Bridge and roadbed damage warning circuit control device

Abstract

The utility model belongs to the technical field of bridge maintenance, and particularly relates to a bridge and roadbed damage warning circuit control device which comprises a trigger device, a logic control circuit and an electromechanical acousto-optic warning device. The travel switch is used for turning on and turning off a power supply of the electromechanical acousto-optic warning device, and an acousto-optic alarm in the electromechanical acousto-optic warning device is installed on the road side of the upstream area of the bridge. The mechanical principle and the audible and visual alarm are combined, and the travel switch of the audible and visual warning device is triggered by the trigger device with a mechanical structure, so that the audible and visual alarm is started to give visual and sound warnings to the upstream section of the damaged road section of the road.

Description

Technical Field

[0001] The utility model belongs to the technical field of bridge maintenance, and in particular relates to a bridge and roadbed damage warning circuit control device. Background Art

[0002] In recent years, natural disasters have become frequent in China. Geological hazards such as flash floods, debris flows, rockfalls, and landslides have severely threatened the safety of life and property during highway construction and operations. These disasters have resulted in significant casualties and served as a wake-up call for highway disaster prevention and mitigation efforts. To effectively respond to emergencies such as highway bridge failures, enhance highway bridge failure monitoring and early warning capabilities, scientifically guide vehicles to avoid danger, and minimize disaster losses, a design for a driving safety guidance and early warning device is urgently needed for emergency situations such as highway bridge failures. Summary of the Invention

[0003] To achieve the above objectives, the present invention combines mechanical principles with audible and visual alarms to provide a bridge and roadbed damage warning circuit control device. When threatened by high-risk disasters such as flash floods, debris flows, and landslides, the device can provide emergency, real-time warnings. If the intelligent monitoring system for bridge collapse fails (if any), the device promptly prompts drivers and vehicles to slow down and stop, thereby mitigating the loss of life and property caused by the disaster.

[0004] In order to achieve the above-mentioned purpose of the utility model, the utility model provides the following technical solutions:

[0005] A bridge and roadbed damage warning circuit control device includes a trigger device, a logic control circuit, an electromechanical sound and light warning device and a power supply.

[0006] The trigger device is connected to a travel switch in the logic control circuit, and the travel switch is used to turn on and off the power supply of the electromechanical sound and light warning device;

[0007] The electromechanical sound and light warning device is used to send out a warning signal; wherein, the electromechanical sound and light warning device includes a sound and light alarm;

[0008] The sound and light alarms are arranged in a highway section adjacent to a bridge, and are installed on a guardrail of the highway. The density of the sound and light alarms arranged in the section adjacent to the bridge is high, and the density of the sound and light alarms arranged in the section away from the bridge is low.

[0009] The power supply supplies power to the logic control circuit and the electromechanical sound and light warning device.

[0010] As a preferred solution, D1 groups of yellow flashing warning lights are set at a spacing of K1 on the outside of the bridge in the third section adjacent to the bridge, and D2 groups of yellow flashing warning lights are set at a spacing of K2 on the outside of the bridge in the second section of the third section away from the bridge. K1 is adjusted based on 30 meters; D1 is adjusted based on 3 groups; K2 is adjusted based on 25 meters, and D2 is adjusted based on 5 groups.

[0011] As a preferred solution, the system further includes setting D3 groups of yellow flashing warning lights at intervals of K3 on the outer side of the bridge, which is located away from the first section of the bridge. K3 is adjusted based on 50 meters, and D3 is adjusted based on 3 groups.

[0012] As a preferred solution, a traffic directional broadcast is set up outside the bridge of the first section, and the traffic directional broadcast is used for voice broadcasting.

[0013] As a preferred solution, the distances between the first section, the second section and the third section are 100 meters respectively.

[0014] As a preferred solution, traffic lights are also included, which are respectively arranged on the outside of the bridge at one end of the section far from the bridge, the outside of the bridge at one end of the section close to the bridge, and the outside of the bridge at one end of the middle section. The traffic lights use yellow light-emitting diode lamp beads to form warning text.

[0015] As a preferred solution, the invention comprises a sensing rope (4) arranged along the length direction of the bridge or roadbed, wherein the sensing rope (4) is configured to be in a straight state and is used to deform along with the displacement of the bridge or roadbed; further comprising: a plug-in trigger assembly (6) comprising a latch (62), wherein the latch (62) is connected to the sensing rope (4), and the plug-in trigger assembly (6) is connected to the bridge or roadbed; and a first rope (7), one end of which is sleeved on the latch (62) and the other end of which is connected to a counterweight, wherein the movement of the first rope (7) can activate the switch of the alarm circuit control device.

[0016] As a preferred solution, the power supply is a UPS power supply.

[0017] As a preferred solution, it also includes an alarm signal public network return receiving module, which sends the alarm signal to the remote monitoring terminal through the network after receiving the warning trigger signal.

[0018] Compared with the existing technology, the beneficial effects of the utility model are: combining mechanical principles and sound and light alarms, triggering the travel switch of the sound and light warning device through the trigger device of the mechanical structure, thereby starting the sound and light alarm, and issuing a visual and audible warning to the section in front of the damaged section of the highway. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a diagram showing the overall structure of a bridge and roadbed damage warning circuit control device in Example 1;

[0020] FIG2( a ) is a structural diagram of the trigger device in Example 1;

[0021] FIG2( b ) is a structural diagram of the trigger device in Example 1 when it is triggered;

[0022] Figure 3 This is a schematic diagram of the layout of the electromechanical sound and light warning device in Example 1;

[0023] Figure 4 The PLC trigger switch circuit in Example 1;

[0024] Figure 5 This is the primary circuit diagram in Example 1.

[0025] 1-fixing assembly, 11-fixing plate, 12-first sleeve, 13-stiffening plate;

[0026] 2- movable assembly, 21- movable plate, 22- second sleeve, 23- anchor;

[0027] 3- elastic member;

[0028] 4-sensing rope;

[0029] 5-Adjust the rope;

[0030] 61-first support, 62-latch, 63-limit pin;

[0031] 7-First rope;

[0032] 8-guide assembly, 81-third support, 82-pulley assembly;

[0033] 9- sound and light travel switch, 91- touch rod. DETAILED DESCRIPTION

[0034] The present invention is further described in detail below with reference to test examples and specific implementation methods. However, this should not be construed as limiting the scope of the present invention to the following embodiments. All technologies implemented based on the present invention fall within the scope of the present invention.

[0035] Example 1

[0036] A bridge and roadbed damage warning circuit control device includes a trigger device, an electromechanical sound and light warning device and a power supply. The overall structure is as follows Figure 1As shown, it includes a trigger device, a logic control circuit, an electromechanical sound and light warning device and a power supply, the trigger device is connected to the limit switch in the logic control circuit, the limit switch is used to turn on and off the power supply of the electromechanical sound and light warning device; the electromechanical sound and light warning device is used to send out a warning signal; wherein, the electromechanical sound and light warning device includes a sound and light alarm; the sound and light alarm is arranged in a highway section adjacent to the bridge, the sound and light alarm is installed on the guardrail of the highway, the sound and light alarm is arranged at a high density in the section close to the bridge, and the sound and light alarm is arranged at a low density in the section away from the bridge; the power supply supplies power to the logic control circuit and the electromechanical sound and light warning device.

[0037] The structural diagram of the trigger device is shown in Figure 2 (a) and Figure 2 (b), which includes a fixed component 1, a movable component 2, an elastic member 3, a sensing rope 4, an adjustment rope 5, a plug-in trigger component 6, a first rope 7, a guide component 8 and an acousto-optic travel switch 9. The movable component 2 is arranged between the fixed component 1 and the plug-in trigger component 6, the elastic member 3 is connected between the movable component 2 and the fixed component 1, and the sensing rope 4 passes through the fixed component 1 and is anchored to the movable component 2; wherein, the fixed component 1 includes a fixed plate 11, a first sleeve 12 and a stiffening plate 13, and the movable component 2 includes a movable plate 21, a second sleeve 22 and an anchor 23; the stiffening plate 13 is connected to the fixed plate 11, and the stiffening plate 13 is connected to the fixed plate 11 On a bridge or roadbed, the first sleeve 12 is connected to the fixed plate 11, the first sleeve 12 being positioned toward the movable assembly 2, the stiffening plate 13 being positioned away from the movable assembly 2, the elastic member 3 being positioned within the first sleeve 12, the second sleeve 22 being connected to the movable plate 21, the second sleeve 22 being slidably engaged with the first sleeve 12, the elastic member 3 being positioned within the second sleeve 22, the two ends of the elastic member 3 being respectively abutted against the fixed plate 11 and the movable plate 21; the anchor 23 being connected to the sensing rope 4 and anchored to the movable plate 21, the sensing rope 4 being positioned along the length of the bridge or roadbed, the sensing rope 4 being configured to be in a stretched state, and being configured to deform with the displacement of the bridge or roadbed. With this structure, by providing the fixed assembly 1, the movable assembly 2, and the elastic member 3 as the connecting structure for the movable end of the sensing rope 4, appropriate prestress can be applied to the sensing rope 4, making it easier for the sensing rope 4 to be stretched.

[0038] The first support 61 is connected to the bridge or roadbed, and the pin 62 is inserted into the first support 61. The pin 62 is connected to the sensing rope 4 through the adjusting rope 5, and the adjusting rope 5 is configured to be in a relaxed state. The pin 62 is provided with the limit pin 63, and the limit pin 63 is set away from the adjusting rope 5. The limit pin 63 is used to limit the relative position of the pin 62 and the first support 61 to prevent the pin 62 from falling off easily. With this structure, in some cases where non-disasters cause large deformation and displacement of the bridge or roadbed, such as temperature deformation or deformation caused by vehicle collision, the end of the sensing rope 4 will still be displaced, and these non-disaster deformations can be adapted by setting the relaxed adjusting rope 5.

[0039] As shown in Figures 2(a) and 2(b), one end of the first rope 7 is sleeved on the pin 62, and the other end is connected to the counterweight after passing through the guide assembly 8. The movement of the first rope 7 can activate the switch of the alarm device; the guide assembly 8 is used to change the direction of the first rope 7. The guide assembly 8 includes a third support 81 and a pulley group 82. The third support 81 is connected to the bridge or roadbed, and the pulley group 82 is provided on the third support 81. The first rope 7 passes through the pulley group 82.

[0040] The contact rod 91 of the sound and light limit switch 9 is compressed and abuts against the latch 62. With this structure, the sound and light limit switch 9 is integrated with the mechanical activation device. When the latch 62 is pulled out, the restriction on the contact rod 91 is released, and the contact rod 91 pops out and extends. The sound and light limit switch 9 activates the remote sound and light warning device, which works together with the warning device released by the mechanical structure to improve the warning effect.

[0041] Electromechanical sound and light warning devices mainly include yellow flashing warning lights, sound and light alarms, traffic lights and traffic directional broadcasts. Figure 3 As shown,

[0042] According to the changes in the sound and light warnings in the direction of travel of the drivers and passengers, the pilot site is divided into Warning Section I, Warning Section II, and Warning Section III. The Warning Section III is the section closest to the bridge.

[0043] Warning Section I: Approximately 100 meters long, five sets of yellow flashing warning lights are installed at 25-meter intervals on the outside of the bridge. These flashing yellow lights alert drivers and passengers. A traffic signal (using yellow LEDs to indicate "Stop") is installed at the start of Warning Section I, and a directional traffic announcement (with a voice message stating "Danger ahead, slow down and stop") is provided at the end of Warning Section I.

[0044] Warning II section: The length is about 100m, and 3 groups of sound and light alarms are set at intervals of 50 meters on the outside of the bridge.

[0045] Warning Section III: The length is approximately 100m, with three sets of sound and light alarms installed at 30m intervals on the outside of the bridge. Traffic lights (using yellow LEDs to indicate "Stop") are installed at the end of Warning Section III.

[0046] Working principle and workflow of the device: The steel cable mechanically triggers the limit switch to activate, turning on the power supply circuits for the yellow flashing warning light, sound and light alarm, traffic lights, traffic directional broadcasting, etc., and the on-site electromechanical facilities start working; prompts and warnings are given through sound and light to attract the attention and alertness of the driver, who then slows down and stops, reducing casualties.

[0047] As a preferred embodiment, the system further includes an alarm signal public network return module. Upon receiving the warning trigger signal, the alarm signal is transmitted to a remote monitoring terminal via the network. When the trigger device triggers the travel switch of the electromechanical, acousto-optic warning device, the travel switch conducts a circuit, sending a high level signal to the remote monitoring terminal. This high level signal is then transmitted back to the remote monitoring terminal to alert the remote monitoring terminal.

[0048] Furthermore, the trigger device triggers the travel switch of the electromechanical sound and light warning device, which adopts a PLC trigger switch circuit. The PLC trigger switch circuit is as follows: Figure 4 As shown, the primary circuit diagram is as follows Figure 5 As shown. Combined Figure 4 and Figure 5 It can be seen that the trigger control includes the steel cable tripping trigger alarm, the limit switch damage trigger alarm, the section monitoring sub-center remote trigger alarm, the on-site manual test alarm, the on-site manual alarm extinguishing, and the section monitoring sub-center emergency response.

[0049] Wire rope tripping triggers alarm action process:

[0050] The sound and light warning device is in dormant state. When the steel rope is tripped, the contact of the limit switch SQ is closed, so the coil of the relay KA1 is energized and the normally open contact of the relay KA1 is closed. Then the coils of the contactors KM1, KM2, KM3 and the relay KA5 are energized, so that the primary circuits of the contactors KM1, KM2, KM3 are energized and the normally open contact of the relay KA5 is closed, so that the sound and light warning device is activated (such as the left and right emergency warning directional broadcasts are activated, and the yellow and red signal lights are on).

[0051] Limit switch damage triggers alarm action flow:

[0052] The sound and light alarm device is in dormant state. When the wire rope tripping device is damaged, the limit switch is damaged / the limit switch contact is disconnected, and then the control circuit is broken, so the relay KA2 coil is de-energized, the relay KA2 normally closed contact is closed, and finally the public network module uploads the alarm signal.

[0053] The process of remotely triggering an alarm at the road section monitoring sub-center:

[0054] The sound and light warning device is in dormant state. If the road section monitoring sub-center sends a remote start signal and the KY contact is closed, the relay KA4 coil is energized, so the normally open contact of relay KA4 is closed, and then the contactors KM1, KM2, KM3 and relay KA5 coils are energized, and the primary circuits of contactors KM1, KM2, KM3 are energized and the normally open contact of relay KA5 is closed. Finally, the sound and light warning device is started (such as the left and right emergency warning directional broadcasts are started, and the yellow and red signal lights are on).

[0055] On-site manual test alarm action process:

[0056] The sound and light warning device is in dormant state. Open the test knob ST and close it, so that the contactors KM1, KM2, KM3 and the relay KA5 coils are energized, and then the primary circuits of the contactors KM1, KM2, KM3 are energized and the normally open contacts of the relay KA5 are closed. Finally, the sound and light warning device is started (such as the left and right emergency warning directional broadcasts are started, and the yellow and red signal lights are on).

[0057] On-site manual alarm suppression process:

[0058] When the sound and light warning device is in the alarm state, press the alarm button SR, the relay KA3 coil is energized, and then the normally open contact of the relay KA3 is closed (to achieve self-holding), thereby disconnecting the normally closed contact of the relay KA3, and then the contactors KM1, KM2, KM3 and the relay KA5 coils are de-energized, the primary circuits of the contactors KM1, KM2, KM3 are disconnected, and the normally open contacts of the relay KA5 are disconnected, then the sound and light warning device stops (such as the left and right emergency warning directional broadcasts are turned off, and the yellow and red signal lights are turned off).

[0059] Emergency response process of the road section monitoring sub-center:

[0060] The alarm signals KA1 and KA2 are transmitted back through the public network, and then the section monitoring sub-center receives the alarm information, which in turn triggers the sound and light alarm on the map board, displaying the disaster information (such as the location of the bridge and the direction of the section). The section monitoring sub-center then starts the emergency response process, and then issues control instructions through the monitoring system, and then starts the relevant electromechanical facilities (such as the release of information on the variable information sign in front of the disaster point, the operation of the flashing warning device, and the operation of the relevant electromechanical facilities in the tunnel in front of the disaster point (such as the lane control sign changes to a red "X").

[0061] The alarm signal public network return module, self-contained power supply system, PLC trigger switch circuit and other facilities are placed in the on-site outdoor chassis. The chassis protection level is not less than IP65 and is made of stainless steel plate with a thickness of not less than 2mm. The chassis is co-located with the road traffic blocking device, arranged in a safe area on the roadside and equipped with a physical protective cover.

[0062] At the remote end, a corresponding alarm signal public network return transmission receiving module is installed to receive the alarm signal from the alarm signal public network return transmission module. The section monitoring subcenter's personnel duty room is equipped with the alarm signal public network return transmission receiving module, an audible and visual alarm, and the corresponding power distribution cables. Upon receiving the alarm information, the duty personnel will transition to the highway monitoring operation process. The alarm signal public network return transmission receiving module and the audible and visual alarm are designed as Class 1 loads and are powered by a UPS. The alarm signal public network return transmission receiving module, the audible and visual alarm, and the corresponding power distribution cables are also installed.

[0063] As a preferred option, the device utilizes a self-contained power supply with a 50Ah battery (calculated at 12V), capable of powering the on-site electromechanical warning system (calculated at 0.6kW) for at least 30 minutes at 60% charge. To reduce operating power consumption, increase reliability, and minimize subsequent maintenance and spare parts procurement costs, all electromechanical equipment utilizes standardized, qualified, low-power products that comply with national standards.

[0064] The selection parameters of each part of the device are as follows:

[0065] Yellow flashing warning light

[0066] This mature and standardized product meets the requirements of "Traffic Warning Lights Part 2: Yellow Flashing Warning Lights" (GB 24965.2-2010) and consists of a light source, control components, lampshade, shade edge, housing and mounting connectors. Light source: LED; Chromaticity: Yellow; Translucent surface size: φ300mm; Shading edge requirements: The shielding edge length should be no less than 1.25 times the translucent size of the luminous surface, the shielding edge side angle should be less than 80°, and the shielding edge wrap angle should be no less than 270°; Dimming function: According to the ambient illumination, the yellow flashing warning light should be able to perform two-level automatic dimming during the day and at night; Dynamic visual recognition performance: The dynamic visual recognition distance of the yellow flashing warning light during the day should be no less than 250m; the dynamic visual recognition distance at night should be no less than 500m; Flashing frequency: The flashing frequency of the yellow flashing warning light should be (45±5) times / min, and the ratio of the flashing light and dark time should be 1:1; Sealing protection performance: The enclosure protection level should be no less than IP55 according to the provisions of GB4208-2008; Power: ≤5W; Power adaptability: DC24V±20%; Working environment temperature: -20℃~+55℃; Working environment humidity: ≤98%.

[0067] Sound and light alarm

[0068] This product is a mature and standardized product that meets the requirements of "Fire Sound and / or Light Alarm" (GB 26851-2011), and includes mounting hardware. Flashing frequency: 1Hz to 2Hz; Sealing performance: Enclosure protection level should be no less than IP55 according to GB4208-2008; Power consumption: ≤10W; Power supply adaptability: DC24V±20%; Operating temperature: -20°C to +55°C; Operating humidity: ≤98%.

[0069] traffic lights

[0070] This mature and standardized product meets the requirements of "Road Traffic Signal Lights" (GB 14887-2011) and consists of a light source, lampshade, shade, housing, and mounting hardware. Light source: LED; Chromaticity: Yellow / Red; Specifications: φ300mm; Shade requirements: Shade length should be no less than 1.25 times the light-emitting surface's translucent dimension, the shade side angle should be less than 80°, and the shade wrap angle should be no less than 270°; Text: "Stop" is formed using yellow / red LED beads; Sealing performance: The housing's protection level must be no less than IP55 according to GB4208; Power consumption: ≤10W; Power supply adaptability: DC24V±20%; Operating temperature: -20°C to +55°C; Operating humidity: ≤98%.

[0071] Traffic directional broadcasting

[0072] This mature and standardized product, based on the technical requirements of the "Technical Specifications for Road Traffic Directional Broadcast Warning Systems" (Draft for Comment, National Standard, Plan No. 20230345-T-312), consists of a speaker, amplifier, and mounting connectors. Sealing performance: The enclosure's protection level should be no less than IP55 according to GB4208; power consumption: ≤10W; power supply adaptability: DC24V±20%; operating temperature: -20°C to +55°C; operating humidity: ≤98%.

[0073] Uninterrupted Power Supply (UPS)

[0074] The self-contained power supply system utilizes an uninterruptible power supply (UPS), a mature and standardized product that complies with the "Uninterruptible Power Supply System (UPS)" (GB / T7260 series of standards) and the "General Specification for Uninterruptible Power Supplies for Information Technology Equipment" (GB / T 14715-2017). It should be a VFI device as defined in GB / T14715. The system consists of a main unit, battery, battery monitoring system, and other components. Overload protection: When an overload occurs, the UPS should operate normally and provide audible / visual alarms. When the duration or intensity of an overload exceeds specified limits, the UPS should automatically shut down its output and provide appropriate protection. It should restart normally after the overload disappears. Surge and short-circuit protection: The UPS should have surge and short-circuit protection. When transient overcurrent or short-circuit overloads occur, the UPS should absorb the transient overcurrent and limit the short-circuit current, ensuring normal operation. If the transient overcurrent or short-circuit cannot be eliminated, the UPS should automatically shut down its output and provide appropriate protection to prevent secondary damage. When restarting, the UPS should be able to restart normally after resetting. Single-unit fault self-protection: The UPS should have a single-unit fault self-protection function. If any fault occurs during normal operation and prevents the UPS from continuing normal operation, the UPS should switch to bypass output to continue powering, and no power outages should occur. Status monitoring: The UPS should have a standard TCP / IP communication interface. Battery management: The UPS should have a battery over-discharge protection function. The UPS should automatically perform regular floating charge and equalization charge conversions, automatically compensate for battery temperature, and record battery discharge. It should also have an on-site charge level display function. Bypass function: The UPS should have a maintenance bypass function to ensure maintenance safety and / or maintain load power continuity. The UPS should have a static bypass function to improve its availability in the event of a single UPS unit failure or a temporary load overload. Battery capacity: ≥50Ah, 12V, with a self-discharge rate of no more than 3% per month. The battery can operate normally in an ambient temperature range of -40°C to +50°C. The battery uses lithium iron phosphate. Battery life: ≥2 years.

[0075] Field equipment box

[0076] Outdoor distribution boxes (cabinets) should meet the requirements of DLT 375 "General Technical Conditions for Outdoor Distribution Boxes".

[0077] The protection grade of the shell shall not be lower than IP65. The metal shell of the device can be used as the main grounding body for internal and external grounding of the device, and a common grounding terminal shall be uniformly set. The diameter of the grounding terminal shall not be less than It should be resistant to corrosion and oxidation, and have a long-lasting, durable and obvious grounding mark. The door of the device and the main body of the device, as well as the panel equipped with electrical components and the main body of the device, should be firmly connected with 6mm2 copper braided wire, and the resistance between it and the grounding terminal should not exceed 0.1Ω. The connection between the main body of the device and various non-welded parts (such as slot plates, etc.), whether using screws, hinges or any other methods, should have a resistance of no more than 0.1Ω between it and the grounding terminal. The device's external dimensions and structure should be reasonably designed to facilitate installation, inspection and maintenance. The device should be able to withstand the thermal stability and dynamic stability generated by short-circuit current, as well as the interference requirements such as electrical, mechanical strength and anti-magnetic during transportation and use.

[0078] The device casing should be made of 316 stainless steel plate with a thickness of 2mm. The device should be equipped with lifting lugs for transportation, and equipped with locks to prevent rain, measures to prevent rust on the door shaft, and measures to prevent scratches and water ingress on the incoming and outgoing wires. Structural safety protection should be considered. The device's welding, assembly, anti-corrosion treatment and other processes should comply with relevant standards, and there should be no cold solder joints, burrs, torn edges, or rough overlaps. The components in the device should be listed in the "CCC" certification catalog in the "Implementation Rules for Compulsory Certification of Electrical and Electronic Products" and be "CCC" certified devices. The wires in the device should be "CCC" certified wires.

[0079] The main circuit conductors should be weather-resistant copper-core insulated conductors or busbars, and the cross-section should meet the requirements of allowable current carrying capacity and temperature rise control. The control circuit should use weather-resistant copper-core insulated single-strand conductors with a cross-sectional area of ​​not less than 1.5mm2; the cross-sectional area of ​​the conductors for measuring current, voltage circuits and metering voltage circuits should not be less than 25mm2; the cross-sectional area of ​​the conductors for metering current circuits should not be less than 4mm2. Soft copper wire should be used to cross the moving parts within the device, and a moderate margin should be left to prevent mechanical damage. The cross-sectional area of ​​the soft copper wire should be appropriately increased. If multi-strand conductors are used, the wiring ends should have terminal blocks of corresponding materials, and cold-pressing should be used. If open noses are used as terminals, they should also be tinned after cold pressing. There should be no joints in the middle of each conductor. Only one conductor can be connected to one terminal.

[0080] Wires should not be placed close to live parts with different potentials or that are prone to heat damage to the insulation layer, or close to or cross the edges of exposed live parts with sharp corners. Otherwise, protective measures should be taken.

[0081] Copper or aluminum busbars within the device should be insulated. Busbars and busbar joints should be covered with insulating shields. There should be no exposed live parts within the device.

[0082] The bending of copper or aluminum busbars should be free of dents, cracks, or burrs, and should comply with the requirements of DL / T499-2001. The minimum allowable bending radius should comply with the requirements of DL / T 375.

[0083] Fully tinned copper busbars should be used in the device. The connection of busbars and conductors should comply with the requirements of GB 50169-2006.

[0084] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A bridge and roadbed damage warning circuit control device, characterized in that: It includes a trigger device, a logic control circuit, an electromechanical sound and light warning device and a power supply. The trigger device is connected to a travel switch in the logic control circuit, and the travel switch is used to open and close the power supply circuit of the electromechanical sound and light warning device; The electromechanical sound and light warning device is used to send out a warning signal; wherein, the electromechanical sound and light warning device includes a sound and light alarm; The sound and light alarms are arranged in the highway section adjacent to the bridge. The sound and light alarms are installed on the road side. The closer the section is to the bridge, the greater the density of the sound and light alarms is, and the farther the section is from the bridge, the smaller the density of the sound and light alarms is. The power supply supplies power to the logic control circuit and the electromechanical sound and light warning device.

2. A bridge and roadbed damage warning circuit control device according to claim 1, characterized in that: A D1 group of yellow flashing warning lights is set at a K1 interval on the outside of the bridge in the third section close to the bridge, and a D2 group of yellow flashing warning lights is set at a K2 interval on the outside of the bridge in the second section of the third section away from the bridge.

3. A bridge and roadbed damage warning circuit control device as claimed in claim 2, characterized in that: It also includes setting D3 groups of yellow flashing warning lights at K3 intervals on the outer side of the bridge in the second section away from the first section of the bridge.

4. A bridge and roadbed damage warning circuit control device as claimed in claim 3, characterized in that: A traffic directional broadcast is set up outside the bridge of the first section, and the traffic directional broadcast is used for voice broadcasting.

5. A bridge and roadbed damage warning circuit control device as claimed in claim 4, characterized in that: The distances between the first section, the second section and the third section are respectively K4.

6. A bridge and roadbed damage warning circuit control device as claimed in claim 5, characterized in that: It also includes traffic lights, which are respectively arranged on the outside of the bridge at one end of the section far from the bridge, the outside of the bridge at one end of the section close to the bridge, and the outside of the bridge at one end of the middle section. The traffic lights use yellow light-emitting diode lamp beads to form warning text.

7. The bridge and roadbed damage warning circuit control device according to claim 1, characterized in that: The invention comprises a sensing rope (4) arranged along the length direction of a bridge or a roadbed, wherein the sensing rope (4) is configured to be in a stretched state and is used to deform along with the displacement of the bridge or the roadbed; Also includes: A plug-in trigger assembly (6) includes a latch (62), wherein the latch (62) is connected to the sensing rope (4), and the plug-in trigger assembly (6) is connected to a bridge or a roadbed; A first rope (7) has one end sleeved on the latch (62) and the other end connected to a counterweight. Movement of the first rope (7) can activate a switch of the alarm circuit control device.

8. The bridge and roadbed damage warning circuit control device according to claim 1, characterized in that: The power supply is a UPS power supply.

9. The bridge and roadbed damage warning circuit control device according to claim 1, characterized in that: It also includes an alarm signal public network return receiving module, which sends the alarm signal to the remote monitoring terminal through the network after receiving the alarm trigger signal.

10. The bridge and roadbed damage warning circuit control device according to claim 1, characterized in that: The logic control circuit includes a relay, a limit switch, and a contactor, which are used to turn on and off the power supply of the electromechanical sound and light warning device.

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