A road surface smoothness maintenance method, system, detection terminal, and server

Abstract

A road surface smoothness maintenance method, system, detection terminal, and server, the method comprising: a detection terminal installed in a vehicle obtains trajectory data of the vehicle during driving, the trajectory data consists of trajectory points, and each trajectory point includes sensor data of bumps and shakes; the trajectory points are identified according to the environmental information of the detection terminal, and trajectory points without bumps and shakes are eliminated, and valid trajectory points are retained; characteristic parameters of bumps and shakes are extracted from the valid trajectory points, and estimated damage points of the road surface are preliminarily identified based on the extracted characteristic parameters, and information related to the estimated damage points is reported to a server; the server receives reporting information from multiple vehicles, and re-evaluates whether the estimated damage points are confirmed damage points in combination with corresponding road surface damage identification standards; in this way, the present invention can help achieve comprehensive road surface smoothness maintenance, which can both reduce the processing pressure of the server and improve calculation reliability.

Description

Technical Field

[0001] The present invention relates to the field of road surface management, and in particular to a road surface flatness maintenance method, system, detection terminal and server. Background Art

[0002] Pavement Management System (PMS) is a new research field that has emerged in the road engineering industry in the past 20 years. Its research originated in the United States and Canada, and initially targeted the maintenance and reconstruction of the road surface. As a highway management department, it should establish a pavement management system within its jurisdiction as soon as possible, and use the theory of modern management science, systematic analysis methods and computer technology to provide scientific data and analysis methods for the maintenance and reconstruction of the road surface, so as to effectively use limited resources and provide a road surface with a good service level, and ultimately achieve the goal of reducing the transportation cost of the entire society and saving social resources. The working conditions of the road are very bad. Not only do they have to bear loads repeatedly, but they are also subject to strict climate effects. Maintenance and repair are complex, hard, simple and boring work, which is easily overlooked. However, with the development of society, the service requirements for roads are getting higher and higher. In order to keep the road in good condition and operate economically, it is required to carry out regular maintenance and repair of the road to prevent the aging and loss of the road. It has become an important task. Therefore, it is necessary to build a suitable road data collection system to maintain the road performance as much as possible by maintaining the roads and the structures and facilities on the roads, promptly restore the damaged parts, ensure safe, comfortable and smooth driving, and save transportation costs and time; by taking correct technical measures, improve the quality of the project, extend the service life of the road, and postpone the reconstruction time.

[0003] The data collection work of the current road data collection system is usually outsourced on a regular basis. Through outsourced road data collection vehicles, part or all of the roads in the jurisdiction are regularly scanned and road data is collected. Although this regular data collection method is comprehensive, there is a large lag, and often the roadside is damaged and no one repairs it a month later. In addition, traditional road condition detection methods are mostly based on vision, radar waves, ultrasonic waves and other technologies, which are all dedicated equipment operated by dedicated personnel, and the cost of data collection is relatively high. Therefore, it is necessary to provide a low-cost, passive and broad-spectrum road data collection technology to complete the real-time evaluation of data throughout the life cycle of the road without deliberate regular collection, improve the timeliness of road maintenance work, extend the service life of the road, and postpone the reconstruction time.

[0004] The patent application with the publication number CN111504436A proposes a vehicle load and road condition monitoring method and device based on vehicle vibration data, which collects parameters of the vehicle in real time during driving through a vibration sensor, monitors whether the vibration frequency of the vehicle in a certain trip has a sudden change, and if so, marks the position, indicating that there may be uneven settlement of the highway pavement here; otherwise, it is considered that the highway pavement passed by the vehicle in this trip is well maintained; preferably, obtain the vehicle trips passing through this section in the database, and use the clustering method to confirm whether the sudden change in the frequency of the vehicle vibration in the trip is due to uneven settlement of the pavement, and finally confirm the location of the pavement with uneven settlement. This scheme is based on the premise that the vehicle load generally does not change in a trip. Although it can realize the automatic detection of the flatness of the uneven settlement of the highway pavement, the data processing pressure of the server is very large, and there is also a large possibility of misjudgment, and the reliability is not high. In addition, this solution cannot effectively solve the situation where the vehicle load may change in the urban road environment. For example, trucks load and unload goods in multiple batches at multiple locations, and buses pick up and drop off passengers at stations, which will cause the vehicle load to change significantly. This solution has a high possibility of misjudgment in such situations. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a road surface smoothness maintenance method, system, detection terminal and server in view of the defects of the above-mentioned server in the prior art that the data processing pressure is very high and the reliability is low.

[0006] The technical solution adopted by the present invention to solve the technical problem is: constructing a road surface flatness maintenance method, the method comprising:

[0007] The detection terminal installed in the vehicle obtains the trajectory data of the vehicle during driving, wherein the trajectory data is composed of trajectory points, and each trajectory point includes sensor data of bumps and shakes;

[0008] According to the environment information of the detection terminal, the trajectory points are identified, and the trajectory points without bumps and shakes are eliminated, and the valid trajectory points are retained;

[0009] Extracting characteristic parameters of bumps and shakes from valid trajectory points, preliminarily identifying estimated damage points of the road surface based on the extracted characteristic parameters, and reporting information related to the estimated damage points to the server;

[0010] The server receives reporting information from multiple vehicles and re-evaluates whether the estimated damage points are confirmed damage points based on corresponding road damage identification standards.

[0011] Furthermore, in the road surface smoothness maintenance method described in the present invention, the method also includes: filtering the originally acquired trajectory data to remove periodic bumpy / shaking noise data superimposed on the trajectory data.

[0012] Further, in the road surface smoothness maintenance method of the present invention, when the server receives the reporting information, the reported estimated damage point is added to the estimated damage database;

[0013] The re-evaluation of whether the estimated damage point is a confirmed damage point in combination with the corresponding road damage identification standard specifically includes: matching the corresponding road damage identification standard according to the vehicle's geographical location, electronic map, and road grade, and evaluating whether the estimated damage point is damaged according to the road damage identification standard; if it is assessed to be damaged, the estimated damage point is considered to be a confirmed damage point and is added to a confirmed damage database; if it is assessed to be not damaged, the estimated damage point is deleted from the estimated damage database, and the corresponding confirmed damage point is simultaneously deleted from the confirmed damage database.

[0014] Furthermore, in the road surface smoothness maintenance method described in the present invention, the method also includes: for each estimated damage point in the estimated damage database, determining whether the reporting information of the detection terminals of a preset number of vehicles near the estimated damage point has been collected within a period of time; if not, deleting the estimated damage point from the estimated damage database, and synchronously deleting the corresponding confirmed damage point from the confirmed damage database.

[0015] Furthermore, in the road surface flatness maintenance method of the present invention, the method further comprises:

[0016] The server sends the information in the estimated damage database and the confirmed damage database to all detection terminals periodically or when the estimated damage database and the confirmed damage database are updated;

[0017] The detection terminal improves the sampling accuracy and sampling frequency of trajectory data when the vehicle is near the estimated damage point and near the confirmed damage point.

[0018] Furthermore, in the road surface flatness maintenance method described in the present invention, the method also includes: the server calculates the maintenance urgency of each confirmed damage point based on the damage condition, road grade, traffic flow in the most recent period, and historical traffic flow in the same period, sorts all confirmed damage points according to the maintenance urgency, and sends them to maintenance personnel in the associated area.

[0019] Furthermore, in the road surface smoothness maintenance method of the present invention, the bump and shake sensor data are specifically angle and acceleration data;

[0020] The extraction of characteristic parameters of bumps and shakes from effective trajectory points includes: based on angle and acceleration data, calculating acceleration change rate, acceleration change amplitude, angle change rate, angle change amplitude, and time delay between acceleration change and angle change.

[0021] Further, in the road surface flatness maintenance method of the present invention, the environmental information includes the type of vehicle where the detection terminal is located, the placement position of the detection terminal, the type of the detection terminal, the speed of the vehicle where the detection terminal is located, and the geographical location of the vehicle;

[0022] The step of identifying the trajectory points according to the environment information where the detection terminal is located includes:

[0023] All environmental information is comprehensively used to configure corresponding identification thresholds for the change amplitude and / or change rate of the angle and acceleration. The worse the shock absorption effect corresponding to the vehicle type, the greater the connection strength corresponding to the placement position, the lower the sampling accuracy determined by the type of detection terminal, the greater the vehicle speed, and the geographical location of the vehicle where there is a structure that can cause vehicle shaking, the higher the configured identification threshold;

[0024] The change amplitude and / or change rate of the angle and acceleration of each trajectory point are compared with the corresponding discrimination threshold, and the trajectory points whose change amplitude and / or change rate of the angle and acceleration are lower than the corresponding discrimination threshold are screened out.

[0025] Furthermore, in the road surface smoothness maintenance method of the present invention, before extracting the characteristic parameters of bumps and shakes from the effective trajectory points, the method further comprises: identifying the trajectory points based on the normal driving bump and shake analysis strategy, and eliminating the bumps and shakes that are not caused by road surface damage;

[0026] The normal driving bump and shake analysis strategy specifically includes: analyzing the relationship between the changes in speed and acceleration of the trajectory point and the direction of travel. If the speed and acceleration are consistent with or opposite to the direction of travel, and the speed increases linearly in the direction of travel while the acceleration gradually decreases, or the speed decreases linearly in the direction of travel while the acceleration gradually decreases, then it is determined that the vehicle starts and stops or accelerates and decelerates at the trajectory point, and it is not a bump or shake caused by road damage; analyzing the time delay between the acceleration change and the angle change. If the time delay exceeds a first preset time, then it is determined that a normal road slope appears at the trajectory point, and it is not a bump or shake caused by road damage.

[0027] Furthermore, in the road surface flatness maintenance method of the present invention, the preliminarily identifying the estimated damage points of the road surface based on the extracted characteristic parameters includes:

[0028] If there is an instantaneous change in the pitch angle and / or the roll angle, and then a resistance acceleration opposite to the forward direction occurs within a second preset time, and at the same time as the resistance acceleration, there is an instantaneous change in the pitch angle and / or the roll angle again, and the change trend of the angle change again is opposite to the previous change, then it is determined that the estimated damage point of the local depression of the road surface occurs;

[0029] If there is an instantaneous change in the pitch angle and / or roll angle, and at the same time a resistance acceleration opposite to the forward direction occurs, and then the pitch angle and / or roll angle change again occurs instantaneously within a third preset time, and the trend of the angle change is opposite to the previous one, then it is determined that an estimated damage point of a local bulge in the road surface has occurred.

[0030] On the second aspect, a road surface smoothness maintenance system for executing the method as described above is constructed, including a server and a plurality of detection terminals distributed on different vehicles.

[0031] In a third aspect, a detection terminal is constructed and installed in a vehicle, comprising a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the method steps executed by the detection terminal in the method described are implemented.

[0032] In a fourth aspect, a server is constructed, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the method steps executed by the server in the method described are implemented.

[0033] The road surface flatness maintenance method, system, detection terminal, and server of the present invention have the following beneficial effects: the present invention identifies the trajectory points according to the environmental information of the detection terminal, removes the trajectory points without bumps and shakes, and retains the valid trajectory points, which can reduce the processing pressure caused by invalid data and improve the reliability of the data involved in the calculation; and the present invention extracts the characteristic parameters of bumps and shakes from the trajectory points obtained after identification on the terminal side, preliminarily identifies the estimated damage points of the road surface based on the extracted characteristic parameters, and only reports the information related to the estimated damage points to the server, which further reduces the communication and calculation pressure of the server, and the damage judgment based on the characteristic parameters of bumps and shakes is more reliable than the settlement judgment based on the frequency of vehicle vibration in the prior art, and the possibility of misjudgment is relatively reduced;

[0034] Furthermore, in addition to eliminating the trajectory points without bumps and shakes mentioned above, the data screening in the present invention also screens the trajectory points based on the normal driving bump and shake analysis strategy, eliminates the trajectory points with bumps and shakes that are not caused by road damage, and further reduces the processing pressure on the server; in addition, the present invention also performs filtering processing to remove the periodic bump / shake noise data superimposed on the trajectory data, and further improves the reliability and efficiency of data processing; in addition, the present invention will track and update the estimated damage points and confirmed damage points, and the present invention will sort all the confirmed damage points according to the urgency of maintenance, and send them to the maintenance personnel in the associated area, so as to track and maintain the road surface in real time and efficiently; in addition, when the vehicle is near the estimated damage point and the confirmed damage point, the detection terminal improves the sampling accuracy and sampling frequency of the trajectory data, which can appropriately reduce the data volume and calculation amount of the entire system while ensuring effective data collection, thereby reducing the energy consumption of the entire system. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art are briefly introduced below. Obviously, the drawings in the following description are only embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on the provided drawings without creative work:

[0036] Figure 1 It is a schematic diagram of an application scenario of the present invention;

[0037] Figure 2 is a flow chart of a road surface flatness maintenance method according to a first embodiment of the present invention;

[0038] Figure 3 is a flow chart of a road surface flatness maintenance method according to a second embodiment of the present invention;

[0039] Figure 4 It is a structural schematic diagram of a road surface smoothness maintenance system according to Embodiment 3 of the present invention. DETAILED DESCRIPTION

[0040] In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. Typical embodiments of the present invention are shown in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive. It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solutions of the present application, rather than limitations on the technical solutions of the present application. In the absence of conflict, the embodiments of the present invention and the technical features in the embodiments can be combined with each other.

[0041] refer to Figure 1 The method and system of the present invention are applicable to Figure 1 The scene shown. The figure illustrates a detection terminal 200, a vehicle 100, a driving surface 300 of the vehicle, and a damage point 400 on the driving surface 300. The detection terminal 200 is installed in the vehicle 100. The detection terminal 200 can be an independent device or integrated into a navigator, a driving recorder, a car assisted driving system or a mobile phone. The vehicle 100 is a taxi, a bus, a Didi car, a private car, etc. The detection terminal 200 is preferably placed at the front of the vehicle 100, and the connection strength between the two is large enough. When the vehicle 100 travels to the damage point 300, the vehicle 100 is bumped and / or shaken due to insufficient road surface flatness. This bump and shake information will be transmitted to the detection terminal 200, thereby being sensed by the detection terminal 200.

[0042] Embodiment 1

[0043] Combination Figure 1 The execution subjects of the road surface flatness maintenance method of this embodiment involve two, namely, the detection terminal and the server. Figure 2 , the method comprising:

[0044] S101: A detection terminal installed in a vehicle obtains trajectory data during the vehicle's driving process;

[0045] The trajectory data is composed of a large number of trajectory points. Each trajectory point includes time and the heading direction, geographic location, speed, and sensor data such as bumps and shakes corresponding to the time. The sensor data of bumps and shakes are specifically angle and acceleration data. The angle is specifically the pitch angle and / or the roll angle. The acceleration is preferably obtained by sampling using a three-axis acceleration sensor.

[0046] Because of the placement and angle of the terminal, it is impossible to predict in which direction the acceleration change will occur. If only the acceleration data change curve of a certain axis is judged, it will be very inaccurate, so data curves in multiple directions can be used for statistical calculations. Therefore, the method also includes: when obtaining three-axis acceleration data, first select the acceleration with the largest change from the x-axis acceleration, y-axis acceleration, z-axis acceleration, the acceleration synthesized by any two axes, and the acceleration synthesized by three axes to participate in subsequent calculations. For example, when processing the acceleration data of a three-axis acceleration sensor, the signal vector module (SVM) feature can be used to aggregate the acceleration changes in space into vectors in other directions. The acceleration signal vector module (ASVM) is shown in the following formula:

[0047]

[0048]

[0049]

[0050]

[0051] ASVM x =ax

[0052] ASVM y =ay

[0053] ASVM z =az

[0054] Among them, ax, ay, and az are the acceleration data of the acceleration sensor in the three vertical axis directions of the spatial coordinate system x, y, and z respectively. The synthesized acceleration has a total of 7 corresponding acceleration curves. We prefer to use the acceleration curve with the largest change among these 7 for subsequent calculations.

[0055] S102: Identify the trajectory points according to the environment information of the detection terminal, remove the trajectory points without bumps and shakes, and retain the valid trajectory points;

[0056] This step specifically includes:

[0057] 1) Comprehensively configure corresponding discrimination thresholds for the change amplitude and / or change rate of angle and acceleration based on all environmental information;

[0058] The environmental information mentioned here mainly refers to some environmental factors that cause the acceleration and / or angle changes detected by the terminal. If the acceleration and / or angle changes caused are greater, the identification threshold will be higher.

[0059] The environmental information includes but is not limited to: the type of vehicle where the detection terminal is located, the placement position of the detection terminal, the type of the detection terminal, the speed of the vehicle where the detection terminal is located, and the geographical location of the vehicle. For example, different vehicles have different shock absorption effects, buses are relatively poor, and cars are relatively good, so when passing through the same road damage point, the bumps and shakes generated will be different; for another example, the placement position can be rigidly connected to the main frame, or rigidly connected to the rearview mirror inside the car, or simply placed near the main driver's seat, etc.; for another example, the sampling accuracy of the sensor used by the different types of detection terminals will be different; for another example, for the same or the same degree of damage point, the faster the vehicle speed, the more obvious the bumps and shakes; for another example, the geographical location of the vehicle may have structures that can cause vehicle shaking (such as speed bumps, expansion joints of bridges, and cable bridges), which will also affect the bumps and shakes.

[0060] Therefore, accordingly, the worse the shock absorption effect corresponding to the vehicle type, the greater the connection strength corresponding to the placement position, the lower the sampling accuracy determined by the type of detection terminal, the greater the speed of the vehicle, and the geographical location of the vehicle has a structure that may cause vehicle shaking, the higher the configured identification threshold.

[0061] 2) Compare the change amplitude and / or change rate of the angle and acceleration of each trajectory point with the corresponding discrimination threshold, and filter out the trajectory points whose change amplitude and / or change rate of the angle and acceleration are lower than the corresponding discrimination threshold.

[0062] It is understandable that for a single identification object (such as the acceleration change amplitude, acceleration change rate, angle change amplitude, and angle change rate are all single identification objects), there is only one identification threshold, but the identification threshold is not constant at any time, but is determined by the many environmental information at each time mentioned above. The contribution of different environmental information to the identification threshold can be allocated based on experience.

[0063] In this way, after processing in this step, we will directly eliminate the trajectory points without bumps and shakes, which greatly reduces the burden of data processing.

[0064] S103: extracting characteristic parameters of bumps and shakes from valid trajectory points, preliminarily identifying estimated damage points of the road surface based on the extracted characteristic parameters, and reporting information related to the estimated damage points to the server;

[0065] Specifically, the reporting methods include automatic reporting and manual reporting.

[0066] Specifically, the extraction of characteristic parameters of bumps and shakes from valid trajectory points includes: based on angle and acceleration data, calculating acceleration change rate, acceleration change amplitude, angle change rate, angle change amplitude, and time delay between acceleration change and angle change.

[0067] Specifically, the estimated damage points of the road surface are preliminarily identified based on the extracted characteristic parameters, including:

[0068] 1) If there is an instantaneous change in the pitch angle and / or the roll angle, and then a resistance acceleration opposite to the forward direction occurs within a second preset time, and at the same time as the resistance acceleration, there is an instantaneous change in the pitch angle and / or the roll angle again, and the change trend of the angle change again is opposite to the previous change, then it is determined that the estimated damage point of the local depression of the road surface occurs;

[0069] The depth of the depression is proportional to the magnitude of the resistance acceleration and the instantaneous angle change. The time delay from the instantaneous angle change to the resistance acceleration change is proportional to the size of the depression. The specific size of the depression can be roughly estimated by the product of the speed and the time delay. The depth of the depression is the height dimension in the vertical direction, and the size of the depression refers to the radial width in the horizontal direction.

[0070] 2) If there is an instantaneous change in the pitch angle and / or the roll angle, and at the same time a resistance acceleration opposite to the forward direction occurs, and then within a third preset time, there is an instantaneous change in the pitch angle and / or the roll angle again, and the trend of the angle change again is opposite to that of the previous change, it is determined that an estimated damage point of a local bulge in the road surface occurs;

[0071] The height of the bump is proportional to the magnitude of the resistance acceleration and the instantaneous angle change. The time delay from the change in resistance acceleration to the instantaneous angle change is proportional to the size of the bump. The specific size of the bump can be roughly estimated by multiplying the speed and the time delay. Similarly, the depth of the bump is the height dimension in the vertical direction, and the size of the bump refers to the radial width in the horizontal direction.

[0072] The preset time mentioned above can be set based on experience. The instantaneous change mentioned above emphasizes that the change is very fast, which can be reflected by the rate of change. For example, if the rate of change is greater than the set value, it is considered to be an instantaneous change.

[0073] In this step, the information related to the reported estimated damage point, including all environmental information, trajectory point data and characteristic parameters associated with the estimated damage point within a period of time before and after the relevant detection moment corresponding to the estimated damage point, are all sent to the server to facilitate the server to perform comprehensive analysis.

[0074] S104: The server receives the reporting information of multiple vehicles, and re-evaluates whether the estimated damage point is a confirmed damage point in combination with the corresponding road damage identification standard.

[0075] It is understandable that the server can recalculate the estimated damage points by itself based on the reported information of multiple vehicles. For example, it can filter the original information reported by multiple vehicles again to remove interference, identify, and extract characteristic parameters, and then re-evaluate whether the estimated damage points are confirmed damage points in combination with the corresponding road damage identification standards; or it can directly use the estimated damage points determined by the terminal, that is, directly re-evaluate whether the estimated damage points are confirmed damage points in combination with the corresponding road damage identification standards.

[0076] The evaluation can be performed once for each reported information received, or it can be performed after a certain period of time, and all the estimated damage points involved in the reported information during that period of time can be evaluated uniformly. In order to ensure reliability, it is generally recommended to conduct an evaluation after a certain period of time based on the information of multiple vehicles' terminals. Therefore, the reported estimated damage points can be added to the estimated damage database in a timely manner, and the damaged points can be added to the confirmed damage database after a certain period of time.

[0077] In this step, the re-evaluation of whether the estimated damage point is a confirmed damage point in combination with the corresponding road damage identification standard specifically includes:

[0078] 1) Matching the corresponding road damage identification standard according to the vehicle's geographic location, electronic map, and road grade, and evaluating whether the estimated damage point is damaged according to the road damage identification standard;

[0079] Because different regions and roads have different standards for identifying damage, the identification standards include determining whether there is damage and the specific circumstances of the damage. Therefore, it is necessary to compare the vehicle's geographical location with the electronic map to determine the area where the vehicle is located, and then add the specific road grade to find the corresponding road damage identification standards. For example, the lower the road grade, the lower the standard for identifying road damage points.

[0080] The level of identification standard is negatively correlated with the size definition of the damage point, that is, the higher the identification standard, the smaller the size definition of the damage point, and the lower the identification standard, the larger the size definition of the damage point. For example, in cities, a depression larger than 20 cm and deeper than 3 cm is considered a damage point, while in suburban areas, a depression larger than 50 cm and deeper than 8 cm is considered a damage point.

[0081] 2) If damage is assessed, the estimated damage point is considered to be a confirmed damage point and is added to the confirmed damage database;

[0082] 3) If the assessment shows no damage, the estimated damage point is deleted from the estimated damage database, and the corresponding confirmed damage point is deleted from the confirmed damage database simultaneously.

[0083] It is understandable that if the estimated damage point already exists in the estimated damage database, there is no need to write it again. Similarly, if the confirmed damage point already exists in the confirmed damage database, there is no need to write it again.

[0084] S105: The server calculates the repair urgency of each confirmed damage point according to the damage condition, road grade, traffic volume in the latest period, and historical traffic volume in the same period, sorts all confirmed damage points according to the repair urgency, and sends them to maintenance personnel in the associated area.

[0085] The so-called associated area refers to the area where the road is located. Generally, different areas have different maintenance personnel, so the information of confirmed damage points can be sent to the maintenance terminal of specific maintenance personnel in a targeted manner. Of course, in addition to sending confirmed damage points, appropriate maintenance time periods and optional maintenance plans can also be given based on the damage situation, traffic volume, and road grade to reduce congestion caused by road maintenance. In addition, for some internal roads, maintenance information can also be pushed to the associated property management unit.

[0086] Specifically, the more serious the damage, the higher the road grade, the greater the traffic volume in the latest period, and the greater the traffic volume in the same period in history, the higher the maintenance urgency. Of course, although these four factors will affect the maintenance urgency, their contributions to maintenance urgency are different. Specifically, the damage, road grade, traffic volume in the latest period, and traffic volume in the same period in history contribute to the maintenance urgency in descending order.

[0087] Preferably, the method further comprises: the server sends the information in the estimated damage database and the confirmed damage database to all detection terminals periodically or when the estimated damage database and the confirmed damage database are updated. When the vehicle is near the estimated damage point and the confirmed damage point, the detection terminal improves the sampling accuracy and sampling frequency of the trajectory data. In this way, by changing the sampling accuracy and sampling frequency of the sensor, the data volume and calculation amount of the entire system can be appropriately reduced under the premise of meeting the effective data collection, thereby reducing the energy consumption of the entire system.

[0088] It should be noted that the above steps S101-S103 are executed by the terminal, and S104-S105 are executed by the server, so S101-S103 and S104-S105 are independently executed by different entities, and do not have to be strictly executed in the order of the flowchart. In addition, steps S104 and S105 are not strictly related in time sequence, and S105 is not necessarily executed immediately after S104.

[0089] In this embodiment, through long-term evaluation after road damage repair, the efficiency of different road maintenance plans under different circumstances can be compared, so as to provide a better maintenance plan for long-term road maintenance. By collecting and verifying data again on the roads after maintenance and treatment, the present invention combines the time span of the entire life cycle of the road to more clearly understand the overall situation of the road.

[0090] Embodiment 2

[0091] refer to Figure 3 The road surface flatness maintenance method of this embodiment includes:

[0092] S201: The detection terminal installed in the vehicle obtains the trajectory data of the vehicle during driving. This step is the same as step S101 in the first embodiment and will not be described again here;

[0093] S202: Filter the originally acquired trajectory data to remove periodic bumpy / shaking noise data superimposed on the trajectory data.

[0094] The purpose of this step is to filter out interference information, such as the vibration caused by the vehicle's engine. These vibrations have nothing to do with the road surface and are generally regular and long-term vibration information. Therefore, the filtering part first removes this interference. After removing most of the prior interference information, most of the remaining bumps and shakes are related to the road.

[0095] It can be seen that the difference between filtering and identification is that identification directly removes the trajectory points, while filtering is not the case. It only removes noise from the data of the trajectory points, rather than eliminating the trajectory points.

[0096] S203: Identify the trajectory points according to the environment information of the detection terminal, remove the trajectory points without bumps and shakes, identify the trajectory points based on the normal driving bump and shake analysis strategy, remove the trajectory points with bumps and shakes not caused by road damage, and finally retain the valid trajectory points;

[0097] Although after the filtering process of S201, what remains is mainly the bump and shake information related to the road, but because the bump and shake of the vehicle during driving is caused by the damaged points of the road surface, the vehicle climbing, starting and stopping, acceleration and deceleration, steering avoidance, collision, etc. under the normal road structure, rather than the actual damage to the road surface, these also need to be identified. For example, the road itself does have an upward or downward slope; there are also some phenomena that exist during normal driving, such as frequent vehicle starts and stops at intersections on the road, and normal vehicle acceleration and deceleration, which will cause changes in the acceleration curve, but these are not actually bumps and shakes caused by road damage, so these track points also need to be removed.

[0098] That is to say, this step performs two types of identification. The first type of identification, that is, in this step, "identifying the trajectory points according to the environmental information of the detection terminal, and eliminating the trajectory points without bumps and shakes", is the same as step S102 in Example 1, and will not be repeated here. Compared with Example 1, this step adds a second type of identification, that is, "identifying the trajectory points based on the normal driving bump and shake analysis strategy". The main purpose of this type of identification is to eliminate the bumpy and shaking trajectory points that are not caused by road damage.

[0099] Specifically, in the second type of identification, the normal driving bump and shake analysis strategy specifically includes:

[0100] 1) Analyze the relationship between the changes in speed and acceleration of the trajectory point and the direction of travel. If the speed and acceleration are consistent with or opposite to the direction of travel, and the speed increases linearly in the direction of travel while the acceleration gradually decreases, or the speed decreases linearly in the direction of travel while the acceleration gradually decreases, then it is determined that the trajectory point has vehicle start-stop or acceleration and deceleration, and it is not a bump or shake caused by road damage;

[0101] 2) Analyze the time delay between the acceleration change and the angle change. If the time delay exceeds the first preset time, it is determined that the trajectory point has a normal road slope and is not a bump or shake caused by road damage.

[0102] S204: extracting characteristic parameters of bumps and shakes from valid trajectory points, preliminarily identifying estimated damage points of the road surface based on the extracted characteristic parameters, and reporting information related to the estimated damage points to the server; this step is similar to step S103 in the first embodiment, and will not be repeated here;

[0103] S205: The server receives the reported information of multiple vehicles and promptly adds the reported estimated damage points to the estimated damage database;

[0104] S206: The server determines, for each estimated damage point in the estimated damage database, whether reporting information from detection terminals of a preset number (for example, N, where N is a set positive integer) of vehicles near the estimated damage point has been collected within a period of time T. If not, S207 is executed; otherwise, S208 is executed and then S209 is executed;

[0105] It is understandable that different damage points may collect different reported information within the same period of time. For example, the traffic volume per unit time of a damage point on a relatively remote road is different from that of a damage point on a main road with heavy traffic. Therefore, the amount of damage point information collected per unit time is also different. In order to obtain enough damage point information, different time T can be set for different damage points.

[0106] S207: deleting the estimated damage point from the estimated damage database, and synchronously deleting the corresponding confirmed damage point from the confirmed damage database.

[0107] If a damage point does not receive enough reports about it within a period of time, it means that the damage point has been repaired, or there is an error in the previous report assessment (for example, the report was triggered by steering avoidance or collision) and needs to be corrected. Or the road where the damage point is located is extremely remote or abandoned and is temporarily not included in the system's consideration.

[0108] S208: Re-evaluate whether the estimated damage point is a confirmed damage point in combination with the corresponding road damage identification standard. This step is the same as step S104 in the first embodiment and will not be repeated here.

[0109] S209: The server calculates the repair urgency of each confirmed damage point according to the damage condition, road grade, traffic volume in the latest period, and historical traffic volume in the same period, sorts all confirmed damage points according to the repair urgency, and sends them to maintenance personnel in the associated area.

[0110] Embodiment 3

[0111] refer to Figure 4 This embodiment discloses a road surface smoothness maintenance system for executing the above-mentioned method, which includes a server and multiple detection terminals distributed on different vehicles, and also includes a maintenance terminal. The maintenance terminal is managed by maintenance personnel. Each maintenance terminal is responsible for road management in a related area. The server will push the road maintenance information of each area to the corresponding maintenance terminal in a targeted manner.

[0112] The server can calculate on its own or hand over the calculation task to the computing center. The server can connect to multiple detection terminals. The detection terminals can work alone or be networked through the server. Multiple detection terminals can work together in a network. The server and the computing center can be a single device, a cluster of multiple devices, or both integrated into the same device and connected to each other through the network. When the server needs big data calculation and training computing power, it actively initiates a request to the computing center. The original data is transmitted to the computing center in a desensitized and encrypted manner. The results and status after calculation and training are returned to the server. The computing center continuously optimizes the model, judgment criteria and preset thresholds through long-term big data offline learning and training of continuously reported data. The optimized model and parameters can be updated to the server itself and all detection terminals.

[0113] Embodiment 4

[0114] This embodiment discloses a detection terminal installed in a vehicle, comprising a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the method steps executed by the detection terminal in the method described above are implemented.

[0115] Embodiment 5

[0116] This embodiment discloses a server, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the method steps executed by the server in the method described above are implemented.

[0117] In summary, the road surface flatness maintenance method, system, detection terminal, and server of the present invention have the following beneficial effects: the present invention identifies the trajectory points according to the environmental information of the detection terminal, eliminates the trajectory points without bumps and shaking, and retains the valid trajectory points, which can not only reduce the processing pressure caused by invalid data, but also improve the reliability of the data involved in the calculation; and the present invention extracts the characteristic parameters of bumps and shaking from the trajectory points obtained after identification on the terminal side, and preliminarily identifies the estimated damage points of the road surface based on the extracted characteristic parameters, and only reports the information related to the estimated damage points to the server, which further reduces the communication and calculation pressure of the server, and the damage judgment based on the characteristic parameters of bumps and shaking is more reliable than the settlement judgment based on the frequency of vehicle vibration in the prior art, and the possibility of misjudgment is relatively reduced; further, the identification of data in the present invention, in addition to the above-mentioned bumps and shaking In addition to eliminating bumpy and shaking trajectory points, the trajectory points are also identified based on the normal driving bump and shake analysis strategy, and the bumpy and shaking trajectory points that are not caused by road damage are eliminated, thereby further reducing the processing pressure on the server; in addition, the present invention will also perform filtering processing to remove the periodic bump / shaking noise data superimposed on the trajectory data, thereby further improving the reliability and efficiency of data processing; in addition, the present invention will track and update the estimated damage points and confirmed damage points, and the present invention will sort all confirmed damage points according to the urgency of maintenance, and send them to the maintenance personnel in the associated area, so as to track and maintain the road surface in real time and efficiently; in addition, when the vehicle is near the estimated damage point and the confirmed damage point, the detection terminal improves the sampling accuracy and sampling frequency of the trajectory data, which can appropriately reduce the data volume and calculation amount of the entire system while ensuring effective data collection, thereby reducing the energy consumption of the entire system.

[0118] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0119] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation modes, which are merely illustrative rather than restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the present invention and the claims, all of which are within the protection of the present invention.

Claims

1. A method for maintaining road surface flatness, characterized in that: The method comprises: The detection terminal installed in the vehicle obtains the trajectory data of the vehicle during driving, wherein the trajectory data is composed of trajectory points, and each trajectory point includes sensor data of bumps and shakes; According to the environment information of the detection terminal, the trajectory points are identified, and the trajectory points without bumps and shakes are eliminated, and the valid trajectory points are retained; Extracting characteristic parameters of bumps and shakes from valid trajectory points, preliminarily identifying estimated damage points of the road surface based on the extracted characteristic parameters, and reporting information related to the estimated damage points to the server; The server receives reporting information from multiple vehicles and re-evaluates whether the estimated damage points are confirmed damage points based on corresponding road damage identification standards.

2. The road surface flatness maintenance method according to claim 1, characterized in that: The method further comprises: filtering the originally acquired trajectory data to remove periodic bumpy / shaking noise data superimposed on the trajectory data.

3. The road surface flatness maintenance method according to claim 1, characterized in that: When the server receives the reported information, it adds the reported estimated damage point to the estimated damage database; The re-evaluation of whether the estimated damage point is a confirmed damage point in combination with the corresponding road damage identification standard specifically includes: matching the corresponding road damage identification standard according to the vehicle's geographical location, electronic map, and road grade, and evaluating whether the estimated damage point is damaged according to the road damage identification standard; if it is assessed to be damaged, the estimated damage point is considered to be a confirmed damage point and is added to a confirmed damage database; if it is assessed to be not damaged, the estimated damage point is deleted from the estimated damage database, and the corresponding confirmed damage point is simultaneously deleted from the confirmed damage database.

4. The road surface flatness maintenance method according to claim 3, characterized in that: The method also includes: for each estimated damage point in the estimated damage database, determining whether reporting information from detection terminals of a preset number of vehicles near the estimated damage point has been collected within a period of time; if not, deleting the estimated damage point from the estimated damage database, and synchronously deleting the corresponding confirmed damage point from the confirmed damage database.

5. The road surface flatness maintenance method according to claim 3, characterized in that: The method further comprises: The server sends the information in the estimated damage database and the confirmed damage database to all detection terminals periodically or when the estimated damage database and the confirmed damage database are updated; The detection terminal improves the sampling accuracy and sampling frequency of trajectory data when the vehicle is near the estimated damage point and near the confirmed damage point.

6. The road surface flatness maintenance method according to claim 1, characterized in that: The method also includes: the server calculates the maintenance urgency of each confirmed damage point according to the damage situation, road grade, traffic flow in the latest period, and historical traffic flow in the same period, sorts all confirmed damage points according to the maintenance urgency, and sends them to maintenance personnel in the associated area.

7. The road surface flatness maintenance method according to claim 1, characterized in that: The sensor data of bumps and shakes are specifically angle and acceleration data; The extraction of characteristic parameters of bumps and shakes from effective trajectory points includes: based on angle and acceleration data, calculating acceleration change rate, acceleration change amplitude, angle change rate, angle change amplitude, and time delay between acceleration change and angle change.

8. The road surface flatness maintenance method according to claim 7, characterized in that: The environmental information includes the type of vehicle where the detection terminal is located, the placement location of the detection terminal, the type of the detection terminal, the speed of the vehicle where the detection terminal is located, and the geographical location of the vehicle; The step of identifying the trajectory points according to the environment information where the detection terminal is located includes: All environmental information is comprehensively used to configure corresponding identification thresholds for the change amplitude and / or change rate of the angle and acceleration. The worse the shock absorption effect corresponding to the vehicle type, the greater the connection strength corresponding to the placement position, the lower the sampling accuracy determined by the type of detection terminal, the greater the vehicle speed, and the geographical location of the vehicle where there is a structure that can cause vehicle shaking, the higher the configured identification threshold; The change amplitude and / or change rate of the angle and acceleration of each trajectory point are compared with the corresponding discrimination threshold, and the trajectory points whose change amplitude and / or change rate of the angle and acceleration are lower than the corresponding discrimination threshold are screened out.

9. The road surface flatness maintenance method according to claim 7, characterized in that: Before extracting characteristic parameters of bumps and shakes from valid trajectory points, the method also includes: identifying the trajectory points based on a normal driving bump and shake analysis strategy, and eliminating trajectory points with bumps and shakes that are not caused by road damage; the normal driving bump and shake analysis strategy specifically includes: analyzing the relationship between the changes in speed and acceleration of the trajectory points and the direction of travel, if the speed and acceleration are consistent with or opposite to the direction of travel, and the speed increases linearly in the direction of travel and the acceleration gradually decreases, or the speed decreases linearly in the direction of travel and the acceleration gradually decreases, then it is determined that the trajectory point has vehicle start-stop or acceleration / deceleration, and it is not bumps or shakes caused by road damage; and, analyzing the time delay between the acceleration change and the angle change, if the time delay exceeds a first preset time, then it is determined that the trajectory point has a normal road slope, and it is not bumps or shakes caused by road damage.

10. The road surface flatness maintenance method according to claim 7, characterized in that: The method of preliminarily identifying the estimated damage point of the road surface based on the extracted characteristic parameters includes: if there is an instantaneous angular change in the pitch angle and / or the roll angle, and then a resistance acceleration opposite to the forward direction appears within a second preset time, and at the same time as the resistance acceleration appears, there is an instantaneous change in the pitch angle and / or the roll angle again, and the trend of the angle change again is opposite to the previous time, then it is determined that the estimated damage point of the road surface is a local depression; if there is an instantaneous angular change in the pitch angle and / or the roll angle, and at the same time a resistance acceleration opposite to the forward direction appears, and then within a third preset time, there is an instantaneous change in the pitch angle and / or the roll angle again, and the trend of the angle change again is opposite to the previous time, then it is determined that the estimated damage point of the road surface is a local protrusion.

11. A road surface smoothness maintenance system for executing the method according to any one of claims 1 to 10, characterized in that: It includes a server and multiple detection terminals distributed on different vehicles.

12. A detection terminal installed in a vehicle, characterized in that: The method comprises a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the method steps performed by the detection terminal in the method according to claims 1 to 10 are implemented.

13. A server, characterized in that: The method comprises a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the method steps executed by the server in the method according to claims 1 to 10 are implemented.

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