A single-person multi-lane situation awareness centralized control system

Abstract

The present invention discloses a single-person multi-lane situation awareness centralized control system, which relates to the technical field of toll station lane control. The control system comprises: a data acquisition unit, which is used to obtain status data of unmanned lanes, wherein the status data includes vehicle status data; a data processing unit, which is used to process the status data and output a control signal based on the processing result of the status data; a control unit, which is used to obtain a control signal for controlling the equipment in the toll station; wherein the control unit can determine the type of toll lanes to be opened in the toll station for at least part of the time based on the vehicle status data containing vehicle identity information, and determine the number of toll lanes to be opened based on traffic flow data and / or traffic density data in a partial area located at a first distance upstream of the toll station in at least one direction, and the control unit sends the control signal to the toll station equipment in the corresponding toll lane through the control unit to control its operation.

Description

Technical Field

[0001] The present invention relates to the technical field of toll station lane control, and in particular to a single-person multi-lane situation awareness centralized control system. Background Art

[0002] Intelligent transportation has been vigorously developed, and unmanned lanes have been widely used. Unmanned lanes can be divided into two modes: detection and operation. The detection mode mainly includes unmanned overload control stations at the entrance, etc., which judge whether the passing trucks are overloaded (overheight, overwidth or overweight). If there is an overload, the overload station will issue a local alarm and the entrance staff will manually persuade the truck to return. The operation mode mainly includes ETC lanes, self-service card issuing machines, toll robots, etc., which have a high degree of automation and can combine the corresponding vehicle information to partially or completely replace manual functions such as card issuance, calculation and charging, which has the advantages of saving manpower and reducing labor intensity.

[0003] However, toll stations are usually composed of multiple toll lanes, most of which are unmanned lanes, while manual lanes are mostly concentrated on both sides of the toll station entrance and exit. When the unmanned lane at the entrance judges that the oncoming vehicle is overloaded in the detection mode, it usually only issues a warning in this lane, and does not feed back the overload warning information to the manual lane. Since there is a certain distance between the unmanned lane and the manual lane, the staff cannot obtain vehicle information in a timely and accurate manner, which can easily lead to staff misjudgment and then make wrong operations, such as letting overloaded vehicles pass, which will pose a huge hidden danger to the safe operation of the highway.

[0004] Secondly, for the ETC lanes for vehicles that are not ETC, on the ETC blacklist, with damaged OBU and insufficient ETC stored value, as well as for the lanes entered by vehicles that cannot be identified by some self-service card issuing machines and toll robots, since the identification control unit of the corresponding lane cannot identify or read the identity information of the vehicle and generate corresponding operation instructions, once a lane alarm appears in the corresponding unmanned lane, staff will be required to enter the alarm lane station for manual intervention, which will seriously affect the passage efficiency of subsequent vehicles.

[0005] Furthermore, when the control system of the unmanned lane at the entrance fails, the staff on duty need to cross the lane and enter the station of the faulty lane for manual processing, which not only affects the efficiency of fault handling, but also easily causes personal safety accidents; in addition, if the unmanned lane control system is in an abnormal working mode, such as when the control system is in an upgrade state or when there are high-risk vulnerabilities in the control software, it is also very easy to affect the efficiency of vehicle traffic, and even the control system is prone to make wrong judgments and generate wrong instructions when unattended, which will seriously affect driving safety and disrupt the normal working order of the toll station. Therefore, the existing technology still has at least one or more technical problems that need to be solved urgently.

[0006] In addition, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making the present invention, but due to space limitations, not all details and contents are listed in detail. However, this does not mean that the present invention does not have the characteristics of these prior arts. On the contrary, the present invention already has all the characteristics of the prior art, and the applicant reserves the right to add relevant prior art to the background technology. Summary of the invention

[0007] In view of the deficiencies of the prior art, the present invention provides a single-person multi-lane situational awareness centralized control system, aiming to solve at least one or more technical problems existing in the prior art.

[0008] To achieve the above object, the present invention provides a single-person multi-lane situation awareness centralized control system, comprising:

[0009] A data acquisition unit, which is used to obtain status data of the unmanned lane, the status data including vehicle status data;

[0010] A data processing unit, which is used to process the status data and output a control signal based on the processing result of the status data;

[0011] A control unit, which is at least used to obtain a control signal for controlling the equipment in the toll station;

[0012] in,

[0013] The data processing unit is capable of determining the type of toll lane to be opened in the toll station for at least part of the time based on vehicle status data including vehicle identity information, and determining the number of toll lanes to be opened based on traffic flow data and / or traffic density data in a partial area located at a first distance upstream of the toll station in at least one direction, so that when the type and / or number of toll lanes to be opened are determined, the control unit obtains a control signal to control the operation of the equipment within the toll station.

[0014] Preferably, after the data processing unit determines the type and number of toll lanes to be opened at the toll station at least part of the time, the method further includes:

[0015] The data processing unit determines the number of vehicles entering each toll lane based on the average vehicle length of vehicles to be passed in a partial area located at a first distance upstream of the toll station in at least one direction and / or the average passing time of vehicles with average vehicle length.

[0016] Preferably, the data processing unit allocates the number of vehicles entering each toll lane in the following manner:

[0017] The data processing unit determines the vehicle length range of subsequent vehicles to be passed based on the current traffic queue length of any toll lane, so that whenever any toll lane adds at least one vehicle to be passed, the current average vehicle length in the toll lane is within the average vehicle length amplitude range of several vehicles to be passed in a partial area located at a first distance upstream of the toll station in at least one direction.

[0018] Preferably, the data processing unit determines the toll lane to be opened for at least part of the time based on traffic flow data and / or traffic density data in a partial area located at a first distance upstream of the toll station in at least one direction, including:

[0019] The data processing unit determines at least one lane with a low priority as a toll lane to be opened for payment and passage of vehicles to be passed according to the historical payment frequencies corresponding to each toll lane for at least part of the time.

[0020] Preferably, the data processing unit is capable of generating a first inspection and maintenance plan for each toll lane based on a predetermined time period, and generating a second inspection and maintenance plan for each toll lane based on a preset payment frequency threshold.

[0021] Preferably, the data processing unit is capable of correcting the predetermined time period and / or the preset payment frequency threshold with the change of historical payment records as the driving event, and the data processing unit corrects it in a manner of shortening or reducing the corresponding predetermined time period and / or preset payment frequency threshold every time the historical payment records of any toll lane increase by a preset number of times.

[0022] Preferably, the single-person multi-lane situation awareness centralized control system of the present invention further includes:

[0023] A data transmission unit, which is used to receive the status data and send the status data to the data processing unit for processing;

[0024] The display unit is at least capable of receiving the status data processed by the data processing unit and displaying the status data in a visual and / or audible manner.

[0025] Preferably, the data acquisition unit may include a video acquisition module, an audio acquisition module, a weight acquisition module and / or a size acquisition module.

[0026] in,

[0027] The video acquisition module is used to obtain lane image video information, vehicle image video information, driver image video information and surrounding environment image video information;

[0028] The audio acquisition module is used to obtain the voice information of the driver and staff;

[0029] The weight collection module is used to obtain the weight information of the vehicle to be passed; and

[0030] The size collection module is used to obtain the size information of the vehicle to be passed.

[0031] Preferably, the data transmission unit may include a video transmission line, an audio transmission line and a serial communication line, and the data processing unit includes a decoding controller,

[0032] Wherein, the video transmission line is respectively connected to the video acquisition module and the decoding controller;

[0033] The audio transmission line is connected to the audio acquisition module and the decoding controller respectively;

[0034] The serial communication lines are used for connecting the weight collection module and the dimension collection module with the decoding controller respectively.

[0035] Preferably, the control unit may include an in-field equipment control device and an input device of the toll station, and the in-field equipment control device and the input device of the toll station are respectively connected to the decoding controller.

[0036] The beneficial technical effects of the present invention include: the present invention can significantly reduce labor costs, improve the traffic efficiency of toll stations, and has a simple operating principle, strong feasibility, and can be easily embedded in the currently operating toll collection system without network security risks and access risks; the system has high integration and is easy to maintain, provides high redundant operation, and effectively reduces the cost of use; the system can effectively reduce the labor intensity of staff and reduce the safety risks of crossing toll stations; the system realizes real-time transmission and control, improves the speed of fault handling in unmanned lanes, and effectively ensures the normal operation of toll stations. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a structural connection diagram of a single-person multi-lane situation awareness centralized control system according to a preferred embodiment of the present invention;

[0038] Figure 2 It is a framework schematic diagram of a single-person multi-lane situation awareness centralized control system according to a preferred implementation mode provided by the present invention.

[0039] Reference numerals list

[0040] 1: Data acquisition unit; 2: Data transmission unit; 3: Data processing unit; 4: Display unit; 5: Control unit. DETAILED DESCRIPTION

[0041] The following is a detailed description with reference to the accompanying drawings.

[0042] The present invention provides a single-person multi-lane situational awareness centralized control system, which is implemented by combining software and hardware. Particularly preferably, the hardware and / or software of the system can be directly embedded or combined into the toll management system of the existing toll station, without the need to rebuild the architecture of the original system. Furthermore, the software platform of the system can be preferably integrated on a personal computer device in any lane operation room, so that the staff in the lane operation room can remotely monitor and control the remaining unmanned lanes without frequently crossing the lanes, thereby avoiding accidents and improving lane management efficiency.

[0043] Specifically, Figure 1 As shown, the single-person multi-lane situation awareness centralized control system of the present invention may include:

[0044] A data acquisition unit 1 is used to obtain status data of the unmanned lane in real time;

[0045] A data transmission unit 2, which is used to receive the status data related to the unmanned lane sent by the data acquisition unit 1, and send the status data to the data processing unit 3;

[0046] A data processing unit 3, which is used to perform a data processing operation on the status data sent by the data transmission unit 2, and send the status data after the data processing operation to the display unit 4;

[0047] a display unit 4, which is used to receive the status data processed by the data processing unit 3 and display the status data in a visual and / or audible manner;

[0048] The control unit 5 is used to obtain control signals for controlling the equipment in the toll station of the unmanned lane.

[0049] According to a preferred embodiment, the display unit 4 can also be used to display the control results for the equipment within the toll station.

[0050] According to a preferred embodiment, the control signal obtained by the control unit 5 may include a control signal generated by the data processing unit 3 based on the processing result of the status data, and may also include a control signal generated when the station staff operates the toll station equipment in the corresponding unmanned lane.

[0051] According to a preferred embodiment, the data acquisition unit 1, the data transmission unit 2, the data processing unit 3, the display unit 4 and the control unit 5 are electrically connected and / or communicatively connected to each other. Preferably, the number of the data acquisition unit 1, the data transmission unit 2, the data processing unit 3, the display unit 4 and the control unit 5 can be determined according to the number of the unmanned lanes. Particularly preferably, the number of the data acquisition unit 1, the data transmission unit 2 and the control unit 5 is not less than the number of the unmanned lanes.

[0052] According to a preferred embodiment, the data acquisition unit 1 includes but is not limited to a video acquisition module, an audio acquisition module, a weight acquisition module, and a size acquisition module.

[0053] According to a preferred embodiment, the video acquisition module can be, for example, a camera, a video recording device or any other device capable of capturing and storing images, which can be used to obtain lane image video information, vehicle image video information, driver image video information, and surrounding environment image video information, etc.

[0054] Preferably, the system of the present invention can be equipped with multiple video acquisition modules to obtain lane image video information, vehicle image video information, driver image video information, and surrounding environment image video information from different directions, so that the source of status data of unmanned lanes is more sufficient and reliable.

[0055] According to a preferred embodiment, the audio acquisition module can be, for example, an intercom, a recorder, etc., which can at least be used to receive and convey voice information of staff and drivers. Preferably, the system of the present invention can be equipped with multiple audio acquisition modules to respectively obtain voice information of staff in the station and drivers outside the station, etc.

[0056] According to a preferred embodiment, the weight collection module may be, for example, a weighing scale commonly used in toll booths, which is used to obtain the total weight of passing vehicles.

[0057] According to a preferred embodiment, the size collection module is used to obtain the size information of the passing vehicle, such as the length, width and height information of the vehicle. In particular, when collecting the size information of the passing vehicle, for example, a vehicle separator based on the infrared principle commonly used in toll stations can be used, that is, the size information of the vehicle is determined by calculating the area of ​​the scanning area blocked when the vehicle passes.

[0058] According to a preferred embodiment, the data transmission unit 2 may include a video transmission line, an audio transmission line, a serial communication line, and the like.

[0059] According to a preferred embodiment, the data processing unit 3 is preferably a decoding controller, which is used to decode and convert audio and video signals and display encoding.

[0060] According to a preferred embodiment, the video transmission line is respectively connected to the video acquisition module and the decoding controller. The audio transmission line is respectively connected to the audio acquisition module and the decoding controller. The serial communication line is respectively used for connecting the weight acquisition module and the decoding controller and the size acquisition module and the decoding controller.

[0061] According to a preferred embodiment, the display unit 4 may include audio and video output devices such as a display, an LED display screen, an audio device, an alarm device, etc. Further, the display, the LED display screen, the audio device, the speaker, the alarm device, etc. are all connected to the decoding controller.

[0062] According to a preferred embodiment, the control unit 5 may include a toll station in-field equipment control device and an input device, and the toll station in-field equipment control device and the input device are respectively connected to the decoding controller. Specifically, the toll station in-field equipment control device is mainly used to control the toll station in-field equipment. The toll station in-field equipment includes but is not limited to barrier machines, fee display, card issuing machines, industrial computers, lane warning devices and other audio-visual equipment.

[0063] Furthermore, the control signals for the equipment in the toll station generated by the control unit 5 or the equipment control device in the toll station include control signals for the barrier machine, the fee display and the lane warning device. Specifically, the control for the barrier machine is mainly to manipulate the raising and lowering of the barrier. The control for the fee display is mainly to change the corresponding fee information. The control for the lane warning device is mainly to control the expression form and / or expression content of the warning signal.

[0064] According to a preferred embodiment, the input device includes, for example, a mouse, a keyboard, a handwriting tablet, a handle, a joystick and a walkie-talkie, which are mainly used for entering and correcting information or instructions. For example, when the system cannot automatically identify vehicle information or automatically generate instructions, the vehicle information can be manually entered or corrected through input devices such as keyboards and handwriting tablets, and corresponding control instructions can be edited and issued to the equipment on the toll station, or the voice information of the staff and the driver can be entered and played through sound input devices such as walkie-talkies.

[0065] Preferably, the sound input device of the present invention may include multiple intercoms, wherein at least one intercom can be used for communication between station staff and drivers in unmanned lanes, and at least another intercom can be used to record the staff's voice information and play it within the toll station.

[0066] According to a preferred embodiment, the data acquisition unit 1 can be used to obtain the status data of the unmanned lane, and the status data may include vehicle status data and lane status data. Specifically, the vehicle status data includes but is not limited to vehicle type, vehicle size, vehicle weight, and license plate number, etc. The lane status data may include lane traffic status data and lane equipment status data, etc.

[0067] According to a preferred embodiment, the data acquisition unit 1 can obtain vehicle status data and / or lane status data, and send the vehicle status data and / or lane status data to the data processing unit 3 through the data transmission unit 2 to perform data processing operations, and the vehicle status data and / or lane status data after data processing are further sent to the display unit 4 and / or the control unit 5, wherein the data processing unit 3 can determine the abnormal state of the corresponding vehicle and / or lane based on the vehicle status data and / or lane status data, and selectively generate and send a control signal for controlling lane traffic and an alarm signal for warning to the corresponding toll station on-site equipment based on the abnormal state of the vehicle and / or lane.

[0068] According to a preferred embodiment, the data acquisition unit 1 can be electrically connected to the antenna controller, barrier machine, lane controller and other in-site equipment of the toll station to obtain the status data of the antenna controller and the barrier machine to further determine the abnormal state of the vehicle and / or lane. Specifically, the abnormal state of the vehicle and / or lane may include, for example, vehicle over-limit (overweight or over-size), vehicle without OBU, RSU card reading failure, vehicle identity information missing or inconsistent, vehicle blacklist, barrier not raised but antenna controller indicates normal, etc. Preferably, when any of the above-mentioned abnormal states of the vehicle and / or lane exists, the alarm device will be triggered and an alarm will be issued.

[0069] According to a preferred embodiment, after the data acquisition unit 1, for example, a weighing scale sensor and a vehicle separator, respectively collects the size and weight data of the vehicle to be passed towards the toll station, if the size and / or weight data of the vehicle to be passed exceeds a specified threshold, the current vehicle to be passed will be determined as an overloaded vehicle, and for the overloaded vehicle, the data processing unit 3 of the present invention can generate a corresponding control signal based on the overload information, and drive the corresponding audio and video display equipment to work through the control signal to guide the overloaded vehicle (such as a truck) to the corresponding overloaded lane, and the control unit 5 can control the operation of the toll station equipment in the corresponding overloaded lane.

[0070] According to a preferred embodiment, the video acquisition module of the data acquisition unit 1 can also obtain driver status information related to the driver, and the driver status information may include driver appearance feature information and action behavior information, etc. In particular, when the vehicle and / or lane status is known and meets the corresponding release conditions, based on the driver status information collected by the data acquisition unit 1, the station staff can also decide whether to take the release operation for the vehicle in the current lane, and convey the corresponding warning instructions to it. For example, when observing and confirming through the display screen that the driver in the current vehicle to be passed has an abnormal driving behavior state (for example, the driver makes abnormal actions in the car due to drunk driving or fatigue driving) or there are dangerous driving factors (for example, the driver does not wear a seat belt or there are interference objects in the car that block the driving vision), the station staff can control the operation of the toll station site equipment according to the driver's state to control the passage of the vehicle, and when the above situation occurs, the station staff can warn and remind the corresponding vehicle driver through audio, video or a combination thereof, such as notifying him to get off the car and move to other inspection locations to cooperate with the inquiry work of relevant management personnel, or reminding him to correct the current driving operation so that he can pass after meeting the corresponding safe driving behavior.

[0071] Preferably, when the corresponding driver status information is obtained through the video acquisition module of the data acquisition unit 1, the data processing unit 3 can analyze and compare the video image data containing the driver status information to determine the driver status of the current vehicle to be passed, thereby deciding whether to generate and send corresponding control signals and / or warning signals to the corresponding toll station on-site equipment.

[0072] Specifically, in the present invention, when the data processing unit 3 analyzes the video image data containing the driver to determine the driver's state, it can be compared with the reference video image data in the system database or the cloud server. For example, for various types of dangerous driving behaviors or dangerous driving factors, there is usually detailed information in the network big data platform, and the information is usually recorded and organized by the local traffic management system (for example, highway speed measurement and capture, the video image information containing the driver will be uploaded to the traffic management system), and for different driving states, the general traffic management department will conduct a qualitative analysis of each driving state in accordance with the relevant traffic safety laws. For example, various driving states that affect traffic safety may include various possible states of not wearing seat belts as required or various possible states of the presence of driving vision interference factors above the center console, etc., and various driving states will usually be marked with different labels by the traffic management department to indicate the corresponding risk driving level. For example, not wearing seat belts as required can be regarded as a first-level risk driving level, and the presence of a driving vision interference factor above the center console can be regarded as a second-level risk driving level, etc.

[0073] According to a preferred embodiment, the system of the present invention can be preferably used in combination with a traffic management system, that is, a query channel for real-time acquisition of historical video image information related to the driver status information in the traffic management system can be accessed in the system of the present invention, or the historical video image information related to the driver status information in the traffic management system can be pre-downloaded to the software platform database of the present invention. Further, for situations where there may be dangerous driving behaviors or dangerous driving factors, when it comes to whether to perform a release operation on the current unmanned lane, the data processing unit 3 can compare and analyze the driver status information of the vehicle to be passed in the current unmanned lane uploaded by the video acquisition module of the data acquisition unit 1 with the historical video image information related to the driver status information stored in the cloud server or platform database to confirm whether the driver in the vehicle to be passed in the current unmanned lane has dangerous driving behaviors or dangerous driving factors.

[0074] According to a preferred embodiment, when the data processing unit 3 determines that the driver may have dangerous driving behavior or dangerous driving factors based on the comparative analysis of the driver status information in the vehicle to be passed in the current unmanned lane, the data processing unit 3 can generate a corresponding control signal to the control unit 5, and the control unit 5 obtains the control signal and can remind the driver in the vehicle to be passed in the current unmanned lane through the warning device, and at the same time remind the staff in the station to perform relevant operations. The advantage of this solution is that even if the data processing unit 3 or the system processor determines that the current unmanned lane meets the corresponding passing conditions based on the vehicle status data and lane status data obtained by the data acquisition unit 1, there may still be potential factors affecting traffic safety, such as the driver status described in the embodiment of the present invention. When the driver has dangerous driving behavior or dangerous driving factors, if the barrier is directly raised to release the vehicle, it is very likely to cause a traffic accident, especially for the ETC unmanned lane, the entire ETC lane charging and passing process is usually completed in just a few seconds. When the vehicle passes, it is too late to manually discover the possible risks through audio and video images, and the corresponding remedial measures are also ineffective.

[0075] As a more preferred implementation mode, in the present invention, while the system confirms the vehicle status and lane status, it can also synchronously confirm the driver status based on the driver's image and video information, so that the vehicles waiting to pass in the current unattended lane can be released when the vehicle status, lane status and driver status all meet the corresponding passing conditions, thereby stabilizing the vehicle's passing efficiency while ensuring driving safety to the greatest extent.

[0076] According to a preferred embodiment, the alarm device may be an audible and visual alarm, that is, it may give a warning in the form of visible light or audible audio or voice. Preferably, when the alarm device is used for warning, the alarm form, alarm content, alarm frequency or alarm duration and other information of the alarm device may be edited and modified according to specific needs. For example, the alarm form, alarm content, alarm frequency or alarm duration and other information corresponding to the driver status information with different risk driving levels may be different from each other.

[0077] Furthermore, in order to ensure the accuracy of the control signal generated by the data processing unit 3, thereby ensuring driving safety, before the data processing unit 3 generates a control signal and transmits the control signal to the corresponding toll station equipment through the control unit 5 to drive it to perform the corresponding operation, the data processing unit 3 can synchronously generate a to-be-confirmed instruction and display it to the station staff through the software platform of the system of the present invention. That is, before the data processing unit 3 of the present system sends the control signal to the corresponding toll station equipment, the station staff is required to verify and confirm it before executing it. This is because: the driver's video image information contains a lot of information, and there are various possible and even unforeseen situations only for the driver's own action behavior information. Therefore, when the system confirms the driver's driving status based on the reference video image data in the cloud server or database, the accuracy of the control signal generated by the data processing unit 3 is often inconsistent with the driving status. However, in view of the great differences in driver actions and behaviors, errors are inevitable in the comparative analysis results between the real-time driver video image data and the reference video image data. In particular, for certain actions and behaviors whose similarity is difficult to define, it is difficult to accurately determine whether the driver has dangerous driving behaviors or dangerous driving factors, as well as the corresponding risk driving level. Therefore, when the system cannot confirm the driver's state or the data processing unit 3 generates a corresponding control signal according to the driver's state, the corresponding warning signal or control signal will be synchronously displayed to the staff, who will verify the driver's state again and decide whether to edit and modify the corresponding warning signal or control signal through the input device, so as to execute the corresponding warning signal or control signal after confirmation, thereby ensuring the accuracy of the warning signal or control signal to the greatest extent, so as to prevent erroneous instructions from affecting traffic efficiency and ensure driving safety at the same time.

[0078] According to a preferred embodiment, in order to maintain the working order of the toll station to ensure the toll passage efficiency, before the vehicle enters the manual lane or unmanned lane of the toll station and the operating system of the toll station performs the corresponding identification and payment task, the staff of the toll station is usually required to guide and divert the vehicles that are about to enter the toll station or the toll lane, so as to fully improve the utilization efficiency of each toll lane. In order to improve the inconvenience of manual diversion, the prior art provides a large number of vehicle diversion and guidance methods based on the toll station operating system. However, for some existing vehicle guidance methods, they usually determine the number of vehicles entering each lane based on the current traffic status of the lane (such as whether the lane is idle, the existing number of queues in the lane, and the expected queue time, etc.). However, such methods generally have the following problems: the types of reference influencing factors are limited and mostly some common measurement indicators, which are limited in improving the traffic efficiency of the toll station. Especially for a composite toll station with manual lanes and ETC lanes, there are aspects of the vehicle guidance allocation mode that need to be optimized. For example, when the vehicle guidance allocation mode is determined only based on the current traffic status of the existing lane, it is often only possible to ensure a certain The traffic efficiency within the time period is determined by the following points. However, as the subsequent vehicles continue to drive in, it may be unreasonable to allocate lanes to the subsequent vehicles based on the current traffic status of the existing lanes when the payment status of the currently pending vehicles is unknown. This may even aggravate the congestion of the toll station lanes and is more likely to cause continuous congestion on subsequent roads for vehicles passing through the toll station. Secondly, and more importantly, the lane allocation of vehicles based on the current traffic status of the existing lanes within a certain period of time will most likely result in the consequence that only some of the lanes and related detection and operation devices are in long-term and / or high-frequency operation, while the use cycle and frequency of the remaining lanes and related detection and operation devices are relatively short. In the long run, the probability of failure and damage of the lanes and related detection and operation devices that are in high-frequency use for a long time will be greatly increased. This not only fails to give full play to the role of each toll lane, but also adds a burden to the maintenance of the equipment and lane pavement in the toll station. Once there is a problem with the equipment and lane pavement in the toll station, it will take time to carry out maintenance and repair, which will also affect the overall traffic efficiency of the toll station.

[0079] In particular, when there are a certain number of vehicles in the queue waiting to pass in each lane of the toll station, the driver of the vehicle that is about to enter will usually select one of the lanes as his personal queue based on his subjective feeling within a few tenths of a second. For example, a queue with relatively few vehicles in the queue may be more likely to be selected by the driver, because it is generally believed that a short queue takes less time and is convenient for him to reach the destination faster. However, there are large errors in the driver's subjective feeling, especially when there are several vehicles in the queue in front and there are vehicles approaching the toll station from behind. Going to the queue with relatively few vehicles in the queue does not necessarily mean an improvement in the overall traffic efficiency of the toll station. Therefore, if they are not guided in advance, it is very likely to further increase the congestion of the toll station. What's more, if the driver is guided to change lanes or return after entering the lane, it means that the driver needs to reverse or turn. At this time, there is a problem that the vehicles behind him have to give way or reverse accordingly. As a result, the traffic efficiency will be significantly reduced, and most vehicles need to make movement operations together in just a few seconds, which is very likely to cause unexpected vehicle collisions or even driving accidents.

[0080] According to a preferred embodiment, in the present invention, the data processing unit 3 can selectively determine the type and number of toll lanes that need to be opened in the toll station for at least part of the time based on traffic flow data (such as the number of vehicles passing through per unit time) and / or traffic density data (such as the number of vehicles arranged per unit lane length) from a partial area located at a first distance upstream of the toll station (such as 500 meters before entering the toll station) in at least one direction.

[0081] Specifically, third-party monitoring devices (such as toroidal coil vehicle detectors, highway monitoring, etc.) for monitoring vehicle driving status and road status are usually installed on the roads leading to the toll station in all directions. These third-party monitoring devices can obtain the identity information (such as license plate number) and driving status information such as vehicle speed of each vehicle in real time, and these data will be uploaded to the system or cloud server for processing and calculation to obtain information including but not limited to traffic flow, traffic density, average vehicle speed, time occupancy, average vehicle length, average vehicle spacing, etc. Further, the third-party monitoring device at the first distance upstream of the toll station can establish a communication connection relationship with the control system of the present invention, and specifically can be connected to the data transmission unit 2 signal, so that the data processing unit 3 can calculate the relevant traffic flow, traffic density, average vehicle speed, time occupancy, average vehicle length, average vehicle spacing, etc. information based on the vehicle driving parameter information at the first distance upstream of the toll station from at least one direction.

[0082] As a more preferred implementation mode, the above-mentioned vehicle identity information and driving status information such as vehicle speed are usually stored and called by the local traffic management department and / or the traffic management system. Therefore, preferably, a query channel for real-time acquisition of vehicle identity information and driving status information such as vehicle speed in the traffic management system can be accessed in the system of the present invention to reduce the computing and processing consumption of the control system of the present invention, especially the data processing unit 3, and improve the processing efficiency. Therefore, the traffic flow data and / or traffic density data in the partial area located at the first distance upstream of the toll station from at least one direction are generally known, and the data processing unit 3 only needs to control the operation of the toll lane and the relevant toll station equipment according to the known traffic flow data and / or traffic density data.

[0083] According to a preferred embodiment, the data processing unit 3 selectively determines the type and number of toll lanes that need to be opened at least part of the time based on traffic flow data and / or traffic density data in a partial area located at a first distance upstream of the toll station in at least one direction, including:

[0084] The data processing unit 3 determines the toll-paying vehicle type of the incoming vehicle according to the identity information of the vehicle, so as to determine the type of toll lane that needs to be opened at least part of the time based on the toll-paying vehicle type of the incoming vehicle;

[0085] The data processing unit 3 determines the number of toll lanes that need to be opened at least part of the time based on traffic flow data and / or traffic density data from a partial area located at a first distance upstream of the toll station in at least one direction.

[0086] According to a preferred embodiment, the identity information of the incoming vehicle is, for example, a license plate number, which usually corresponds to information such as whether the vehicle has an OBU. Therefore, the data processing unit 3 can determine whether the incoming vehicle is a non-OBU vehicle or an OBU vehicle based on information such as the license plate number.

[0087] According to a preferred embodiment, after the toll model of the vehicle to be driven in is determined, the data processing unit 3 can determine the type of toll lanes that need to be opened at the toll station at least part of the time, namely, manual lanes and unmanned lanes.

[0088] According to a preferred embodiment, after confirming the type of toll lanes that need to be opened at least in part of the time at the toll station, the data processing unit 3 determines the number of toll lanes that need to be opened in at least part of the time according to the traffic flow data and / or traffic density data in the partial area located at the first distance upstream of the toll station from at least one direction, that is, determines the number of manual lanes and / or unmanned lanes to be opened. Specifically, different traffic flow or traffic density thresholds can be pre-set for different traffic flow data and / or traffic density data, and each traffic flow or traffic density threshold corresponds to a different lane opening state. When the traffic flow data and / or traffic density data in the partial area located at the first distance upstream of the toll station reaches the corresponding traffic flow or traffic density threshold, the data processing unit 3 determines the lane opening state corresponding to the traffic flow or traffic density threshold, that is, at least includes the number of lanes that need to be opened. Therefore, the data processing unit 3 can determine the number of lanes to be opened according to the real-time traffic of the incoming road to meet the traffic demand corresponding to different traffic flows, avoid too many lanes being opened to cause excessive energy consumption of equipment and instruments, and prevent too few lanes from being opened to meet the traffic demand in some time periods, thereby causing congestion at the toll station.

[0089] According to a preferred embodiment, after the data processing unit 3 determines the type and number of toll lanes that need to be opened at the toll station for at least part of the time according to the vehicle's identity information and the traffic flow data and / or traffic density data in the partial area at the first distance upstream of the toll station in at least one direction, when the incoming vehicle enters the second distance from the toll station (for example, 30 to 50 meters from the toll station) and the relevant detection device included in the data acquisition unit 1 detects the entry of the vehicle, the data processing unit 3 can generate a corresponding guidance information list and send it to the display unit 4, so as to guide the incoming vehicle into the predetermined toll lane in an audible and / or visual manner through the display unit 4, such as a directional sound device (such as a speaker) and / or a display device (such as a display). Preferably, vehicles without OBUs are usually guided to the manual lanes for payment, while OBU vehicles are guided to unmanned lanes or ETC lanes.

[0090] According to a preferred embodiment, after the data processing unit 3 determines the number of toll lanes that need to be opened at the toll station for at least part of the time, the data processing unit 3 will allocate a predetermined number of vehicles to be passed to each toll lane. Specifically, the data processing unit 3 will determine the number and type of vehicles entering each toll lane based on the average vehicle length of vehicles entering from at least one direction in a partial area located at a first distance upstream of the toll station and the average travel time of vehicles with average vehicle length, that is, the data processing unit 3 determines the vehicle length interval of subsequent vehicles to be entered based on the current length of the passing queue of any toll lane, so that when any toll lane is inserted or added with at least one vehicle to be passed, the current average vehicle length in the toll lane always approaches the average vehicle length of vehicles entering from at least one direction in a partial area located at a first distance upstream of the toll station. In particular, when the data processing unit 3 allocates a new vehicle to be passed into the toll lane, it is preferentially allocated to the toll lane with a shorter passing queue length or a smaller number of queued vehicles, so as to evenly utilize each lane.

[0091] According to a preferred embodiment, in order to improve the accuracy of lane allocation guidance and adapt to different vehicle states, an average vehicle length amplitude range can be set to reduce the allocation error caused by determining the vehicle length range of subsequent vehicles to be driven in. Further, the length of the passing queue can be obtained by the data acquisition unit 1 to obtain relevant vehicle and / or lane information and calculated by the data processing unit 3.

[0092] Preferably, the reason why the current average vehicle length in any toll lane always approaches the average vehicle length of vehicles entering from at least one direction in a partial area located at a first distance upstream of the toll station when at least one vehicle to be passed is that the time it takes for vehicles with different lengths to pass through the toll station is not always the same. For example, compared with long-distance vehicles such as medium-sized buses or intercity buses, since the vehicles arriving at the toll station basically travel at a specified uniform speed, the time it takes for an ordinary private car to pass through the same toll station or toll lane may be relatively short. For the case where the number of individual passing vehicles is small, this time difference may not be obvious. However, once a large number of vehicles enter the toll station, the delay effect caused by the accumulation of this time difference may be amplified, thereby affecting the traffic efficiency of the entire toll station. For example, the overall traffic efficiency of a toll lane containing only ordinary private cars is lower than that of another toll lane containing only medium-sized buses or intercity buses. In terms of the overall traffic efficiency of the toll lanes, the traffic efficiency of the former is likely to be higher than that of the latter at least for part of the time, but maintaining this traffic mode for a long time will lead to uneven utilization of the toll lanes, because the number of vehicles that may pass through the toll lanes with higher traffic efficiency per unit time is always higher than that of the toll lanes with lower traffic efficiency. This will cause the toll lanes with lower traffic efficiency to be not fully utilized and be in an "idle" state even if they are opened during certain periods, and the traffic efficiency of the entire toll station has not been improved as a result. In addition, for toll lanes that only include long-distance vehicles such as medium-sized buses or intercity buses, the weight and volume of such vehicles are often large. Long-term carrying of such vehicles in the toll lanes will cause wear and tear on the lane pavement, and the wear and tear may be more frequent and more severe than that of other toll lanes that only include short-distance vehicles such as private cars. This will result in a large amount of vehicle tolls collected through the toll station being used for the maintenance of the lane pavement, increasing the frequency of pavement maintenance and the corresponding cost.

[0093] According to a preferred embodiment, in the present invention, the data processing unit 3 determines the length interval of subsequent vehicles to be driven into based on the current queue length of any toll lane, so that when any toll lane is inserted or added with at least one vehicle to be driven into, the current average length of the vehicle in the toll lane is always close to the average length of vehicles driving into the partial area at the first distance upstream of the toll station from at least one direction. As a result, under the analysis and calculation of the data processing unit 3, the number of vehicles allocated to each lane is always in a roughly evenly distributed state at least for part of the time, so as to increase the utilization rate of any toll lane, and for any toll lane, all vehicles to be driven into included in the current queue length of each toll lane The average vehicle length always tends to the average vehicle length or average vehicle length amplitude range of incoming vehicles from at least one direction in the partial area at the first distance upstream of the toll station, so that the traffic efficiency of each toll lane will not be too different from each other, that is, the traffic efficiency between the toll lanes is roughly consistent, and the time occupancy rate of each toll lane is also relatively average. Not only can each toll lane be fully utilized to maintain the overall traffic efficiency of the toll station, but also the uneven frequency of use of the equipment in the toll station corresponding to each toll lane can be avoided. High-frequency use will accelerate the aging of instruments and equipment, and is particularly prone to a surge in the frequency of electrical failures of equipment, which is extremely unfavorable for maintaining an efficient and stable working order at the toll station.

[0094] According to a preferred embodiment, generally speaking, the payment records corresponding to each toll lane can often reflect the usage frequency and / or usage time of the toll lane at least for part of the time, and the usage frequency and / or usage time can to a certain extent reflect the aging degree of the toll lane and related detection and operation devices.

[0095] Preferably, in the present invention, when the data processing unit 3 determines the toll lanes that need to be opened for at least part of the time based on the traffic flow data and / or traffic density data in the partial area located at the first distance upstream of the toll station in at least one direction, the specific toll lanes to be opened will be determined according to the historical payment records corresponding to each toll lane for at least part of the time. In particular, the at least part of the time can be set by the toll station staff, for example, it can be weekly or monthly.

[0096] Specifically, the data processing unit 3 can prioritize each toll lane according to the historical payment frequency corresponding to each toll lane for at least part of the time, and determine in turn at least one lane with a relatively low historical payment frequency. That is, when the data processing unit 3 determines the toll lanes to be opened based on the traffic flow data and / or traffic density data for at least part of the time, the lanes with relatively low historical usage frequency will be given priority to be opened as the toll lanes to be opened for payment of incoming vehicles. In this way, the utilization rate of toll lanes with relatively low usage frequency can be improved, and the road surface bearing burden of high-frequency toll lanes and the operating load of the corresponding toll station equipment can be alleviated.

[0097] Furthermore, in the present invention, the data processing unit 3 can also generate a corresponding toll station or toll lane maintenance plan based on the historical payment frequency of each toll lane, and notify and display the maintenance plan through the display unit 4, such as the operation room display control platform, or send it to other mobile terminals.

[0098] Specifically, in the prior art, the inspection and maintenance of toll station equipment and lanes are performed according to a predetermined time period, such as a time period in weeks or months, and in order to ensure that the inspection and maintenance plan is carried out on time, a regular inspection and maintenance plan containing time periods or time nodes can usually be pre-stored in, for example, the control system of the present invention, or in the system background database, so that the specific inspection and maintenance plan can be informed to the station staff through, for example, the display unit 4 of the present invention before or when the preset time period is reached.

[0099] However, this type of inspection and maintenance plan based on a fixed time period has at least the following problems: for some frequently used toll lanes and corresponding equipment, guiding staff to inspect and maintain them only after the predetermined time period may increase the unexpected inspection and maintenance time and difficulty, hinder the normal working order of the toll station, and thus affect the traffic efficiency of the toll station. This is because when the predetermined time period is actually reached, some equipment or lane pavement may have potential faults that have not been discovered in time, and when the formal inspection and maintenance is carried out, the potential fault may cause other unforeseen problems due to the passage of time and space, thereby extending the inspection and maintenance cycle. As a result, problems that could have been solved in a few hours before may be postponed to inspection and maintenance time measured in days, which will inevitably result in the corresponding toll lanes being unable to be put into normal use within a time period of at least days. For example, for modular equipment such as industrial computers and card issuing machines, the probability of failure due to high-frequency use may be relatively low. However, for detection and collection equipment such as floor scales, they frequently bear huge external loads introduced by incoming vehicles. As the load weight and frequency continue to change, their detection sensitivity will be greatly affected and fluctuate, especially when they frequently carry external loads that approach or even exceed their own load limit or detection limit within a specific time period. Therefore, the probability of damage and failure of detection and collection equipment such as floor scales is greatly increased.

[0100] According to a preferred embodiment, in the present invention, on the basis that the data processing unit 3 generates the corresponding first inspection and maintenance plan according to the predetermined time period and can inform the staff in the station through the display unit 4, the data processing unit 3 can determine the corresponding second inspection and maintenance plan according to the preset payment frequency threshold for each toll lane. In other words, the second inspection and maintenance plan is set according to the usage frequency corresponding to each toll lane. Preferably, the preset payment frequency threshold can be set by the staff, and the payment frequency threshold can be determined by referring to the inspection and maintenance frequency of detection and collection equipment such as weighbridges. For example, according to the inspection and maintenance requirements, it is generally believed that when a certain number of uses is reached, the weighbridge needs to be fully inspected (such as calibrating its sensitivity). Therefore, the payment frequency threshold can be consistent with the inspection and maintenance frequency of the weighbridge, because usually each time the system adds a payment record, it indicates that at least one vehicle passes through the toll station, and the usage frequency of the detection and collection equipment such as weighbridges of the corresponding toll lane increases at least once.

[0101] According to a preferred embodiment, when the data processing unit 3 determines at least one toll lane that has reached a preset payment frequency threshold based on the historical payment records of each toll lane, the data processing unit 3 will generate a corresponding second inspection and maintenance plan for the toll lane, and notify the station staff of the specific content of the second inspection and maintenance plan through the display unit 4.

[0102] According to a preferred embodiment, when any toll lane does not reach the corresponding preset payment frequency threshold, the data processing unit 3 still generates the corresponding first inspection and maintenance plan in a predetermined time period, that is, when any toll lane meets the preset payment frequency threshold, the data processing unit 3 generates the second inspection and maintenance plan to inform the staff to perform the corresponding inspection and maintenance items; and when any toll lane meets the preset time period, the data processing unit 3 generates the first inspection and maintenance plan to inform the staff to perform the corresponding inspection and maintenance items. In particular, when any toll lane meets both the preset payment frequency threshold and the preset time period, the data processing unit 3 preferentially sends the first inspection and maintenance plan to the staff.

[0103] According to a preferred embodiment, the specific content of the second inspection and maintenance plan preferably includes or only includes inspection and maintenance items for detection and collection equipment with a higher correlation with frequency of use, such as floor scales, because for the second inspection and maintenance plan, the inspection and maintenance of other equipment with a higher correlation with the usage cycle (such as industrial computers, card issuing machines, etc.) are not the objects that need to be checked in the inspection based on the frequency of use, because usually the inspection and maintenance according to the predetermined time period will carry out comprehensive troubleshooting. Therefore, it is unnecessary to add too many repeated or non-key inspection and maintenance items in the second inspection and maintenance plan, which will increase the workload of the staff.

[0104] Preferably, the advantage of generating a corresponding second inspection and maintenance plan based on a preset payment frequency threshold to notify relevant staff to perform inspection and maintenance in a timely manner is that: when the corresponding inspection and maintenance time node is not reached, based on the inspection and maintenance frequency node, the detection and collection equipment such as the weighing scale and other types are focused on and checked, which helps to pre-determine and deal with lane pavement and / or toll station equipment that may have faults before entering the inspection and maintenance time node, avoid the potential lane pavement and / or equipment failure risks from evolving into more complex problems due to failure to be resolved in a timely manner, reduce the time cost and difficulty of road and / or equipment inspection and maintenance, and especially help maintain the efficient operation of toll stations, reduce the probability of unexpected failure risks, so that each toll lane can remain continuously passable for as long a period of time as possible, and increase the operating life of the corresponding toll station equipment in each lane, and even help to improve the data accuracy and credibility of detection and collection equipment such as weighing scales and other types.

[0105] In particular, the predetermined time periods for different toll lanes may be different from each other, because this is related to the historical use frequency or cycle of each toll lane, and the historical use frequency or cycle of the toll lane is generally positively correlated with the probability of needing to perform maintenance on it. Therefore, preferably, the data processing unit 3 can automatically correct the predetermined time period for generating the first maintenance plan according to the historical payment record of any toll lane, that is, the data processing unit 3 modifies the predetermined time period in a manner that the time interval is shortened (for example, the cycle is shortened in units of days) for each increase in the preset number of historical payment records of any toll lane. As a result, as the use frequency or cycle of any toll lane gradually increases, the maintenance frequency of the toll lane should preferably increase accordingly, thereby ensuring the timeliness of troubleshooting and maintenance of the toll station lane and related equipment. Preferably, the data processing unit 3 can also automatically correct the predetermined time period for generating the second maintenance plan according to the historical payment record of any toll lane, that is, the preset payment frequency threshold is shortened for each increase in the preset number of historical payment records of any toll lane.

[0106] According to a preferred embodiment, toll stations are generally set up as staged gathering points on long roads, that is, toll stations gather a number of vehicles located on multiple roads from at least one direction. Since the traffic volume of lanes in different directions or different areas is different, it is very necessary for a toll station operating system in standby state, such as the control system of the present invention, to pre-plan and deploy the working status of the equipment in the toll station according to the traffic volume of lanes in different directions of entry and to guide and divert lanes for vehicles about to enter. This can not only improve the overall traffic efficiency of the toll station and maintain the normal working order of the toll station, but also help to alleviate the congestion of the rear section of the toll station, so that vehicles passing through the toll station can quickly reach their destination. In addition, reasonable allocation of lanes is also helpful for the maintenance of the equipment in the toll station, avoiding excessive use of some lanes and related detection and operation devices, and increasing the service life of the equipment in the toll station to maintain the traffic efficiency of the toll station.

[0107] According to a preferred embodiment, Figure 2As shown, the framework schematic diagram of the centralized control system for single-person multi-lane situation awareness of the present invention is shown. Preferably, the present invention collects detection input signals and control signals respectively through the front end, and transmits them to the single-person multi-lane situation awareness decoding controller through optical transmission after analog-to-digital conversion. Various detection signals are mixed at the bottom layer of the controller and combined into a digital matrix. Furthermore, any window of the digital matrix is ​​a new window constructed by mixing the control signal and the matrix signal, and the control signal status and interactive controls are displayed on the centralized display platform of the present invention. The main body of the centralized display platform is a display with any interface, and a multimedia intelligent alarm subsystem can be integrated at the same time. The digital matrix display mode can be freely combined on the centralized display platform, and the unmanned lane system and related field equipment (such as lane controllers, antenna controllers, cameras, etc.) can be directly controlled to reduce labor costs and improve the traffic efficiency of toll stations.

[0108] According to a preferred embodiment, in the present invention, information of manual lanes and unmanned lanes can be displayed on the same screen, all information can be paid attention to at the same time, and key information can be displayed as needed. Various lane information display interfaces can be split-screen combined as needed.

[0109] Preferably, the system of the present invention supports a single display analog TV wall output, which can be implemented with various display interfaces, and the decoding and output of any video image can be customized and uniformly controlled. In particular, the terminal display can realize a maximum of 64 channels, and has any combination of display window quantity and size, so as to amplify and display the signal of focus while taking into account other signals.

[0110] It should be noted that the above-mentioned specific embodiments are exemplary, and those skilled in the art can come up with various solutions inspired by the disclosure of the present invention, and these solutions also belong to the disclosure scope of the present invention and fall within the protection scope of the present invention. Those skilled in the art should understand that the present invention specification and its drawings are illustrative and do not constitute a limitation on the claims. The scope of protection of the present invention is defined by the claims and their equivalents. The present invention specification contains multiple inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", all of which indicate that the corresponding paragraph discloses an independent concept, and the applicant reserves the right to file a divisional application based on each inventive concept.

Claims

1. A single-person multi-lane situation awareness centralized control system, characterized in that: include: A data acquisition unit (1) is used to obtain status data of an unmanned lane, wherein the status data includes vehicle status data; A data processing unit (3), which is used to process the state data and output a control signal based on the processing result of the state data; A control unit (5), which is used at least to obtain a control signal for controlling equipment within the toll station; in, The data processing unit (3) is capable of determining the type of toll lane to be opened in the toll station at least partially for a period of time based on the status data of the vehicle including the vehicle identity information, determining the type of toll lane to be opened in the toll station at least partially for a period of time based on the toll lane type of the vehicle entering the toll station, and determining the corresponding lane opening state based on the traffic flow data and / or traffic density data reaching the corresponding traffic flow or traffic density threshold in a partial area located at a first distance upstream of the toll station in at least one direction, and determining the number of toll lanes to be opened according to the real-time traffic flow of the incoming road, so that when the type and / or number of toll lanes to be opened are determined, the specific toll lane to be opened is determined according to the historical payment records corresponding to each toll lane at least partially for a period of time, and the control unit (5) obtains the control signal to control the operation of the equipment in the toll station, and the at least partially for a period of time can be set by the toll station staff; After the data processing unit (3) determines the type and number of toll lanes to be opened at the toll station for at least part of the time, the data processing unit (3) determines the number of vehicles entering each toll lane based on the average vehicle length of vehicles to be passed and / or the average travel time of vehicles with the average vehicle length in a partial area located at a first distance upstream of the toll station in at least one direction; The data processing unit (3) distributes the number of vehicles entering each toll lane in the following manner: The data processing unit (3) determines the vehicle length interval of subsequent vehicles to be passed based on the current passing queue length of any toll lane, so that whenever any toll lane adds at least one vehicle to be passed, the current average vehicle length in the toll lane is within the average vehicle length amplitude interval of a plurality of vehicles to be passed in a partial area located at a first distance upstream of the toll station in at least one direction.

2. The control system according to claim 1, characterized in that: The data processing unit (3) determines the toll lanes to be opened for at least part of the time based on traffic flow data and / or traffic density data in a partial area located at a first distance upstream of the toll station in at least one direction, including: The data processing unit (3) determines, based on the historical toll payment frequencies corresponding to each toll lane during at least part of the time, at least one lane with a low priority ranking as a toll lane to be opened for payment and passage of vehicles to be passed.

3. The control system according to claim 2, characterized in that: The data processing unit (3) is capable of generating a first inspection and maintenance plan for each toll lane based on a predetermined time period, and generating a second inspection and maintenance plan for each toll lane based on a preset payment frequency threshold.

4. The control system according to claim 3, characterized in that: The data processing unit (3) is capable of correcting the predetermined time period and / or the preset payment frequency threshold value by taking the change of the historical payment record as a driving event, and the data processing unit (3) corrects it in a manner that the corresponding predetermined time period and / or the preset payment frequency threshold value is shortened or reduced every time the historical payment record of any toll lane increases by a preset number of times.

5. The control system according to claim 1, characterized in that: Also includes: A data transmission unit (2) for receiving the status data and sending the status data to the data processing unit (3) for processing; A display unit (4) is at least capable of receiving the status data processed by the data processing unit (3) and displaying the status data in a visual and / or audible manner.

6. The control system according to claim 5, characterized in that: The data acquisition unit (1) comprises a video acquisition module, an audio acquisition module, a weight acquisition module and / or a dimension acquisition module. in, The video acquisition module is used to obtain lane image video information, vehicle image video information, driver image video information and surrounding environment image video information; The audio acquisition module is used to obtain the voice information of the driver and staff; The weight collection module is used to obtain the weight information of the vehicle to be passed; and The size collection module is used to obtain the size information of the vehicle to be passed.

7. The control system according to claim 6, characterized in that: The data transmission unit (2) includes a video transmission line, an audio transmission line and a serial communication line, and the data processing unit (3) includes a decoding controller. Wherein, the video transmission line is connected to the video acquisition module and the decoding controller respectively; The audio transmission line is connected to the audio acquisition module and the decoding controller respectively; The serial communication lines are respectively used for connecting the weight acquisition module and the size acquisition module with the decoding controller.

8. The control system according to claim 7, characterized in that: The control unit (5) comprises a toll station in-field equipment control device and an input device, and the toll station in-field equipment control device and the input device are respectively connected to the decoding controller.

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