A traffic safety management system based on a highway drainage structure and a method thereof

Abstract

The application relates to a traffic safety management system based on a highway drainage structure and a method thereof, the system comprising: a drainage structure arranged in a median strip of a highway, which comprises a main drainage ditch arranged longitudinally along the median strip and a plurality of independent auxiliary drainage ditches arranged side by side on both sides of the main drainage ditch and partially communicated with the main drainage ditch; a collection module for acquiring waterlogging information related to each auxiliary drainage ditch and traffic flow density information related to the highway; and a feedback processing module capable of determining the road waterlogging degree of one or more road nodes corresponding to the auxiliary drainage ditch in response to the waterlogging information and generating traffic management content adaptive to the road waterlogging degree based on the traffic flow density information. The application sets a plurality of independent auxiliary drainage ditches in the existing highway drainage structure, obtains the road waterlogging conditions of each road section by monitoring the liquid information in each auxiliary drainage ditch, and then performs accurate traffic control based on the road waterlogging conditions and the traffic flow density.

Description

Technical Field

[0001] This invention relates to the field of highway monitoring technology, and in particular to a traffic safety management system and method based on highway drainage structure. Background Technology

[0002] Highway drainage systems are crucial for maintaining the normal use of the roadbed and roadside areas. They play a vital role in ensuring roadbed stability, reducing engineering defects, and maintaining normal highway operation.

[0003] When assessing road flooding, existing technologies often employ the following methods: ① Manual observation and detection: After flooding occurs, inspectors arrive at the site to assess the situation. Therefore, flooding can only be detected some time after it has occurred, making it impossible to promptly report potential hazards and resulting in a certain degree of lag. ② Combining weather forecast prediction and analysis, such as CN112948936A which discloses a three-dimensional simulation method for highway flooding during rainfall. This method analyzes the characteristics and influencing factors of road flooding by establishing a road slope geometric model and a hydraulic-based theoretical model. However, due to the complexity of road water accumulation and the time lag and uncertainty of weather forecasts, predicting and assessing road water accumulation based on weather forecasts involves extremely complex calculation processes, making it difficult to quickly analyze and judge road water accumulation, thus affecting the effectiveness of traffic safety management decisions. Furthermore, this method covers a wide range of road sections, making it difficult to accurately locate waterlogged sections and failing to achieve precise traffic control on highways. ③ Based on image recognition technology analysis, such as CN113592863A which discloses an image processing-based urban road water accumulation detection method, this method uses acquired infrared images of the road surface, denoises the infrared images to obtain reconstructed signals, determines the temperature level of each pixel in the infrared image, determines the temperature level threshold for dividing the road water accumulation area, obtains the edge image of the road water accumulation area, and obtains the area and depth indicators of the road water accumulation area. While image capture and model recognition-based analysis methods are relatively accurate, they require the deployment of numerous image acquisition points to comprehensively cover the entire road section and monitor water accumulation. This results in high management and maintenance costs. Conversely, if the coverage of image acquisition points is limited (e.g., blind spots), the monitoring range becomes very limited, making it impossible to effectively monitor the entire road section. Furthermore, image recognition is susceptible to errors caused by weather conditions, such as a significant decrease in accuracy under low light conditions like cloudy days or nighttime. In addition, processing images in segments involves a massive amount of data, which can affect the system's ability to make judgments and provide relevant decision-making suggestions.

[0004] Existing technologies have developed solutions for controlling traffic signals at intersections around a detection area by analyzing real-time monitoring data of rainfall and traffic flow. For example, CN114973649A discloses a real-time traffic control method for underpass areas based on rainfall-level management. This method uses a traffic data analysis and control center for underpass areas and its integrated traffic signal timing optimization unit around the underpass areas as an information analysis center. It can collect information on water accumulation in underpasses and traffic flow in underpass areas sent by rainfall information collection units and road traffic volume data collection units. Based on the above information, it controls the output unit of traffic signal timing mode around the underpass areas to adjust the display duration of traffic lights in real time, the traffic warning display unit under the underpasses to display text warning information in real time, and actively implement traffic blocking as required. This method achieves real-time traffic signal control by comprehensively analyzing real-time monitoring data of rainfall and traffic flow in underpass areas. However, current road flooding monitoring mainly relies on water level sensors and other road flooding monitoring devices installed in specific areas. This technology can only monitor a specific sunken bridge area, meaning it is only applicable to bridges, tunnels, and culverts. If applied to relatively long highway areas, traffic flow information can only correspond to specific flooding detection areas, thus failing to achieve comprehensive traffic safety management across the entire road segment. Setting up traffic flow detection measures in every flooding detection area would significantly increase management costs, contradicting the low deployment cost sought by this invention. Even with multiple traffic flow detection points, adjacent traffic flow information is only used to manage traffic in the current section. If a sudden safety incident such as a car accident occurs on a highway, the independent detection of traffic flow information will prevent adjacent areas from providing timely warnings of sudden changes in traffic flow, leading to a disconnect in traffic management between adjacent road sections.

[0005] Accurate detection of water volume information is directly related to the accuracy of traffic safety control. Existing technologies already exist for detecting groundwater collected in specific areas by setting up multiple sensing devices. For example, CN109853716A discloses a monitoring well device based on a sponge city blind ditch drainage system. This device includes a collection tank, a water seal tank, and an outlet tank, which are arranged sequentially. The collection tank is connected to the blind ditch through an inlet pipe. The collection tank and the water seal tank are divided into three compartments, with each compartment corresponding to one of the compartments in the collection tank and the water seal tank. A siphon pipe connects each compartment of the collection tank to a compartment of the water seal tank. Each compartment of the three water seal tanks is connected to the outlet tank, which is connected to a rainwater well through an outlet pipe. Ultrasonic sensors are installed on the walls of each compartment of the collection tank, and the ultrasonic sensors are connected to a controller. The height of the collection tank, the water seal tank, and the outlet tank decreases sequentially. The sensors in this technical solution are located at the confluence of water accumulation. They can only reflect the overall situation of water accumulation in the main pipe and cannot accurately judge the degree of water accumulation in specific areas. This leads to inaccurate location of road area information in severely waterlogged areas and makes it impossible to accurately control the specific traffic flow restriction management process.

[0006] The above analysis reveals that existing technologies suffer from inaccurate detection and judgment of road flooding and traffic flow information. On one hand, existing technologies typically detect and manage point-like regional traffic information, focusing on specific hazardous sections as the primary control areas, failing to provide comprehensive management based on flooding and traffic flow information across the entire road segment. On the other hand, existing flooding detection methods can only analyze the road conditions of converging areas, failing to accurately reflect the flooding status of adjacent road segments. Furthermore, conventional processing methods in existing technologies are single-variable control processes based on flooding and traffic flow, unable to consider both flooding levels and traffic density information, sacrificing road efficiency and resulting in poor traffic safety management. In other words, existing technologies or combinations thereof cannot achieve a dynamic allocation process for traffic management across the entire road segment based on flooding information.

[0007] Furthermore, 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 this invention, but due to space limitations, not all details and contents were listed in detail. However, this does not mean that the present invention does not possess the features of these prior art. On the contrary, the present invention already possesses all the features of the prior art, and the applicant reserves the right to add relevant prior art to the background art. Summary of the Invention

[0008] In view of the shortcomings of the prior art, the present invention provides a traffic safety management system and method based on highway drainage structure, which aims to solve at least one or more technical problems existing in the prior art.

[0009] To achieve the above objectives, the present invention provides a traffic safety management system based on a highway drainage structure, comprising:

[0010] A drainage structure located in the median strip of a highway includes a main drainage ditch arranged longitudinally along the median strip and several independent auxiliary drainage ditches arranged side by side on both sides of the main drainage ditch and partially connected to the main drainage ditch.

[0011] The data acquisition module is used to obtain water accumulation information related to each auxiliary drainage ditch and traffic flow density information related to the highway.

[0012] The feedback processing module is communicatively coupled to the acquisition module and is configured to determine the degree of road water accumulation at one or more road nodes corresponding to the auxiliary drainage ditch in response to water accumulation information, and generate traffic management content adapted to the degree of road water accumulation based on traffic flow density information.

[0013] This invention adds several independent auxiliary drainage ditches to the drainage structure of highways. By monitoring the water accumulation information in the auxiliary drainage ditches corresponding to one or more road nodes, the degree of road water accumulation at each road node is calculated and analyzed, and corresponding traffic safety management measures are formulated. This invention achieves precise location of road water accumulation across a wide area and section by section using the highway drainage structure with low deployment cost and fast analysis response speed. Simultaneously, it combines road water accumulation conditions with traffic flow density for traffic safety management. Prioritizing safe vehicle passage while considering traffic pressure, it provides more flexible traffic management decisions to avoid exacerbating road traffic congestion caused by traffic control measures targeting road water accumulation.

[0014] Preferably, the feedback processing module determines the road waterlogging level of one or more road nodes corresponding to the auxiliary drainage ditch in response to waterlogging information by recording the road waterlogging level in a manner that associates the timestamped waterlogging information with the location information of one or more road nodes corresponding to the auxiliary drainage ditch. This invention aims to achieve flexible dynamic traffic allocation through effective monitoring of road waterlogging levels. Conventional dynamic traffic allocation, under the condition of known traffic supply and demand, analyzes the optimal traffic flow distribution pattern and, through certain control measures and guidance strategies, rationally reallocates the determined travel demand in space and time, thereby enabling the efficient and safe operation of the traffic network. Preferably, the feedback processing module determines the corresponding road node information based on the change information of road waterlogging level over time, and generates traffic management content adapted to the corresponding road node when the spatial position of a vehicle, determined based on traffic flow information analysis, approaches the corresponding road node. On the one hand, continuous analysis of timestamped waterlogging information can determine the waterlogging changes over a certain period, and then determine the expected warning location based on the location information of one or more road nodes corresponding to the auxiliary drainage ditch, and can perform advance spatial marking through the feedback processing module. On the other hand, continuous monitoring and analysis of traffic flow can determine the specific road sections where vehicles travel within a certain time period. When the expected travel time of vehicles coincides with the time period when changes in water accumulation information trigger an early warning, the feedback processing module can generate traffic management content in advance that is adapted to the degree of road water accumulation, thereby improving the effectiveness and timeliness of traffic management prompts.

[0015] The degree of road flooding introduces uncertainty into the routine dynamic traffic allocation process, making accurate monitoring of road flooding information crucial. On one hand, delayed monitoring and early warning of road flooding fail to alleviate traffic congestion caused by flooding. Drivers often only receive flooding information after entering flooded sections, making timely route changes impossible and increasing the risk of congestion and accidents. On the other hand, immediately controlling traffic flow across the entire road segment upon detecting flooding can actually reduce overall traffic efficiency. Preferably, the perceptible control instructions generated by the feedback processing module for outputting traffic management content vary depending on the correlation between road flooding levels and traffic density information at different road nodes. For example, in response to real-time traffic density information, when highway traffic density is low and traffic pressure is low, traffic control is primarily based on road flooding conditions. Coordinating the processing of road flooding levels and traffic density information achieves more efficient road traffic flow.

[0016] Preferably, the feedback processing module generates traffic management content adapted to the degree of road water accumulation based on traffic flow density information, including: the feedback processing module generates perceptible control instructions for outputting traffic management content in a manner that correlates traffic flow density information with the degree of road water accumulation at one or more corresponding road nodes.

[0017] Preferably, the perceptible control instructions generated by the feedback processing module for outputting traffic management content vary depending on the correlation between the degree of road flooding and traffic flow density information.

[0018] Preferably, the acquisition module includes a liquid information acquisition unit arranged in each auxiliary drainage ditch for acquiring water accumulation information.

[0019] Preferably, the liquid information acquisition unit is configured to acquire the liquid pH information in each auxiliary drainage ditch, so that the feedback processing module can respond to abnormal changes in the liquid pH information by associating the location information of the auxiliary drainage ditch with abnormal pH information with the location information of its corresponding road node to generate a corresponding warning reminder instruction.

[0020] Preferably, the liquid information acquisition unit is further configured to acquire liquid flow information in each auxiliary drainage ditch, enabling the feedback processing module to respond to abnormal changes in liquid flow information by associating the location information of the auxiliary drainage ditch with abnormal flow information with that of its corresponding road node to generate corresponding warning and reminder instructions. By analyzing abnormal flow information in the auxiliary drainage ditches, this invention can promptly monitor abnormal situations affecting the operation of the drainage structure, such as backflow caused by blockage of the main drainage ditch or blockage of the auxiliary drainage ditch preventing water from flowing into the main drainage ditch. Furthermore, it can accurately locate the corresponding road node based on the auxiliary drainage ditch where the above-mentioned abnormality occurs, and promptly generate reminder messages to improve the troubleshooting and maintenance efficiency of maintenance personnel.

[0021] Preferably, the present invention also relates to a traffic safety management method based on a highway drainage structure, used to determine the content for road traffic safety management according to the highway water accumulation situation, the traffic safety management method comprising:

[0022] Provide a drainage structure arranged in the median strip of a highway, the drainage structure including a main drainage ditch arranged longitudinally along the median strip and several independent auxiliary drainage ditches arranged side by side on both sides of the main drainage ditch and partially connected to the main drainage ditch.

[0023] Obtain water accumulation information related to each auxiliary drainage ditch and traffic flow density information related to the highway;

[0024] In response to water accumulation information, the degree of road water accumulation at one or more road nodes corresponding to the auxiliary drainage ditch is determined, and traffic management content adapted to the degree of road water accumulation is generated based on traffic flow density information.

[0025] Preferably, the step of determining the degree of road water accumulation at one or more road nodes corresponding to the auxiliary drainage ditch in response to water accumulation information may include: recording the degree of road water accumulation in a manner that associates the water accumulation information with timestamps with the location information of one or more road nodes corresponding to the auxiliary drainage ditch.

[0026] Preferably, the step of generating traffic management content adapted to the degree of road water accumulation based on traffic flow density information may include: generating perceptible control instructions for outputting traffic management content in a manner that correlates traffic flow density information with the degree of road water accumulation at one or more corresponding road nodes. Attached Figure Description

[0027] Figure 1 This is a plan view of a drainage structure according to a preferred embodiment of the present invention;

[0028] Figure 2 This is a module connection diagram of a highway drainage monitoring system according to a preferred embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram of the installation of a liquid information acquisition unit monitoring instrument according to a preferred embodiment of the present invention.

[0030] List of reference numerals

[0031] 10: Drainage structure; 20: Acquisition module; 30: Feedback processing module; 101: Main drainage ditch; 102: Auxiliary drainage ditch; 201: Liquid information acquisition unit; 202: Vehicle information acquisition unit; 2011: Flow sensor; 2012: Liquid level sensor; 2013: Auxiliary sensor; 2014: Monitoring sensor. Detailed Implementation

[0032] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby providing a clearer and more explicit definition of the scope of protection of the present invention. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited to the embodiments described herein.

[0033] Example 1

[0034] like Figure 1 and Figure 2 As shown, the present invention provides a traffic safety management system based on a highway drainage structure, which may include:

[0035] The drainage structure 10 arranged in the median strip of the highway includes a main drainage ditch 101 arranged longitudinally along the median strip and several independent auxiliary drainage ditches 102 arranged side by side on both sides of the main drainage ditch 101 and partially connected to the main drainage ditch 101.

[0036] The data acquisition module 20 is used to acquire water accumulation information related to each auxiliary drainage ditch 102 and traffic flow density information related to the highway.

[0037] The feedback processing module 30 is communicatively coupled to the acquisition module 20 and is configured to determine the degree of road water accumulation at one or more road nodes corresponding to the auxiliary drainage ditch 102 in response to water accumulation information, and generate traffic management content adapted to the degree of road water accumulation based on traffic flow density information.

[0038] According to a preferred embodiment, the median strip of a highway consists of a central divider and two side curbs. Its width is determined by the lateral clearance beyond the driving lanes, and the width of the facilities required to prevent vehicles from entering the opposite driving lane, such as guardrails, plantings, anti-glare nets, and bridge piers at intersections. The known functions of the median strip include, but are not limited to: (1) separating opposite traffic flows; (2) preventing accidents caused by mistaking the opposite lane on undivided multi-lane highways; (3) providing anti-glare for nighttime driving; (4) burying pipelines and other facilities; and (5) greening and beautifying the road appearance.

[0039] Figure 1 A plan view of a drainage structure 10 according to a preferred embodiment of the present invention is shown. This drainage structure 10 is constructed in the median strip of a highway and can be formed by removing the existing green belt in the central median section of the target road segment and adding longitudinal drainage ditches (i.e., main drainage ditch 101) and collection wells, etc., within it. On both sides of the main drainage ditch 101, corresponding to the curb section of the median strip, several independent segmented drainage ditches (i.e., auxiliary drainage ditches 102) are constructed longitudinally side-by-side. The main drainage ditch 101 and / or auxiliary drainage ditches 102 can have a certain slope to guide surface water from the road into the ditches. Specifically, the main drainage ditch 101 and / or auxiliary drainage ditches 102 can be constructed using fine aggregate concrete and set longitudinally along the road surface.

[0040] According to a preferred embodiment, each auxiliary drainage ditch 102 has one or more openings on its side adjacent to the main drainage ditch 101, so that each auxiliary drainage ditch 102 on both sides of the main drainage ditch 101 can be partially connected to the laterally adjacent main drainage ditch 101 through its respective opening. This allows the accumulated water flowing into the auxiliary drainage ditch 102 to flow into the main drainage ditch 101 and longitudinally along the main drainage ditch 101 to a water collection structure (such as a sump) and then discharged. In particular, the drainage ditches (i.e., the main drainage ditch 101 and the auxiliary drainage ditch 102) and the sump can be waterproofed using a waterproof geomembrane to achieve a good seepage prevention effect.

[0041] According to a preferred embodiment, transverse diversion channels (not shown in the figure) for diverting flow can be constructed on the road surface of each of the two auxiliary drainage ditches 102 on the side closest to the driving road surface. Several transverse diversion channels are arranged longitudinally at intervals along the road or median strip. Each transverse diversion channel extends laterally from one side of the road to the auxiliary drainage ditch 102, such that each auxiliary drainage ditch 102 corresponds to one or more transverse diversion channels. Furthermore, each transverse diversion channel can be constructed with a certain slope to achieve the functions of diverting and draining flow.

[0042] According to a preferred embodiment, each auxiliary drainage ditch 102 may have pre-reserved holes on its side connected to a transverse diversion channel, so that road surface water can be intercepted and guided by the transverse diversion channel and flow into the corresponding auxiliary drainage ditch 102 through the pre-reserved holes in the road surface. Alternatively, a water collection grate made of metal or concrete may be installed on the road surface at the outlet where the transverse diversion channel connects to the auxiliary drainage ditch 102. The surface of the water collection grate has square or strip-shaped holes so that road surface water can flow into the underground drainage ditch through the pores of the water collection grate. In addition, the water collection grate can block debris such as dead leaves and fallen leaves from the road surface to alleviate the blockage of the underground drainage ditch. In particular, in some optional embodiments, the water collection grate can be constructed to be detachable. When a large amount of debris such as dead leaves and fallen leaves accumulates at the water collection grate, the water collection grate can be pulled out of the soil, cleaned, and then reburied.

[0043] According to a preferred embodiment, in this invention, the feedback processing module 30 can be deployed in a terminal processing device at a highway toll station. This terminal processing device can be a networked computing system including a processor and memory. The terminal processing device is communicatively coupled to the acquisition module 20 and configured to receive data signals from the acquisition module 20 via a network. Alternatively, the feedback processing module 30 can be mounted on a server device with data storage and computational processing capabilities, in the form of an executable application. Further, the feedback processing module 30 is configured to determine the degree of road flooding at one or more road nodes corresponding to each auxiliary drainage ditch 102 in response to water accumulation information related to each auxiliary drainage ditch 102 obtained from the acquisition module 20, and to generate traffic management content related to the degree of road flooding at each road node in response to traffic flow density information related to the highway obtained from the acquisition module 20. Specifically, the terminal processing device equipped with the feedback processing module 30 can communicate with the personal devices of highway patrol personnel via any one or a combination of wired or wireless networks (such as wide area networks or local area networks), Bluetooth, ZigBee, near field communication networks, etc., so that the terminal processing device can transmit highway-related road section water accumulation information and traffic management information generated based on the road section water accumulation information to the mobile patrol personnel, thereby assisting the system in performing management content related to highway traffic diversion or control.

[0044] According to a preferred embodiment, such as Figure 2 As shown, the acquisition module 20 for providing one or more data signals to the feedback processing module 30 according to the present invention may include one or more data acquisition sources arranged in each auxiliary drainage ditch 102. Further, these one or more data acquisition sources may include a liquid information acquisition unit 201 for acquiring one or more types of water accumulation information. Specifically, the liquid information acquisition unit 201 may include, but is not limited to, one or more of a liquid flow rate sensor, a liquid concentration sensor, a liquid level sensor, and a pH sensor. One or more types of water accumulation information, such as real-time liquid level, flow rate, and pH in the auxiliary drainage ditch 102, can be acquired through the liquid information acquisition unit 201 deployed in each auxiliary drainage ditch 102. In particular, one or more sensors or acquisition devices for acquiring liquid information or water accumulation information can be installed at one or more locations that can reflect the overall liquid information of the auxiliary drainage ditch 102. These one or more liquid information acquisition points can be self-determined by engineers based on experience according to parameters such as highway topography and drainage pipeline structure. Preferably, the determination of one or more liquid information acquisition points can be based on the results of custom threshold programming and machine learning.

[0045] According to a preferred embodiment, the type and location of the liquid information acquisition unit 201 in the auxiliary drainage ditch 102 can be adaptively adjusted according to the natural conditions and traffic conditions of the road section where the auxiliary drainage ditch 102 is located. Specifically:

[0046] For road sections prone to heavy rain, the liquid information acquisition unit 201 can be equipped with multiple liquid information sensors, including a flow sensor 2011 and a level sensor 2012. For example... Figure 3 As shown, the flow sensor 2011 is positioned at the outlet where the auxiliary drainage ditch 102 connects to the main drainage ditch 101. Compared to other locations, placing the flow sensor 2011 at the outlet ensures it can continuously and stably acquire rainwater flow data flowing into the main drainage ditch 101. The level sensor 2012 can be installed on the inner wall of the auxiliary drainage ditch 102 and has a range from the bottom to the top of the ditch. This configuration allows the level sensor 2012 to acquire the rainwater level height at any given time, ensuring the temporal continuity of the level data. The combination of the flow sensor 2011 and the level sensor 2012 provides data from two dimensions, avoiding the impact of malfunctions on the accuracy of traffic management or control information that might occur when using a single instrument for monitoring.

[0047] like Figure 3 As shown, for road sections near mountains, the liquid information acquisition unit 201 can also be equipped with an auxiliary sensor 2013, such as a turbidity monitor. Rainfall washes away soil from the mountains, causing rainwater on the road surface to carry soil particles into the auxiliary drainage ditch 102, increasing the turbidity of the rainwater. The turbidity monitor can analyze the turbidity of the rainwater entering the auxiliary drainage ditch 102 and, by determining the amount of soil mixed in, can provide some indication of potential natural disasters such as landslides caused by heavy rainfall. The auxiliary sensor 2013 can be positioned near the outlet where the auxiliary drainage ditch 102 connects to the main drainage ditch 101, and at a certain height from the bottom of the ditch, to prevent the gradually accumulating mud at the bottom of the ditch from completely covering the monitor and causing inaccurate monitoring results.

[0048] like Figure 3 As shown, for road sections with surrounding chemical plants, the auxiliary sensor 2013 in the auxiliary drainage ditch 102 can be selected, for example, a pH sensor for monitoring the acidity or alkalinity of the drainage. When the pH of the water flowing into the auxiliary drainage ditch 102 changes significantly over a continuous period, it indicates that there may be a road hazard accident in the road section where the auxiliary drainage ditch 102 is located, such as an industrial acid or alkaline liquid transport vehicle overturning and breaking, causing acidic or alkaline liquids to mix with the road water and flow into the auxiliary drainage ditch 102.

[0049] Preferably, monitoring equipment can also be installed in the auxiliary drainage ditch 102 to troubleshoot monitoring instrument malfunctions. Specifically, such as... Figure 3 As shown, troubleshooting is performed using a monitoring sensor 2014 installed at the top of the drainage ditch and connected to the liquid information acquisition unit 201. For example, if the liquid level height obtained by the level sensor 2012 of a certain auxiliary drainage ditch 102 is significantly different from the liquid level height upstream and downstream, the monitoring sensor 2014 is activated to detect whether the actual liquid level height in the auxiliary drainage ditch 102 is consistent with the data uploaded by the level sensor 2012 using image acquisition or radar detection. If they are inconsistent, the level sensor 2012 is determined to be faulty, and the fault information is reported to the liquid information acquisition unit 201. If they are consistent, the monitoring data of the flow sensor 2011 is retrieved to detect whether the liquid level in the auxiliary drainage ditch 102 is rising due to outlet blockage, and whether the flow sensor 2011 data is significantly different from the flow rate upstream and downstream.

[0050] In this invention, the purpose of setting up liquid information acquisition units 201 in each independent auxiliary drainage ditch 102 rather than in the continuous main drainage ditch 101 is to more specifically acquire liquid information in the auxiliary drainage ditches 102 of the corresponding highway section to determine the road water accumulation status of the corresponding highway section nodes. Since the main drainage ditch 101 is the main structure that carries the function of draining road water accumulation, and its upstream and downstream are connected, if the liquid information inside it is directly collected, what is obtained is the "average water accumulation status" of the entire highway section rather than the characteristic water accumulation status of each section node. Since the highway route is long and crosses different terrains, the water accumulation caused by the difference in terrain and landforms is different at different road nodes. The "average water accumulation status" reflected by the continuous main drainage ditch 101 cannot realize the segmented location of water accumulation on the road surface, especially it cannot quickly and directly convey the independent water accumulation status of different road surfaces. This often leads to a situation of "one-size-fits-all" traffic control (restriction of the entire road section and speed limit), which commonly increases the congestion of highway toll stations during rainstorms and affects the efficiency of highway vehicle traffic.

[0051] As a non-limiting example, the auxiliary drainage ditch 102 can be arranged as follows:

[0052] In the first terrain condition where one lane is higher than the other lane, the auxiliary drainage ditch 102 is only installed on the side of the higher lane.

[0053] In the second terrain condition where the turning radius is less than 450 to 650 m, preferably less than 500 m, the auxiliary drainage ditch 102 is only set on the side of the outer lane in the turning area.

[0054] In the third type of terrain with a longitudinal slope of less than 0.3%, the auxiliary drainage ditch 102 is set with a significantly longer length on both sides of the lane. In this case, auxiliary drainage measures such as sawtooth-shaped side ditches can be used.

[0055] Furthermore, the auxiliary drainage ditches 102 can be arranged as follows:

[0056] 1. Evenly distributed along the length of the highway.

[0057] 2. Along the length of the highway, auxiliary drainage ditches 102 are selectively set according to the terrain elevation. In particular, an auxiliary drainage ditch 102 is set in the longitudinal direction of the low-lying area and the related low-lying area. The length of the auxiliary drainage ditch 102 set on the windward slope is significantly longer than that on the leeward slope.

[0058] 3. Along the length of the highway, the location of the auxiliary drainage ditch 102 is determined based on the precipitation probability distribution map determined by historical statistics. Among them, an auxiliary drainage ditch 102 is set in the lowest depression area in the area with the highest precipitation probability and in the longitudinal direction of the lowest depression area. The length of the auxiliary drainage ditch 102 set on the windward slope is significantly longer than that on the leeward slope.

[0059] According to a preferred embodiment, in this invention, the feedback processing module 30 is configured to determine the degree of road waterlogging at corresponding road nodes based on the waterlogging information of each auxiliary drainage ditch 102 using a corresponding association analysis algorithm, and to record the degree of road waterlogging by associating the waterlogging information with timestamps with the location information of one or more road nodes corresponding to each auxiliary drainage ditch 102. For example, the feedback processing module 30 can output or determine the degree of road waterlogging at one or more road nodes corresponding to each auxiliary drainage ditch 102 based on the waterlogging information associated with each auxiliary drainage ditch 102 using a lookup table or a machine learning model.

[0060] According to a preferred embodiment, when the auxiliary drainage ditch 102 drains water into the main drainage ditch 101 and the main drainage ditch 101 drains water smoothly, the water accumulation level in the auxiliary drainage ditch 102 is usually linearly or non-linearly positively correlated with the water accumulation level of the corresponding road node (or road surface section). Therefore, under a given road surface condition, a mapping relationship between the water accumulation information in the auxiliary drainage ditch 102 and the water accumulation level of the corresponding road node can be established in advance. Specifically, the water accumulation information (such as liquid level, flow rate, and / or pH) in each auxiliary drainage ditch 102 under various water accumulation conditions can be acquired in advance by the liquid information acquisition unit 201. On the other hand, road water accumulation area images of one or more road nodes corresponding to each auxiliary drainage ditch 102 are acquired in advance, and the road water accumulation level (such as maximum water depth) of the corresponding road node is determined by an image recognition algorithm based on the road water accumulation area images of each road node. Therefore, the water accumulation information of different auxiliary drainage ditches 102 is associated with the actual water accumulation information of the road nodes corresponding to the auxiliary drainage ditch 102 and recorded to form a corresponding relationship comparison table, so that the feedback processing module 30 can subsequently determine the water accumulation degree of the road nodes corresponding to each auxiliary drainage ditch 102 based on the determined relationship comparison table.

[0061] According to a preferred embodiment, assessing the road flooding level of corresponding road nodes by collecting water accumulation information related to each auxiliary drainage ditch 102 can also be accomplished using a road flooding machine learning model based on decision trees or support vector machines pre-trained from a large amount of water accumulation data from the auxiliary drainage ditches 102. For example, firstly, various water accumulation information (such as liquid level, flow rate, and / or pH) within each auxiliary drainage ditch 102 under different flooding conditions (such as different rainy days) is collected. Based on the road flooding area image, several feature information related to the flooding level of each road node corresponding to each auxiliary drainage ditch 102 is calculated using, for example, an image recognition algorithm. These feature information includes, for example, the depth of water accumulation at a single point on the road, the maximum depth of the road flooding area, and the estimated maximum depth of the road flooding area. The calculated data is then organized into an a*b feature matrix, where a can be the number of auxiliary drainage ditches 102 and b can be the number of feature information. Different flooding levels are then categorized, such as level 1 flooding being 1, level 2 flooding being 2, and level 3 flooding being 3, resulting in a 1*a category matrix. Numerous existing technologies have been disclosed regarding training methods for machine learning models based on decision tree algorithms, and to avoid excessive length, they are not described in detail in this article.

[0062] Furthermore, based on the pre-trained road waterlogging machine learning model, when assessing the waterlogging level at each road node of the highway, the waterlogging information within the auxiliary drainage ditch 102 corresponding to each road node can be input into the pre-trained road waterlogging machine learning model. The model then evaluates and outputs the waterlogging level corresponding to each road node. Specifically, the road waterlogging level result output by the machine learning model can be 1, 2, or 3, representing Level 1 waterlogging (or light waterlogging), Level 2 waterlogging (or moderate waterlogging), or Level 3 waterlogging (or severe waterlogging), respectively.

[0063] It should be understood that the above-described method for determining the independent water accumulation level of a corresponding road node using the water accumulation information of each auxiliary drainage ditch 102 is merely an illustrative example and should not be considered as a specific limitation of the present invention. In addition to the above method, those skilled in the art can also employ any other methods and combinations thereof not shown herein to achieve the purpose of determining the independent water accumulation level of a corresponding road node using the water accumulation information of each auxiliary drainage ditch 102.

[0064] According to a preferred embodiment, during the process of acquiring one or more water accumulation information in each auxiliary drainage ditch 102 through the liquid information acquisition unit 201, the liquid information acquisition unit 201 can acquire the pH information of the water accumulation in the auxiliary drainage ditch 102. This allows the feedback processing module 30 to determine the pH change of the water flowing into the drainage ditch based on the pH information of the water accumulation in each auxiliary drainage ditch 102. Consequently, the feedback processing module 30 can generate a warning instruction to indicate potential road traffic risks in response to the pH change of the water to be drained. Specifically, rainwater is typically neutral or slightly acidic (pH approximately 5.6), while rainfall with a pH < 5.6 is called acid rain. When the pH of the water flowing into the ditch shows a significant increase or decrease over a continuous period, it may indicate a potential road traffic risk at the corresponding road node. For example, if the stagnant water contains a large amount of silt, rocks, and other impurities, the pH (or alkalinity) of the water will rise significantly as the silt and rock content increases. This may indicate that the slopes on both sides of the corresponding road junction are prone to erosion due to their soft structure, leading to a potential landslide risk. On the other hand, when the pH of the stagnant water flowing into the ditch decreases significantly over a continuous period (or its acidity increases), it indicates that there may be a road safety hazard at the corresponding road junction, such as an industrial acid liquid transport vehicle overturning and causing the acid liquid to mix with the road stagnant water and flow into the drainage ditch; or there may be a water pollution risk at the corresponding road junction, such as a leak of acidic substances of unknown origin at the corresponding road junction.

[0065] In view of the above possibilities, the feedback processing module 30 can generate a corresponding warning instruction by associating the location information of the auxiliary drainage ditch 102 with abnormal pH information with the location information of its corresponding road node, so as to remind relevant personnel at the highway toll station. For example, in response to the acquired liquid pH information, the specific pH value and the number of the auxiliary drainage ditch 102 where the abnormal pH information is located are output through the display output device of the highway toll station.

[0066] According to a preferred embodiment, in this invention, each auxiliary drainage ditch 102 is partially connected to the main drainage ditch 101 in a manner that allows unidirectional flow of accumulated water into the main drainage ditch 101. Further, to monitor the drainage blockage within the main drainage ditch 101, the liquid information acquisition unit 201 may include a liquid flow rate (or flow direction) sensor deployed at the connection point between the auxiliary drainage ditch 102 and the main drainage ditch 101. For example, the liquid flow sensor may be an ultrasonic-based liquid flow sensor. Specifically, compared to flowing downstream, liquid needs to overcome greater resistance when flowing upstream. For example, due to blockage in the main drainage ditch 101, accumulated water may flow back from the main drainage ditch 101 to the auxiliary drainage ditch 102. Based on this physical fact, when the liquid flow sensor detects an abnormal change in the flow rate of water flowing from the auxiliary drainage ditch 102 into the main drainage ditch 101 (such as a mismatch with the normal downstream flow state), in response to the abnormal flow, the feedback processing module 30 determines that there is a possible drainage blockage in the section of the main drainage ditch 101 where the corresponding auxiliary drainage ditch 102 is located. Thus, the feedback processing module 30 can generate a corresponding warning instruction by associating the location information of the auxiliary drainage ditch 102 with the road node corresponding to the auxiliary drainage ditch 102, so as to remind the relevant personnel at the highway toll station.

[0067] Optionally, such as Figure 2 As shown, the acquisition module 20 for providing one or more data signals to the feedback processing module 30 according to the present invention further includes a vehicle information acquisition unit 202 for acquiring traffic flow density information related to the highway. Specifically, the vehicle information acquisition unit 202 may include road cameras arranged on both sides of the highway to capture static and / or dynamic images of vehicles and roads, and an image processor for analyzing and recognizing the static and / or dynamic images acquired by the road cameras. In particular, the image processor can calculate the traffic flow density of the highway by analyzing vehicle and road images based on existing image recognition algorithms.

[0068] In one preferred implementation, the central control room of a highway toll station can be connected to a traffic big data platform via a network, thereby obtaining real-time traffic flow density information monitored by the platform. For example, traffic flow density information can come from real-time traffic flow analysis data from existing commercial navigation software (such as Gaode Maps). Thus, road cameras along the highway can acquire images of vehicles and roads regarding traffic conditions, and the corresponding feedback processing module 30 only performs routine analysis of these images, without needing to perform complex calculations related to traffic flow density, thereby reducing the operational load on the toll station's processing terminal.

[0069] According to a preferred embodiment, in this invention, the feedback processing module 30 is capable of generating traffic management content adapted to the determined road flooding level in conjunction with traffic flow density information. Further, the traffic management content can be output in the form of perceptible control instructions. Specifically, the feedback processing module 30 can generate perceptible control instructions for outputting traffic management content by associating traffic flow density information with the road flooding level of one or more corresponding road nodes. For example, after analyzing the road flooding situation and traffic flow density, the feedback processing module 30 can issue instructions regarding highway traffic control to the information feedback module in real time based on the analysis results. In response to these instructions, the information feedback module can output indications related to vehicle speed limits, flow restrictions, or traffic restrictions. In particular, the information feedback module includes, but is not limited to, various on-site equipment within the highway, such as electronic displays, loudspeakers, and traffic signal lights. For example, in response to the control command generated by the feedback processing module 30, the information feedback module can output speed limit adjustment instructions related to the water accumulation information of each section of the highway through the speed limit reminder device on the corresponding section of the highway or the electronic display screen of the toll station, or implement traffic restriction or flow restriction interventions on vehicles by controlling the barrier gate.

[0070] According to a preferred embodiment, in this invention, the perceptible control instructions generated by the feedback processing module 30 for outputting traffic management content vary depending on the correlation between the degree of road water accumulation and traffic flow density information at each road node. Specifically, in response to the acquired real-time traffic flow density information, when the traffic flow density on the highway is low and the traffic pressure is low, traffic control is mainly based on the road water accumulation situation. For example, when a road node on the highway is in a state of Level 1 water accumulation (e.g., less than 2cm), at this time there is no obvious water accumulation on the road surface, the speed limit reminder device and toll station may not output relevant instructions on speed limits or traffic restrictions for vehicles, but instead remind drivers by outputting a first warning reminder such as "The road surface ahead is slippery, please drive carefully".

[0071] Furthermore, when a highway intersection experiences level two water accumulation (e.g., 2-5cm), the water surface reaches a certain depth, affecting the tire's grip and making vehicles prone to skidding at high speeds. In this situation, the information feedback module can output a second warning message via the speed limit display device located before the waterlogged section, such as "Water accumulation ahead from XX meters to XX meters, speed limit 80 km / h, please maintain a safe distance from the vehicle in front." Simultaneously, for vehicles not yet on the highway, the tollbooth entrance can also display the aforementioned warning message on an electronic screen. However, when a highway intersection experiences level three water accumulation (e.g., 5-15cm), the water is quite deep, essentially submerging the tire's contact patch. Vehicles are highly susceptible to skidding and are easily splashed by water from other vehicles' tires, potentially wetting the air intake and even causing breakdowns. At this time, the information feedback module can output a third warning message through the speed limit reminder device located in front of the waterlogged section, such as "Waterlogged section from XX meters to XX meters ahead, speed limit 60 km / h, please keep a safe distance from the vehicle in front, and do not drive side by side". Correspondingly, the electronic display screen at the toll station entrance can also output the above-mentioned reminder message at the same time.

[0072] Furthermore, when a section of a highway experiences level four flooding (greater than 15cm), the water is extremely deep, and vehicles may stall and become unable to move due to water entering their exhaust pipes directly. In this situation, the information feedback module can output a fourth warning message through one or more speed limit warning devices located before the flooded section, such as "Severe flooding ahead from XX meters to XX meters; vehicles cannot pass normally. Please exit the highway at Exit A XX meters ahead and take an alternate route." Specifically, given the low traffic density and few vehicles waiting to pass, a traffic restriction decision can be made to limit vehicle passage to facilitate emergency response teams in carrying out rescue operations on severely flooded sections.

[0073] On the other hand, in response to the real-time traffic flow density information, when the traffic flow density on the highway is high and the traffic pressure is high, it is necessary to avoid major traffic jams while ensuring vehicle safety and to ensure orderly traffic flow. For example, level one and level two water accumulation have little impact on normal driving, and the same or similar warning reminders can be output in the manner described above. Furthermore, when the traffic flow density is high, and a certain road node on the highway is in a level three water accumulation state (e.g., 5-15cm), based on the aforementioned control measures (i.e., outputting warning reminders such as "Water accumulation in the section from XX meters to XX meters ahead, speed limit 60 km / h, please keep a safe distance from the vehicle in front, vehicles should not drive side by side"), the feedback processing module 30 deployed at the highway toll station will also generate control instructions on vehicle flow restriction (such as adjusting the vehicle release cycle) to reduce the vehicle traffic density on the highway and ensure that vehicles do not drive through the waterlogged section in high density. Furthermore, when a section of the highway is in a state of level four water accumulation (e.g., greater than 15cm), the toll station, based on the aforementioned control measures (i.e., outputting warning messages such as "Severe water accumulation in the section from XX meters to XX meters ahead, vehicles cannot pass normally, please exit the highway at Exit A XX meters ahead and detour"), may make a decision to allow passage, but requires vehicles to exit the highway and detour according to the speed limit indication device.

[0074] According to a preferred embodiment, the traffic control instructions generated by the feedback processing module 30 based on road water accumulation information and traffic flow density information may also include a prediction of the duration of traffic control based on the trend of liquid information changes in the auxiliary drainage ditch 102 and meteorological information of the relevant area. The predicted duration can be displayed along with the traffic control information on the speed limit reminder device and the toll station display screen, so that drivers can decide whether to detour or wait in place.

[0075] Example 2

[0076] The present invention also provides a traffic safety management method based on a highway drainage structure, which can utilize the traffic safety management system described in Example 1. Specifically, the traffic safety management method based on a highway drainage structure may include the following steps:

[0077] A drainage structure 10 is provided in the median strip of a highway, the drainage structure 10 including a main drainage ditch 101 arranged longitudinally along the median strip and a number of independent auxiliary drainage ditches 102 arranged side by side on both sides of the main drainage ditch 101 and partially connected to the main drainage ditch 101.

[0078] Obtain water accumulation information related to each auxiliary drainage ditch 102 and traffic flow density information related to the highway;

[0079] In response to water accumulation information, the degree of road water accumulation at one or more road nodes corresponding to the auxiliary drainage ditch 102 is determined, and traffic management content adapted to the degree of road water accumulation is generated based on traffic flow density information.

[0080] According to a preferred embodiment, the traffic safety management method based on highway drainage structure provided by the present invention further includes: recording the degree of road water accumulation by associating water accumulation information with timestamps with the location information of one or more road nodes corresponding to the auxiliary drainage ditch 102.

[0081] According to a preferred embodiment, the traffic safety management method based on highway drainage structure provided by the present invention further includes: generating perceptible control instructions for outputting traffic management content in a manner that correlates traffic flow density information with the degree of road water accumulation at one or more corresponding road nodes.

[0082] According to a preferred embodiment, the traffic safety management method based on highway drainage structure provided by the present invention employs the traffic safety management system based on highway drainage structure as described above. The beneficial effects of the traffic safety management method based on highway drainage structure provided by the present invention are the same as those of the traffic safety management system based on highway drainage structure provided in the above embodiments, and other technical features in this traffic safety management method based on highway drainage structure are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0083] Those skilled in the art will understand that, as long as the objectives of the present invention can be achieved, other steps or operations may be included before, after, or between the steps described above, for example, to further optimize and / or improve the method described in the present invention. Furthermore, although the method described in the present invention is shown and described as a series of actions performed sequentially, it should be understood that the method is not limited by the order. For example, some actions may occur in a different order than that described herein. Alternatively, one action may occur simultaneously with another action.

[0084] It should be noted that the specific embodiments described above are exemplary. Those skilled in the art can devise various solutions inspired by the disclosure of this invention, and these solutions all fall within the scope of this invention and its protection. Those skilled in the art should understand that this specification and its accompanying drawings are illustrative and not intended to limit the scope of the claims. The scope of protection of this invention is defined by the claims and their equivalents. This specification contains multiple inventive concepts; terms such as "preferredly," "according to a preferred embodiment," or "optionally" indicate that the corresponding paragraph discloses an independent concept. The applicant reserves the right to file divisional applications based on each inventive concept.

Claims

1. A traffic safety management system based on highway drainage structure, characterized in that, include: The drainage structure (10) arranged in the median strip of the highway includes a main drainage ditch (101) arranged longitudinally along the median strip and a number of independent auxiliary drainage ditches (102) arranged side by side on both sides of the main drainage ditch (101) and partially connected to the main drainage ditch (101), each of the auxiliary drainage ditches (102) being partially connected to the main drainage ditch (101) in such a way that it allows water to flow unidirectionally into the main drainage ditch (101); The locations of several auxiliary drainage ditches (102) along the length of the highway are determined according to the precipitation probability distribution map determined by historical statistics. An auxiliary drainage ditch (102) is set in the lowest depression area in the area with the highest precipitation probability and in the longitudinal direction of the lowest depression area. The length of the auxiliary drainage ditch (102) set on the windward slope is significantly longer than the length of the auxiliary drainage ditch (102) set on the leeward slope. The acquisition module (20) is used to acquire water accumulation information related to each of the auxiliary drainage ditches (102) and traffic flow density information related to the highway. The acquisition module (20) includes a liquid information acquisition unit (201) arranged in each of the auxiliary drainage ditches (102) for acquiring the water accumulation information. The liquid information acquisition unit (201) includes a flow sensor (2011) and a liquid level sensor (2012). The flow sensor (2011) is located at the outlet where the auxiliary drainage ditch (102) connects to the main drainage ditch (101). The liquid level sensor (2012) is located on the inner wall of the auxiliary drainage ditch (102) and has a range from the bottom to the top of the ditch. The top of the auxiliary drainage ditch (102) is equipped with a monitoring sensor (2014) that is communicatively connected to the liquid information acquisition unit (201). The feedback processing module (30) is communicatively coupled to the acquisition module (20) and configured to determine the degree of road water accumulation at one or more road nodes corresponding to the auxiliary drainage ditch (102) in response to the water accumulation information, and generate traffic management content adapted to the degree of road water accumulation based on the traffic flow density information; The feedback processing module (30) records the degree of road water accumulation by associating the water accumulation information with timestamps with the location information of one or more road nodes corresponding to the auxiliary drainage ditch (102); The feedback processing module (30) generates perceptible control instructions for outputting the traffic management content in a manner that correlates the traffic flow density information with the road water accumulation degree of one or more corresponding road nodes. The control instructions vary depending on the correlation between the road water accumulation degree and the traffic flow density information. The feedback processing module (30) is further configured to: respond to a significant difference between the liquid level height obtained by the liquid level sensor (2012) of a certain auxiliary drainage ditch (102) and the liquid level height upstream and downstream, activate the monitoring sensor (2014) and use image acquisition or radar detection to detect whether the actual liquid level height in the auxiliary drainage ditch (102) is consistent with the data uploaded by the liquid level sensor (2012); if inconsistent, determine that the liquid level sensor (2012) has malfunctioned and report the malfunction information; if consistent, retrieve the monitoring data of the flow sensor (2011) to detect whether the liquid level in the auxiliary drainage ditch (102) has risen due to outlet blockage, and whether the data of the flow sensor (2011) is significantly different from the flow rate upstream and downstream.

2. The traffic safety management system according to claim 1, characterized in that, The liquid information acquisition unit (201) is configured to acquire the liquid acidity and alkalinity information in each auxiliary drainage ditch (102), so that the feedback processing module (30) can respond to the abnormal change of the liquid acidity and alkalinity information and form a corresponding warning and reminder instruction in a way that associates the location information of the auxiliary drainage ditch (102) with abnormal acidity and alkalinity information with the corresponding road node.

3. The traffic safety management system according to claim 1, characterized in that, The liquid information acquisition unit (201) is configured to acquire liquid flow information in each auxiliary drainage ditch (102), so that the feedback processing module (30) can respond to abnormal changes in the liquid flow information and form a corresponding warning reminder instruction by associating the location information of the auxiliary drainage ditch (102) with abnormal flow information with its corresponding road node.

4. A traffic safety management method based on highway drainage structure, used to determine the content for road traffic safety management according to the highway water accumulation situation, characterized in that, include: A drainage structure (10) is provided in the median strip of the highway, the drainage structure (10) including a main drainage ditch (101) arranged longitudinally along the median strip and a plurality of independent auxiliary drainage ditches (102) arranged side by side on both sides of the main drainage ditch (101) and partially connected to the main drainage ditch (101), each of the auxiliary drainage ditches (102) being partially connected to the main drainage ditch (101) in such a way that water can flow unidirectionally into the main drainage ditch (101); The locations of several auxiliary drainage ditches (102) along the length of the highway are determined according to the precipitation probability distribution map determined by historical statistics. An auxiliary drainage ditch (102) is set in the lowest depression area in the area with the highest precipitation probability and in the longitudinal direction of the lowest depression area. The length of the auxiliary drainage ditch (102) set on the windward slope is significantly longer than the length of the auxiliary drainage ditch (102) set on the leeward slope. Acquire water accumulation information related to each of the auxiliary drainage ditches (102) and traffic flow density information related to the highway, wherein the water accumulation information is acquired by a liquid information acquisition unit (201) arranged in each of the auxiliary drainage ditches (102); The flow information is obtained by a flow sensor (2011) installed at the outlet where the auxiliary drainage ditch (102) connects to the main drainage ditch (101), and the liquid level is obtained by a liquid level sensor (2012) installed on the inner wall of the auxiliary drainage ditch (102) with a range from the bottom to the top of the ditch. A monitoring sensor (2014) is installed at the top of the auxiliary drainage ditch (102) and is communicatively connected to the liquid information acquisition unit (201). In response to the water accumulation information, determine the degree of road water accumulation at one or more road nodes corresponding to the auxiliary drainage ditch (102), and generate traffic management content adapted to the degree of road water accumulation based on the traffic flow density information; The degree of road water accumulation is recorded in a manner that associates the water accumulation information with timestamps with the location information of one or more road nodes corresponding to the auxiliary drainage ditch (102); A perceptible control command for outputting the traffic management content is generated by relating the traffic flow density information to the degree of road water accumulation at one or more corresponding road nodes. The control command varies depending on the difference in the correlation between the degree of road water accumulation and the traffic flow density information. If the liquid level height obtained by the liquid level sensor (2012) of a certain auxiliary drainage ditch (102) is significantly different from the liquid level height upstream and downstream, the monitoring sensor (2014) is activated. The monitoring sensor (2014) is used to detect whether the actual liquid level height in the auxiliary drainage ditch (102) is consistent with the data uploaded by the liquid level sensor (2012) using image acquisition or radar detection methods. If they are inconsistent, the liquid level sensor (2012) is determined to be faulty and the fault information is reported. If they are consistent, the monitoring data of the flow sensor (2011) is retrieved to detect whether the liquid level in the auxiliary drainage ditch (102) is rising due to outlet blockage, and whether the data of the flow sensor (2011) is significantly different from the flow rate upstream and downstream.

Images