Roadside sensor mounting structure

Abstract

The utility model relates to the technical field of icing detection, and particularly discloses a roadside sensor mounting structure. Comprising a first supporting frame, a second supporting frame and an adjusting mechanism arranged between the first supporting frame and the second supporting frame. The first support frame and the second support frame are symmetrically arranged; the adjusting mechanism comprises a first adjusting part and a second adjusting part arranged on the adjusting mechanism; a first mounting plate and a second mounting plate are respectively arranged on the first adjusting part and the second adjusting part; the first mounting plate and the second mounting plate do reciprocating motion based on the first adjusting part and the second adjusting part respectively; the moving paths of the first adjusting part and the second adjusting part are vertically arranged; a detection assembly is arranged on the second mounting plate; the detection assembly at least comprises an icing sensor for detecting the icing degree of the road surface; and the icing sensor realizes icing degree detection in a predicted detection range based on the first adjusting part and the second adjusting part.

Description

Technical Field

[0001] This utility model relates to the field of icing detection technology, and in particular to a roadside sensor mounting structure. Background Technology

[0002] In modern transportation systems, road icing poses a serious threat to road safety, especially during the cold season when icy roads easily lead to traffic accidents. Therefore, timely detection of road icing levels and the implementation of corresponding prevention and control measures have become crucial for ensuring road safety. Traditional icing monitoring technology primarily relies on fixed icing sensors installed on the road surface, which collect data such as road surface temperature and humidity in real time to determine the icing condition. However, with the expansion of road scale, especially on highways or wide urban roads, the monitoring coverage of existing technologies often cannot meet actual needs, resulting in potential monitoring blind spots in some road sections. Currently, most icing monitoring devices on the market are fixed designs, with sensors typically located on the roadside or at specific locations on the road surface, unable to flexibly adjust their positions to cope with different road environments and changing weather conditions. For some more complex road layouts (such as curves, large areas of flat road, and areas where different climate zones meet), these fixed sensors are prone to limited monitoring range, failing to comprehensively and accurately cover all road sections where icing may occur, thus affecting the accuracy and reliability of monitoring results.

[0003] The patent "An Icing Detection Device Based on Parallel Light Detection of Ice Thickness" (Publication No. CN210426445U, hereinafter referred to as Prior Art 1) discloses an icing detection device. In Prior Art 1, the device mainly consists of three parts: a transmitter, a receiver, and a support. The transmitter comprises a transmitting housing, a light source, a scattering device, and a standard mirror, all of which are installed inside the transmitting housing. The light source is responsible for emitting the initial light beam, while the scattering device and the standard mirror process these beams sequentially to ultimately form a precise parallel light beam. On the other hand, the receiver comprises a receiving housing, a telecentric optics device, and a linear photosensitive sensor, all of which are also installed inside the receiving housing. The telecentric optics device is specifically designed to receive the parallel light beams from the transmitter and transmit these beams to the linear photosensitive sensor. The linear photosensitive sensor can accurately detect the unobstructed areas and the specific location information of the obstructed areas in the light beam, thereby calculating the size of the object being measured. The receiver is also equipped with an external output interface, which can be connected to other external devices to transmit information related to ice thickness. As for the bracket, it is equipped with external mounting holes, which allows the device to be easily installed at the specific location where measurements are required.

[0004] However, the detection device in prior art 1 relies on the emission and reception of a parallel beam to detect the degree of icing, which has certain limitations. In wide road environments, such as highways, or when obstacles like guardrails are present in the middle of the road, these obstacles can interfere with the normal reception of the parallel beam. This interference can prevent the parallel beam from fully covering the predetermined detection range, thus affecting the detection effect and, in some cases, rendering effective detection impossible. Utility Model Content

[0005] In view of this, this utility model embodiment provides a roadside sensor installation structure to solve the problem that existing icing monitoring devices cannot cover wide road sections for icing degree detection.

[0006] This utility model embodiment provides a roadside sensor mounting structure, including a first support frame and a second support frame disposed on both sides of a road, and an adjustment mechanism disposed between the first support frame and the second support frame; the first support frame and the second support frame are symmetrically arranged; the adjustment mechanism includes a first adjustment part and a second adjustment part disposed on the adjustment mechanism; the first adjustment part and the second adjustment part are respectively provided with a first mounting plate and a second mounting plate; the first mounting plate and the second mounting plate reciprocate based on the first adjustment part and the second adjustment part; the movement paths of the first adjustment part and the second adjustment part are vertically arranged; the second mounting plate is provided with a detection component; the detection component includes at least an icing sensor for detecting the degree of road icing; the icing sensor detects the degree of icing within the expected detection range based on the first adjustment part and the second adjustment part.

[0007] Preferably, the first adjustment part includes a first base plate; a first guide rail and a second guide rail are respectively provided on both sides of the bottom of the first base plate; the first mounting plate is connected to the first guide rail and the second guide rail through at least one pair of sliders.

[0008] Preferably, a first bearing seat and a second bearing seat are respectively provided at both ends of the top of the first substrate; a first lead screw is provided between the first bearing seat and the second bearing seat.

[0009] Preferably, the first mounting plate is further provided with a first connecting plate; the first mounting plate is hinged to the first lead screw through the first connecting plate.

[0010] Preferably, the first lead screw is connected to the first motor via a first coupling; when the first motor is started, the first mounting plate is hinged to the first lead screw via the first connecting plate, thereby driving the first mounting plate to move.

[0011] Preferably, the second adjustment part includes a second base plate; a third guide rail and a fourth guide rail are respectively provided on both sides of the bottom of the second base plate; the second mounting plate is connected to the third guide rail and the fourth guide rail through at least one pair of sliders.

[0012] Preferably, a third bearing seat and a fourth bearing seat are respectively provided at both ends of the top of the second substrate; a second lead screw is provided between the third bearing seat and the fourth bearing seat.

[0013] The second mounting plate is also provided with a second connecting plate; the second mounting plate is hinged to the second lead screw through the second connecting plate.

[0014] Preferably, the second lead screw is connected to the second motor via a second coupling; when the second motor is started, the second mounting plate is hinged to the second lead screw via the second connecting plate, thereby driving the second mounting plate to move.

[0015] Preferably, the detection component further includes a visual sensor; the visual sensor is used to acquire images within the expected monitoring range in real time.

[0016] The roadside sensor mounting structure provided by this utility model has the following beneficial effects:

[0017] In this application, by setting an adjustable adjustment mechanism, the icing sensor can be adjusted horizontally and vertically on the roadside, thereby expanding the sensor's monitoring range. Especially on highways or wide roads, traditional fixed monitoring equipment may not be able to cover a large area, while this structure, through adjustment, ensures broader road surface detection and avoids missing critical road sections. Traditional icing sensors are usually installed in fixed positions, making it impossible to adjust the monitoring area according to actual needs. This structural design allows for flexible changes in the sensor's installation position based on different road environments and climate conditions, thereby optimizing monitoring results. Traditional icing monitoring technology has monitoring blind spots on some roads (especially wide roads or highways), failing to effectively cover distant or wide road sections. This design, which adjusts the sensor position through an adjustment mechanism, effectively eliminates monitoring blind spots, improves overall monitoring results, and is particularly suitable for large-scale highway monitoring. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments of this utility model will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, and these are all within the protection scope of this utility model.

[0019] Figure 1 This is a schematic diagram of a roadside sensor mounting structure.

[0020] Figure 2 This is a schematic diagram of a roadside sensor mounting structure.

[0021] Figure 3 This is a schematic diagram of the structure of the first adjustment section;

[0022] Figure 4 This is a partial structural diagram of the first adjustment section;

[0023] Figure 5 This is a schematic diagram of the second adjustment section;

[0024] Parts and component numbers in the diagram:

[0025] 110 - First support frame, 120 - Second support frame, 130 - Third support frame;

[0026] 200 - Adjustment mechanism;

[0027] 210-First adjusting part, 211-First mounting plate, 212-First base plate, 213-First guide rail, 214-Second guide rail, 215-First bearing seat, 216-Second bearing seat, 217-First lead screw, 218-First connecting plate, 219-First coupling, 220-First motor;

[0028] 230-Second adjustment section, 231-Second mounting plate, 232-Second base plate, 233-Third guide rail, 234-Fourth guide rail, 235-Third bearing seat, 236-Fourth bearing seat, 237-Second lead screw, 238-Second connecting plate, 239-Second coupling, 240-Second motor;

[0029] 250-slider;

[0030] 300 - Detection Components. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, in this document, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. In the description of this utility model, it should be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. Unless otherwise specified, embodiments of the present invention and the various features thereof can be combined with each other, all within the protection scope of the present invention.

[0032] Example 1

[0033] Please see Figure 1 This embodiment of the invention provides a roadside sensor mounting structure, which is installed on both sides of the road. Its main function is to help the detection component 300 accurately detect a predetermined range. This design aims to prevent the detection component 300 from failing to fully cover the predetermined detection range due to various unforeseen factors, such as sensor type, weather conditions, different road environments, or other environmental interference, thus avoiding the omission of crucial road segment information. In this embodiment, the use of this roadside sensor mounting structure can greatly improve the reliability and efficiency of the road monitoring system, ensure the accuracy and timeliness of traffic management, and ultimately provide drivers with a safer and smoother driving experience.

[0034] Please see Figure 1In this embodiment, the roadside sensor mounting structure includes a first support frame 110 and a second support frame 120 disposed on both sides of the road. These two support frames provide a stable detection height for the detection component 300. This allows the detection component 300 to detect the degree of icing in a predetermined area at a preset height. This configuration ensures both accuracy and efficiency in the detection.

[0035] Furthermore, please see Figure 1 and Figure 2 An adjustment mechanism 200 is also provided between the first support frame and the second support frame 120. This adjustment mechanism 200 is installed between the first support frame and the second support frame 120. Through this symmetrical arrangement of the first and second support frames 120, combined with the flexible use of the adjustment mechanism 200, the detection component 300 can achieve wide-area coverage based on the adjustment mechanism 200. This wide-area coverage capability allows the detection component 300 to cover the expected detection section, or even other critical sections, thereby greatly improving the comprehensiveness and reliability of the detection.

[0036] Furthermore, highways typically have guardrails in the middle of the road, which prevents parallel light speed detection mechanisms from transmitting and receiving parallel light properly, thus hindering icing detection. Therefore, laser-based icing detection mechanisms located at higher elevations are needed. However, highways and other main roads generally have multiple lanes and are quite wide. On wide roads, laser-based icing detection mechanisms located at higher elevations cannot provide full coverage of icing, resulting in blind spots. Therefore, in this embodiment, the support frame and adjustment mechanism 200 allow the detection unit to cover multiple areas at a higher elevation, avoiding blind spots, achieving wide-area detection, and improving detection accuracy.

[0037] Please see Figure 2 In this embodiment, the adjustment mechanism 200 consists of two main parts: a first adjustment part 210 and a second adjustment part 230. Each of these two adjustment parts has a displacement capability of one degree of freedom. The displacement paths of the first adjustment part 210 and the second adjustment part 230 are designed to be perpendicular to each other, or to be consistent with the path of the road on the detection route. This arrangement allows the adjustment mechanism 200 to flexibly adapt to different detection requirements.

[0038] Please see Figure 1 , Figure 2 and Figure 3To further enhance the functionality of the adjustment mechanism 200, a first mounting plate 211 and a second mounting plate 231 are respectively provided on the first adjustment section 210 and the second adjustment section 230. The main function of the first mounting plate 211 is to install and fix the second adjustment section 230, while the second mounting plate 231 is responsible for installing the detection unit. These two mounting plates, based on the reciprocating motion of the first adjustment section 210 and the second adjustment section 230, can detect the icing conditions in different areas of a wide road. This design not only improves the flexibility of detection but also ensures the accuracy of the icing detection results by precisely controlling the displacement of the adjustment mechanism 200, thus providing a more reliable guarantee for road safety.

[0039] In this embodiment, a detection component 300 is provided on the second mounting plate 231. The detection component 300 includes at least an icing sensor for detecting the degree of road icing. The icing sensor can accurately detect the degree of icing within the expected detection range based on the coordinated operation of the first adjustment unit 210 and the second adjustment unit 230.

[0040] In this embodiment, the detection unit employs laser detection technology to realize the icing detection function of the icing sensor. Laser detection technology is a common icing detection technology; specifically, a LiDAR (Light Detection and Ranging) sensor from Keyence can be used as the icing detector. More specifically, this laser icing detector includes a laser emitter and a laser receiver. The laser emitter is responsible for emitting a high-frequency, directional laser beam towards the road surface to be detected using a specific light source. When these laser beams come into contact with the road surface to be detected, a portion is reflected by the road surface and returns to the laser receiver. The reflection characteristics of the laser are closely related to various factors such as the physical state of the road surface, surface material, temperature, and humidity. When the road surface is icy, the reflectivity and scattering characteristics of the ice layer surface are significantly different from those of the icy road surface. The icy surface is usually smoother, which causes corresponding changes in the intensity and angle of the reflected laser. Therefore, by analyzing these changes in the laser reflection signal, the detector can effectively distinguish between icy areas and normal road surfaces. Icing sensors typically have the ability to measure the time difference between the laser beam emission and reception, or use the triangulation principle to obtain distance information. Once the sensor receives the reflected signal, it can calculate the distance from the light beam to the ice layer using the known speed of light. By performing multiple such measurements, the detector can accurately determine the thickness of the ice layer or whether it has exceeded a preset safety threshold. The icing sensor analyzes the received reflected signal to determine the icing condition. If the signal reflectivity, time difference, or thickness exceeds the set threshold, the detector will trigger an alarm mechanism to alert drivers or traffic management personnel at a distance. It can also communicate with remote traffic signal systems, warning signs, and other equipment to provide timely warning information.

[0041] Please see Figure 3 and Figure 4 In this embodiment, the first adjustment part 210 includes a first base plate 212, which forms the foundation of the entire adjustment mechanism 200. To ensure the stability and functionality of the first base plate 212, a first guide rail 213 and a second guide rail 214 are fixedly mounted on both sides of its bottom. These two guide rails provide necessary guidance for subsequent adjustment actions. Specifically, the first mounting plate 211 is slidably connected to the first guide rail 213 and the second guide rail 214 via at least a pair of sliders 250. This connection method allows the first mounting plate 211 to slide on the first guide rail 213 and the second guide rail 214, thereby achieving precise adjustment of the position of the second adjustment part 230. In this way, the position of the second adjustment part 230 can be adjusted as needed to achieve the desired adjustment effect.

[0042] Please see Figure 3In this embodiment, a first bearing seat 215 and a second bearing seat 216 are respectively provided at the top two ends of the first base plate 212; a first lead screw 217 is provided between these two bearing seats. Furthermore, a first connecting plate 218 is also provided on the first mounting plate 211; through this first connecting plate 218, the first mounting plate 211 can be hinged to the first lead screw 217. To achieve the transmission function, the first lead screw 217 is connected to the first motor 220 via a first coupling 219. When the first motor 220 starts, the first mounting plate 211 is driven to move through the hinge between the first lead screw 217 and the first connecting plate 218. Specifically, when the first motor 220 starts working, it drives the first lead screw 217 to rotate, and due to the hinge relationship between the first lead screw 217 and the first connecting plate 218, the first mounting plate 211 can generate displacement on the first lead screw 217. Meanwhile, to ensure the accuracy of the movement, the movement of the first mounting plate 211 is guided by the first guide rail 213 and the second guide rail 214. By controlling the first motor 220 to drive the first lead screw 217 to rotate forward or reverse, the reciprocating movement of the first mounting plate 211 can be realized, thereby achieving the expected mechanical movement effect.

[0043] Please see Figure 1 In this embodiment, the second adjustment unit 230 includes a second base plate 232. A third guide rail 233 and a fourth guide rail 234 are fixedly mounted on both sides of the bottom of the second base plate 232, respectively. These two guide rails provide a sliding path for the second mounting plate 231. The second mounting plate 231 is slidably connected to the third guide rail 233 and the fourth guide rail 234 via at least a pair of sliders 250. This design allows the second mounting plate 231 to slide on the third guide rail 233 and the fourth guide rail 234, thereby achieving fine adjustment of the position of the second mounting plate 231. Through this adjustment, the detection unit can achieve displacement of at least two degrees of freedom, enabling the detection unit to flexibly cover all transverse road sections and part of the longitudinal road sections. This design not only improves the flexibility of detection but also ensures the comprehensiveness of detection, making road detection work more efficient and accurate.

[0044] Please see Figure 5In this embodiment, a third bearing seat 235 and a fourth bearing seat 236 are respectively provided at both ends of the top of the second base plate 232; a second lead screw 237 is arranged between these two bearing seats. A second connecting plate 238 is also provided on the second mounting plate 231; the function of this second connecting plate 238 is to connect the second mounting plate 231 and the second lead screw 237 by means of hinge. The second lead screw 237 is connected to the second motor 240 through a second coupling 239; when the second motor 240 starts, through the transmission action of the second coupling 239, the second mounting plate 231 can be driven to perform corresponding movements through the hinge point between the second connecting plate 238 and the second lead screw 237. Under the drive of the second motor 240, the second lead screw 237 begins to rotate. Since there is a hinge relationship between the second lead screw 237 and the second connecting plate 238, the second mounting plate 231 can be displaced on the second lead screw 237. Simultaneously, the guiding effect of the third guide rail 233 and the fourth guide rail 234 ensures the accurate movement trajectory of the second mounting plate 231; by controlling the second motor 240 to drive the second lead screw 237 to rotate forward or reverse, the reciprocating movement of the second mounting plate 231 can be realized. Through the coordinated work and combined adjustment of the first adjustment unit 210 and the second adjustment unit 230, the detection unit can flexibly adjust its position, thereby achieving effective detection within a predetermined range on the road.

[0045] Please see Figure 2 In this embodiment, the first adjustment unit 210 and the second adjustment unit 230 move perpendicularly to each other or in line with the road surface path, ensuring that the detection component 300 can flexibly adjust its detection range. This structure allows the detection unit to adapt to different road widths and icing detection requirements, especially for highways or wide roads, enabling large-scale, all-around detection and avoiding blind spots that may exist in traditional fixed detection equipment.

[0046] Through the reciprocating motion of the first adjustment unit 210 and the second adjustment unit 230, different areas of the road segment can be accurately detected, ensuring the comprehensiveness of icing detection. This adjustment capability not only improves the flexibility of detection but also enhances the system's comprehensive coverage, making it particularly suitable for multi-lane, large-area road environments, further ensuring the accuracy and reliability of icing detection.

[0047] The first adjustment unit 210 and the second adjustment unit 230, through a sliding guide rail and a lead screw transmission system, ensure the precise movement of the detection unit within a predetermined position, avoiding blind spot problems caused by obstruction or improper positioning in traditional laser-type icing detection equipment. Through this precise control, the detection system can perform icing monitoring of multiple areas from a high position without blind spots, improving the overall efficiency and accuracy of the detection.

[0048] The design of the first adjustment unit 210 and the second adjustment unit 230 enables the detection unit to quickly adapt to different road and weather conditions, promptly detect icing phenomena, and trigger an alarm mechanism. This not only improves the efficiency of traffic management but also provides drivers with early safety warnings, reducing the risk of traffic accidents caused by icy road sections.

[0049] Furthermore, the detection component 300 also includes a vision sensor; the vision sensor is used to acquire images within the expected monitoring range in real time. In this embodiment, adding a vision sensor can significantly improve the accuracy and monitoring range of icing detection. The vision sensor acquires images within the expected monitoring range in real time, and combined with other sensor data from the icing detector, it can intuitively analyze road conditions, such as the extent, thickness distribution, and formation trend of icing. This multi-sensor fusion method can effectively reduce the misjudgments that may occur with a single sensor, especially under complex environmental conditions (such as water accumulation, snow cover, etc.), providing more reference for the detection results. In addition, the vision sensor can also provide clear road image data, providing a basis for subsequent manual intervention (such as de-icing operations or marking dangerous road sections). By analyzing and comparing images in real time, the system can more quickly locate icing areas, improving the timeliness and accuracy of early warnings. This enhanced data support helps improve the reliability and practical application value of the road monitoring device.

[0050] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A roadside sensor mounting structure, characterized in that, It includes a first support frame (110) and a second support frame (120) disposed on both sides of the road, and an adjustment mechanism (200) disposed between the first support frame and the second support frame (120); the first support frame and the second support frame (120) are symmetrically arranged; The adjustment mechanism (200) includes a first adjustment part (210) and a second adjustment part (230) disposed on the adjustment mechanism (200); the first adjustment part (210) and the second adjustment part (230) are respectively provided with a first mounting plate (211) and a second mounting plate (231); the first mounting plate (211) and the second mounting plate (231) reciprocate based on the first adjustment part (210) and the second adjustment part (230); The movement paths of the first adjustment unit (210) and the second adjustment unit (230) are arranged vertically; a detection component (300) is provided on the second mounting plate (231); the detection component (300) includes at least an icing sensor for detecting the degree of road icing; the icing sensor detects the degree of icing within the expected detection range based on the first adjustment unit (210) and the second adjustment unit (230).

2. The roadside sensor mounting structure according to claim 1, characterized in that, The first adjustment part (210) includes a first base plate (212); a first guide rail (213) and a second guide rail (214) are respectively provided on both sides of the bottom of the first base plate (212); the first mounting plate (211) is connected to the first guide rail (213) and the second guide rail (214) through at least a pair of sliders (250).

3. The roadside sensor mounting structure according to claim 2, characterized in that, The first substrate (212) has a first bearing seat (215) and a second bearing seat (216) at its two ends; a first lead screw (217) is provided between the first bearing seat (215) and the second bearing seat (216).

4. The roadside sensor mounting structure according to claim 3, characterized in that, The first mounting plate (211) is also provided with a first connecting plate (218); the first mounting plate (211) is hinged to the first lead screw (217) through the first connecting plate (218).

5. The roadside sensor mounting structure according to claim 4, characterized in that, The first lead screw (217) is connected to the first motor (220) via the first coupling (219); when the first motor (220) is started, the first mounting plate (211) is hinged to the first lead screw (217) via the first connecting plate (218), thereby driving the first mounting plate (211) to move.

6. The roadside sensor mounting structure according to claim 5, characterized in that, The second adjustment part (230) includes a second base plate (232); a third guide rail (233) and a fourth guide rail (234) are respectively provided on both sides of the bottom of the second base plate (232); the second mounting plate (231) is connected to the third guide rail (233) and the fourth guide rail (234) through at least one pair of sliders (250).

7. The roadside sensor mounting structure according to claim 6, characterized in that, The second substrate (232) has a third bearing seat (235) and a fourth bearing seat (236) at its top ends respectively; a second lead screw (237) is provided between the third bearing seat (235) and the fourth bearing seat (236).

8. The roadside sensor mounting structure according to claim 7, characterized in that, The second mounting plate (231) is also provided with a second connecting plate (238); the second mounting plate (231) is hinged to the second lead screw (237) through the second connecting plate (238).

9. A roadside sensor mounting structure according to claim 8, characterized in that, The second lead screw (237) is connected to the second motor (240) via the second coupling (239); when the second motor (240) is started, the second mounting plate (231) is hinged to the second lead screw (237) via the second connecting plate (238), thereby driving the second mounting plate (231) to move.

10. A roadside sensor mounting structure according to claim 1, characterized in that, The detection component (300) also includes a vision sensor; the vision sensor is used to acquire images within the expected monitoring range in real time.

Images