the bridge. When the included angle is greater than or equal to 0 degrees, it is determined that there is a risk of collision between the ship and the bridge.

[0055] Specifically, the processor calculates the angle between the acquired baseline vector and the horizontal plane. This angle reflects the direction of the height difference between the highest point of the ship and the bridge monitoring point. If the angle is less than 0 degrees, it indicates that the baseline vector points below the horizontal plane, meaning that the spatial position of the highest point of the ship is lower than the bridge monitoring point. It is determined that there is no risk of collision between the ship and the bridge, and the ship is allowed to pass through the bridge area safely. If the angle is greater than or equal to 0 degrees, it indicates that the baseline vector points above the horizontal plane or coincides with the horizontal plane, meaning that the spatial position of the highest point of the ship is not lower than the bridge monitoring point. It is determined that there is a risk of collision between the ship and the bridge, and the system immediately triggers the alarm device, prohibits the ship from passing through the bridge area, and prompts the ship to take safety measures such as lowering its altitude or detouring.

[0056] In an optional implementation, the method further includes: When it is determined that the bridge structure has deformed or that there is a risk of collision between the ship and the bridge structure, an audible and visual alarm will be automatically triggered, and alarm prompts will be sent to the bridge management terminal and the ship's navigation terminal.

[0057] Specifically, when the processor determines that the bridge structure has deformed, it sends an alarm message to the bridge management terminal containing the deformation location, risk level, and recommended handling measures, and prohibits ships from passing through the bridge area; when it determines that there is a collision risk between the ship and the bridge structure, it sends an alarm message to the ship navigation terminal containing a collision risk warning, a navigation prohibition order, and a detour suggestion.

[0058] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. It should be noted that, for those skilled in the art, several equivalent obvious modifications and / or equivalent substitutions can be made without departing from the technical principles of the present invention, and these obvious modifications and / or equivalent substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A bridge deformation and collision avoidance synchronous monitoring system, characterized in that, include: A reference station set on the ground, a bridge moving station set at the position corresponding to the first original coordinate of the bridge body, several ship moving stations set on the ship, and a processor; The base station transmits satellite observation data to the bridge mobile station and the ship mobile station in real time, so that the bridge mobile station can calculate its own first real-time coordinates and its first three-difference equation with the base station, and the ship mobile station can calculate its own second three-difference equation with the base station. The bridge mobile station sends the first three-difference equation to the ship mobile station, so that the ship mobile station can calculate the baseline vector with the bridge mobile station based on the first three-difference equation and the second three-difference equation; The processor determines whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates, and determines whether there is a risk of collision between the ship and the bridge body based on the baseline vector.

2. The bridge deformation and collision avoidance synchronous monitoring system as described in claim 1, characterized in that, The step of determining whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates includes: Calculate the coordinate difference between the first original coordinates and the first real-time coordinates; When the coordinate difference is less than a preset difference threshold, it is determined that the bridge body has not deformed. When the coordinate difference is greater than or equal to the difference threshold, it is determined that the bridge body has deformed.

3. The bridge deformation and collision avoidance synchronous monitoring system as described in claim 1, characterized in that, The step of determining whether there is a collision risk between the ship and the bridge based on the baseline vector includes: Calculate the angle between the baseline vector and the horizontal plane; When the included angle is less than 0 degrees, it is determined that there is no risk of collision between the ship and the bridge. When the included angle is greater than or equal to 0 degrees, it is determined that there is a risk of collision between the ship and the bridge.

4. The bridge deformation and collision avoidance synchronous monitoring system as described in claim 1, characterized in that, Both the first and second triple-difference equations are observation equations obtained after single-difference, double-difference, and triple-difference finite difference processing, and both retain ionospheric delay error and tropospheric delay error. The calculation of the baseline vector with respect to the bridge-mounted mobile station based on the first and second triple-difference equations includes: The first and second three-difference equations are cross-differenced to cancel out the ionospheric delay error and the tropospheric delay error, resulting in a baseline vector; the baseline vector is a quantitative expression of the three-dimensional spatial relative positional relationship between the bridge mobile station and the ship mobile station.

5. The bridge deformation and collision avoidance synchronous monitoring system as described in claim 1, characterized in that, The system also includes an alarm module: The alarm module is communicatively connected to the processor. When the processor determines that the bridge body has deformed or that there is a risk of collision between the ship and the bridge body, the alarm module automatically triggers an audible and visual alarm and sends alarm prompt information to the bridge body management terminal and the ship's navigation terminal.

6. The bridge deformation and collision avoidance synchronous monitoring system as described in claim 1, characterized in that, The system also includes a communication module: The communication module is used to realize data communication and transmission between the base station, the bridge mobile station, the ship mobile station and the processor.

7. A method for simultaneous monitoring of bridge deformation and collision avoidance, applied to a simultaneous monitoring system for bridge deformation and collision avoidance, wherein the simultaneous monitoring system includes a ground-based reference station, a bridge mobile station mounted on the bridge, several ship mobile stations mounted on ships, and a processor, characterized in that... The method for simultaneous monitoring of bridge deformation and collision avoidance includes: Obtain the first original coordinates of the bridge mobile station, where the first original coordinates are the position coordinates of the bridge mobile station at the initial setting; Based on the first original coordinates and the first real-time coordinates, it is determined whether the bridge body has deformed; wherein, the first real-time coordinates are calculated by the bridge body mobile station based on satellite observation data sent in real time by the reference station; When the bridge body does not deform, obtain the first three-difference equation between the bridge body moving station and the reference station, and the second three-difference equation between the ship moving station and the reference station; Obtain the baseline vector between the ship mobile station and the bridge mobile station, calculated by the first three-difference equation and the second three-difference equation; The baseline vector is used to determine whether there is a risk of collision between the ship and the bridge.

8. The method for simultaneous monitoring of bridge deformation and collision avoidance as described in claim 7, characterized in that, The step of determining whether the bridge body has deformed based on the first original coordinates and the first real-time coordinates includes: Calculate the coordinate difference between the first original coordinates and the first real-time coordinates; When the coordinate difference is less than a preset difference threshold, it is determined that the bridge body has not deformed. When the coordinate difference is greater than or equal to the difference threshold, it is determined that the bridge body has deformed.

9. The method for simultaneous monitoring of bridge deformation and collision avoidance as described in claim 7, characterized in that, The step of determining whether there is a collision risk between the ship and the bridge based on the baseline vector includes: Calculate the angle between the baseline vector and the horizontal plane; When the included angle is less than 0 degrees, it is determined that there is no risk of collision between the ship and the bridge. When the included angle is greater than or equal to 0 degrees, it is determined that there is a risk of collision between the ship and the bridge.

10. The method for simultaneous monitoring of bridge deformation and collision avoidance as described in claim 7, characterized in that, The method further includes: When it is determined that the bridge structure has deformed or that there is a risk of collision between the ship and the bridge structure, an audible and visual alarm will be automatically triggered, and alarm prompts will be sent to the bridge management terminal and the ship's navigation terminal.

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