Distributed testing method for major road traffic infrastructure based on high-speed intelligent unified bus

Abstract

To address the technical problems of inconsistent cable size and weight, as well as inconsistent signal interface types and levels, in existing centralized information acquisition and management systems, and in the synchronization and sharing of information acquisition, this invention provides a distributed testing method for major road traffic infrastructure based on a high-speed intelligent unified bus. This method establishes a distributed scheme and protocol for high-speed intelligent unified bus signals for signal transmission and intelligent acquisition, enabling high-speed transmission and reception of mixed signals on a single bus. This fundamentally solves the problems of bulky cables and poor communication reliability caused by existing bus interconnection methods. A two-level structure of high-speed and low-speed parallel processing is adopted in each acquisition segment, enabling intelligent transmission and acquisition of high-speed bus signals and low-speed parallel processing. This solves the problems of uploading and acquiring different rates and signals. The bus interface uses a 10 Gigabit high-speed chip, while the back-end signal processing uses a low-speed chip such as an FPGA to achieve parallel processing of information and massive images. This resolves the technical problems of inconsistent cable size and weight, as well as inconsistent signal interface types and levels, in existing centralized information acquisition and management systems, and in the synchronization and sharing of information acquisition.

Description

Technical Field

[0001] This invention relates to a method for analyzing the stress on bridge structures, and particularly to a distributed testing method for major road traffic infrastructure based on a high-speed intelligent unified bus, belonging to the field of road traffic infrastructure safety. Background Technology

[0002] Road traffic infrastructure is the fundamental guarantee of transportation safety. However, major and catastrophic accidents involving bridges, tunnels, roadbed collapses, slope collapses, and landslides occur frequently, causing numerous deaths and injuries and significant economic losses. Therefore, many research institutions both domestically and internationally attach great importance to research on issues such as bridge and tunnel collapses, roadbed collapses, and slope landslides. Simultaneously, scholars and institutions both at home and abroad have published numerous national standards and books, numerous academic papers, and authorized multiple invention patents. Examples include the widely recognized book "Bridge Health Monitoring" by Helmut Wenzel (China Building Industry Press, original source and year), and the numerous national standards formulated based on this book, as well as Su Huaizhi et al.'s "A Multidimensional and Multidirectional Stress-Strain Monitoring System" (authorization number: ZL201310507840.2), etc. However, current research needs to be deepened and systematized. For example, how to deploy sensors for bridges, tunnels, ground surfaces, and slope subgrades and adopt effective detection schemes to obtain real-time data on bridge fatigue, cracks and deflection, pier tilt and subsidence, tunnel arch lining perimeter, ground subsidence, and slope subsidence, and extract abnormal parameters. This data will support online estimation of road traffic infrastructure faults and health prediction management, enabling a series of management and maintenance measures to be taken before problems occur to prevent major and serious accidents. Especially for large bridges or long tunnels, various detection devices are widely distributed, numerous and diverse. If information is collected and managed centrally, the signal cables will be bulky and heavy. Moreover, the detection devices come from different manufacturers, and the types and levels of signal interfaces are inconsistent, making it difficult to achieve synchronization and information sharing, especially for the ever-increasing amount of image information. Summary of the Invention

[0003] To address the technical problems of inconsistent cable size and weight, as well as inconsistent signal interface types and levels, in existing centralized information acquisition and management systems, and in the synchronization and sharing of information acquisition, this invention provides a distributed testing method for major road traffic infrastructure based on a high-speed intelligent unified bus. This method establishes a distributed scheme and protocol for high-speed intelligent unified bus signals for signal transmission and intelligent acquisition, enabling high-speed transmission and reception of mixed signals on a single bus. This fundamentally solves the problems of bulky cables and poor communication reliability caused by existing bus interconnection methods. A two-level structure of high-speed and low-speed parallel processing is adopted in each acquisition segment, enabling intelligent transmission and acquisition of high-speed bus signals and low-speed parallel processing. This solves the problems of uploading and acquiring different rates and signals. The bus interface uses a 10 Gigabit high-speed chip, while the back-end signal processing uses a low-speed chip such as an FPGA to achieve parallel processing of information and massive images. This resolves the technical problems of inconsistent cable size and weight, as well as inconsistent signal interface types and levels, in existing centralized information acquisition and management systems, and in the synchronization and sharing of information acquisition.

[0004] The technical solution adopted by this invention to solve its technical problem is: a distributed testing method for major road traffic infrastructure based on a high-speed intelligent unified bus, characterized by the following steps: Step 1: Establish a fieldbus local area network with a high-speed intelligent unified bus system topology for each major road traffic infrastructure. Each fieldbus local area network includes an information processing center that collects relevant information and analyzes the safety and other performance indicators of the corresponding major road traffic infrastructure, transmitting the data wirelessly or via wired to the road traffic safety management center. The high-speed intelligent unified bus corresponding to each fieldbus local area network is connected to a fieldbus intelligent information acquisition and processing subsystem with a given code. At the same time, a high-speed intelligent unified bus information protocol scheme for information transmission and intelligent acquisition is established to achieve high-speed transmission and reception of mixed signals on a single bus. This bus topology only requires connecting different field intelligent information acquisition and processing subsystems with a given code to a single high-speed intelligent unified bus to achieve information sharing among them, without needing to connect sensor signals to the central information processing center of the traffic facilities. Step Two: The field intelligent information acquisition and processing subsystem with a given code consists of two levels: a high-speed logic device and a low-speed intelligent information acquisition and processing sub-center. The high-speed logic device receives the synchronous acquisition signal and other required information, identifies the given code, acquires and caches the information on the high-speed intelligent unified bus corresponding to the given code at high speed, and then transmits it to the low-speed intelligent information acquisition and processing sub-center corresponding to the given code at low speed. After receiving the synchronous acquisition signal, the low-speed intelligent information acquisition and processing sub-center immediately acquires the information after different signal types, different interfaces and rates, and different level conversions, and writes its own request command or agreed upload information into the high-speed logic device for caching at low speed. According to the upload command information on the high-speed intelligent unified bus, the upload information cached by the high-speed logic device is uploaded to the high-speed intelligent unified bus at high speed. Step 3: The bridge is equipped with image monitoring systems for road vehicles, trains, or vessels. These systems determine the type, weight, coordinates, speed, and acceleration of each vehicle or train traveling on the bridge surface, or estimate the potential collisions and directions of vessels with the bridge piers. These image monitoring systems on the bridge are equipped with low-speed intelligent information acquisition and processing sub-centers, which connect the processed parameters to the corresponding fieldbus local area network via a high-speed intelligent unified bus. For high-speed image vibration monitoring systems located far from the bridge and monitoring bridge vibration, The corresponding intelligent information acquisition and processing sub-center first acquires and processes the sequence images to obtain the bridge vibration frequency and amplitude parameters that change over time, and then transmits them asynchronously to the corresponding local area network information processing center via 5G or other wireless methods. The image monitoring system at the tunnel entrance and exit and inside the tunnel is equipped with a low-speed intelligent information acquisition and processing sub-center, which connects the processed relevant parameters to the corresponding fieldbus local area network via a high-speed intelligent unified bus. The road crack and landslide image monitoring system on the UAV platform, the vehicle-mounted road crack and landslide mobile image monitoring system or other road traffic infrastructure image monitoring system, and other road traffic infrastructure hazards such as crack and landslide changes or those acquired by the image monitoring system are asynchronously transmitted to the corresponding road traffic local area network information processing center via 5G or other wireless methods. Step 4: The information processing center of each fieldbus local area network issues synchronization acquisition signals to each given-coded low-speed intelligent information acquisition and processing sub-center connected to the corresponding high-speed intelligent unified bus, asynchronously receives the request information or agreed upload information of each low-speed intelligent information acquisition and processing sub-center, and obtains the bridge vibration frequency and amplitude, crack and landslide changes over time or other hidden dangers of road traffic infrastructure obtained by the image monitoring system based on the information uploaded by the high-speed intelligent unified bus; asynchronously exchanges relevant information with the image monitoring or other systems far away from the major road traffic infrastructure through 5G or other wireless methods, obtains the bridge vibration frequency and amplitude, crack and landslide changes over time or other hidden dangers of road traffic infrastructure obtained by the image monitoring system, and fuses and estimates this information with the corresponding information obtained by the high-speed intelligent unified bus to give the fault analysis and health prediction management indicators of the road traffic infrastructure. According to the health degree between a and 1, where 0.5 < a < 1, a corresponding limit scheme for reducing the stress intensity is given according to the engineering usage requirements. Based on this, the availability, maintainability and stress intensity limits of the road traffic infrastructure are further determined.

[0005] The beneficial effects of the present invention are as follows: The high-low speed two-level structure of intelligent signal transmission, acquisition and low-speed parallel processing of the high-speed bus of the distributed intelligent information acquisition and processing subsystem solves the problems of different rates, different signal uploads and acquisitions; the topology structure of the high-speed intelligent unified bus system realizes the mixed transmission of signals with different levels and different rates; by establishing a protocol scheme for high-speed intelligent unified bus signals for signal transmission and intelligent acquisition, the high-speed transmission and reception of mixed signals on a single bus are realized; this bus topology structure only needs to connect different devices to a single high-speed intelligent unified bus through the intelligent information acquisition and processing subsystem to achieve information sharing between each other, fundamentally solving the problems of huge cable volume and weight and poor communication reliability caused by the existing bus interconnection methods.

[0006] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. Description of the Drawings

[0007] Appendix Figure 1 Topology structure of the high-speed intelligent unified bus system for information acquisition and distribution processing; Appendix Figure 2 Two-level structure of the intelligent information acquisition and processing subsystem. Specific Embodiments

[0008] Refer to Appendix Figure 1 and Appendix Figure 2 .

[0009] Step 1: Establish a fieldbus local area network with a high-speed intelligent unified bus system topology for each major road traffic infrastructure. Each fieldbus local area network includes an information processing center that collects relevant information and analyzes the safety and other performance indicators of the corresponding major road traffic infrastructure, transmitting the data wirelessly or via wired to the road traffic safety management center. The high-speed intelligent unified bus corresponding to each fieldbus local area network is connected to a fieldbus intelligent information acquisition and processing subsystem with a given code. At the same time, a high-speed intelligent unified bus information protocol scheme for information transmission and intelligent acquisition is established to achieve high-speed transmission and reception of mixed signals on a single bus. This bus topology only requires connecting different field intelligent information acquisition and processing subsystems with a given code to a single high-speed intelligent unified bus to achieve information sharing among them, without needing to connect sensor signals to the central information processing center of the traffic facilities. Step Two: The field intelligent information acquisition and processing subsystem with a given code consists of two levels: a dual-port RAM and a low-speed FPGA intelligent information acquisition and processing sub-center. The high-speed logic device receives the synchronous acquisition signal and other required information, identifies the given code, acquires and caches the information on the high-speed intelligent unified bus corresponding to the given code at high speed, and then transmits it to the low-speed intelligent information acquisition and processing sub-center corresponding to the given code at low speed. After receiving the synchronous acquisition signal, the low-speed intelligent information acquisition and processing sub-center immediately acquires the information after different signal types, different interfaces and rates, and different level conversions, and writes its own request command or agreed upload information into the high-speed logic device for caching at low speed. According to the upload command information on the high-speed intelligent unified bus, the upload information cached by the high-speed logic device is uploaded to the high-speed intelligent unified bus at high speed. Step 3: The bridge is equipped with image monitoring systems for road vehicles, trains, or vessels. These systems determine the type, weight, coordinates, speed, and acceleration of each vehicle or train traveling on the bridge surface, or estimate the potential collisions and directions of vessels with the bridge piers. These image monitoring systems on the bridge are equipped with low-speed intelligent information acquisition and processing sub-centers, which connect the processed parameters to the corresponding fieldbus local area network via a high-speed intelligent unified bus. For high-speed image vibration monitoring systems located far from the bridge and monitoring bridge vibration, The corresponding intelligent information acquisition and processing sub-center first acquires and processes the sequence images to obtain the bridge vibration frequency and amplitude parameters that change over time, and then transmits them asynchronously to the corresponding local area network information processing center via 5G or other wireless methods. The image monitoring system at the tunnel entrance and exit and inside the tunnel is equipped with a low-speed intelligent information acquisition and processing sub-center, which connects the processed relevant parameters to the corresponding fieldbus local area network via a high-speed intelligent unified bus. The road crack and landslide image monitoring system on the UAV platform, the vehicle-mounted road crack and landslide mobile image monitoring system or other road traffic infrastructure image monitoring system, and other road traffic infrastructure hazards such as crack and landslide changes or those acquired by the image monitoring system are asynchronously transmitted to the corresponding road traffic local area network information processing center via 5G or other wireless methods. Step 4: The information processing center of each fieldbus local area network sends synchronous acquisition signals to each low-speed intelligent information acquisition and processing sub-center connected to the corresponding high-speed intelligent unified bus with a given code, and asynchronously receives request information or agreed-upon upload information from each low-speed intelligent information acquisition and processing sub-center. Based on the information uploaded by the high-speed intelligent unified bus, it obtains the bridge vibration frequency and amplitude changing over time, crack and landslide changes, or other road traffic infrastructure hazards acquired by the image monitoring system. It asynchronously exchanges relevant information with image monitoring or other systems far from the major road traffic infrastructure via 5G or other wireless methods to obtain the bridge vibration frequency and amplitude changing over time, crack and landslide changes, or other road traffic infrastructure hazards acquired by the image monitoring system. The image vibration monitoring system fuses this information with the corresponding information obtained by the high-speed intelligent unified bus to estimate and provide fault analysis and health prediction management indicators for the road traffic infrastructure. Based on a health level between 'a' and '1', 0.5

Claims

1. A distributed testing method for major road traffic infrastructure based on a high-speed intelligent unified bus, characterized by the following steps: Step 1: Establish a fieldbus local area network with a high-speed intelligent unified bus system topology for each major road traffic infrastructure. Each fieldbus local area network includes an information processing center that collects relevant information and analyzes the safety and other performance indicators of the corresponding major road traffic infrastructure, transmitting the data wirelessly or via wired to the road traffic safety management center. The high-speed intelligent unified bus corresponding to each fieldbus local area network is connected to a fieldbus intelligent information acquisition and processing subsystem with a given code. At the same time, a high-speed intelligent unified bus information protocol scheme for information transmission and intelligent acquisition is established to achieve high-speed transmission and reception of mixed signals on a single bus. This bus topology only requires connecting different field intelligent information acquisition and processing subsystems with a given code to a single high-speed intelligent unified bus to achieve information sharing among them, without needing to connect sensor signals to the central information processing center of the traffic facilities. Step 2: The field intelligent information acquisition and processing subsystem with a given code consists of two levels: a high-speed logic device and a low-speed intelligent information acquisition and processing sub-center. The high-speed logic device receives the synchronous acquisition signal and other required information, identifies the given code, acquires and caches the information on the high-speed intelligent unified bus corresponding to the given code at high speed, and then downloads it to the low-speed intelligent information acquisition and processing sub-center corresponding to the given code at low speed. After receiving the synchronous acquisition signal, the low-speed intelligent information acquisition and processing sub-center immediately acquires the information after different signal types, different interfaces and rates, and different level conversions. It writes its own request instructions or agreed upload information into the high-speed logic device for caching in a low-speed manner. According to the upload instruction information on the high-speed intelligent unified bus, it uploads the upload information cached by the high-speed logic device to the high-speed intelligent unified bus in a high-speed manner. Step 3: The bridge configures an image monitoring system for road vehicles, trains or water vessels, which is used to determine the type, vehicle weight, vehicle coordinate position, vehicle speed, vehicle acceleration of each vehicle or train driving on the bridge surface, or estimate the possible collision and direction of the vessel against the bridge pier. Each of these image monitoring systems on the bridge is configured with a low-speed intelligent information acquisition and processing sub-center, and connects the processed relevant parameters to the corresponding field bus local area network through a high-speed intelligent unified bus; for the high-speed image vibration monitoring system that is far from the bridge and monitors the bridge vibration, the corresponding intelligent information acquisition and processing sub-center first collects and processes the sequence images to obtain the bridge vibration frequency and amplitude parameters that change over time, and asynchronously transmits them to the corresponding local area network information processing center through 5G or other wireless methods; the image monitoring systems at the tunnel entrances and inside the tunnels are all configured with low-speed intelligent information acquisition and processing sub-centers, and connect the processed relevant parameters to the corresponding field bus local area network through a high-speed intelligent unified bus; the road crack and landslide image monitoring system on the drone platform, the vehicle-mounted road crack and landslide mobile image monitoring system or other road traffic infrastructure image monitoring systems, the changes in cracks and landslides or other potential hazards of road traffic infrastructure obtained by the image monitoring system are asynchronously transmitted to the corresponding road traffic local area network information processing center through 5G or other wireless methods; Step 4: The information processing center of each field bus local area network issues a synchronous acquisition signal to each given-coded low-speed intelligent information acquisition and processing sub-center connected to the corresponding high-speed intelligent unified bus, asynchronously receives the request information or the agreed upload information of each low-speed intelligent information acquisition and processing sub-center, and obtains the bridge vibration frequency and amplitude, the changes in cracks and landslides or other potential hazards of road traffic infrastructure obtained by the image monitoring system that change over time according to the information uploaded by the high-speed intelligent unified bus; asynchronously exchanges relevant information with the image monitoring or other systems far from the major road traffic infrastructure through 5G or other wireless methods, obtains the bridge vibration frequency and amplitude, the changes in cracks and landslides or other potential hazards of road traffic infrastructure obtained by the image monitoring system, and fuses and estimates this information with the corresponding information obtained by the high-speed intelligent unified bus to give the fault analysis and health prediction management indicators of the road traffic infrastructure. According to the health degree between a and 1, where 0.5 < a < 1, a corresponding limit scheme for reducing the stress intensity is given according to the engineering use requirements. Based on this, the availability, maintainability and stress intensity limits of the road traffic infrastructure are further determined.

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