Highway camera shooting integrated management system and method

Abstract

The invention discloses an expressway camera shooting integrated management system and method, relates to the technical field of camera shooting integrated management, and aims to generate a ratio value for each expressway, acquire multi-source data of a monitoring section in real time through camera shooting equipment, and perform anomaly analysis on the monitoring section based on the multi-source data, so as to improve the monitoring efficiency. Abnormal analysis results of all monitoring sections of the expressway are regularly integrated, so that an abnormal value is generated for the expressway, and after the proportion value and the abnormal value are substituted into a product algorithm to calculate and obtain the management amplitude of the expressway, all the expressways belonging to the same transportation junction are sorted according to the management amplitude to obtain a road management list; and generating a management strategy according to the road management list. According to the management system, through integration of multi-source data, refined division of monitoring sections, anomaly analysis and calculation of management amplitude, the real-time response and anomaly processing capabilities of the system are improved, and a global and dynamic management strategy is provided for all expressways of a transportation junction.

Description

Technical Field

[0001] The invention relates to the technical field of camera integrated management, and in particular to a highway camera integrated management system and method. Background Art

[0002] With the rapid growth of global highway traffic, the importance of traffic management systems has become increasingly apparent. Highways are prone to traffic accidents and congestion due to large traffic volumes and high speeds. Traditional traffic management methods cannot cope with increasingly complex traffic conditions. Therefore, it has become an inevitable choice to achieve all-weather real-time monitoring through video surveillance systems. Modern camera integrated management systems not only rely on video surveillance, but also utilize Internet of Things technology, cloud computing and big data analysis. The integration of these technologies enables the system to collect large amounts of data and analyze them through algorithms to provide real-time traffic conditions, event detection, accident warning and other functions, further improving the safety and efficiency of road traffic.

[0003] The prior art has the following deficiencies:

[0004] 1. Most existing management systems rely on static monitoring or limited single data sources (such as vehicle traffic counts, manual inspection reports, etc.), making it difficult to obtain comprehensive information on road conditions in real time. The lack of real-time data support makes it impossible for the system to respond quickly to emergencies, delaying management decisions;

[0005] 2. In traffic management, traditional systems analyze abnormal situations based on the entire road, lacking a management mechanism that is accurate to specific areas of the road. This not only reduces management efficiency, but also makes it easy to miss some potential local problems;

[0006] 3. Traditional management systems mostly rely on single or limited indicators (such as traffic volume, accident rate, etc.) to make traffic management decisions, and lack a comprehensive evaluation of highways, resulting in incomplete management strategies and difficulty in adapting to complex traffic conditions.

[0007] Based on this, the present invention proposes a highway camera integrated management system and method, which not only improves the real-time response and exception handling capabilities of the system by integrating multi-source data, refined monitoring segment division, anomaly analysis, and management amplitude calculation, but also provides a global and dynamic management strategy for all highways in transportation hubs. Summary of the invention

[0008] The purpose of the present invention is to provide a highway camera integrated management system and method to solve the shortcomings of the background technology.

[0009] In order to achieve the above object, the present invention provides the following technical solution: a highway camera integrated management method, the management method comprising the following steps:

[0010] The management system obtains information about all highways belonging to the same transportation hub, marks each highway, obtains the traffic volume and highway impact information of each highway, and generates a percentage value for each highway;

[0011] The highway is divided into multiple monitoring sections based on the existing camera equipment on the highway. Multi-source data of the monitoring section is obtained in real time through the camera equipment. Abnormal analysis of the monitoring section is performed based on the multi-source data. After the abnormal monitoring section information is sent to the traffic management platform, each abnormal analysis result of the monitoring section is recorded.

[0012] Regularly integrate the abnormal analysis results of all monitoring sections of the highway to generate abnormal values ​​for the highway, substitute the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway, sort all the highways belonging to the same transportation hub according to the management amplitude to obtain the highway management list, and generate management strategies based on the highway management list.

[0013] In a preferred embodiment, multi-source data of the monitoring segment is acquired in real time by a camera device, and abnormal analysis of the monitoring segment is performed based on the multi-source data, including the following steps:

[0014] The multi-source data of the monitoring section is obtained in real time through the camera equipment. The multi-source data includes the frequency of traffic accidents, the road surface abnormality index and the slope influence index. The traffic accident frequency, the road surface abnormality index and the slope influence index are comprehensively calculated to obtain the abnormality coefficient of the monitoring section;

[0015] The obtained abnormal coefficient is compared with the preset coefficient threshold. The coefficient threshold is used to analyze whether there is an abnormality in the monitoring segment. If the abnormal coefficient of the monitoring segment is less than or equal to the coefficient threshold, it is analyzed that there is no abnormality in the monitoring segment. If the abnormal coefficient of the monitoring segment is greater than the coefficient threshold, it is analyzed that there is an abnormality in the monitoring segment.

[0016] In a preferred embodiment, the traffic accident frequency, the road surface abnormality index and the slope influence index are comprehensively calculated to obtain the abnormality coefficient of the monitoring section, and the expression is: Where Δg is the anomaly coefficient, δ, μ, and θ are the frequency of traffic accidents, the road surface anomaly index, and the slope influence index, respectively; γ1, γ2, and γ3 are the proportional coefficients of the frequency of traffic accidents, the road surface anomaly index, and the slope influence index, respectively, and γ1, γ2, and γ3 are all greater than 0.

[0017] In a preferred embodiment, generating an outlier value for a highway includes the following steps:

[0018] The number of abnormal coefficient generation times of the monitoring section is obtained regularly, and the maximum abnormal coefficient is selected as the abnormal factor of the monitoring section among the abnormal coefficients generated multiple times. The abnormal value of the highway is obtained by summing up the abnormal factors of all monitoring sections.

[0019] In a preferred embodiment, the proportion value and the abnormal value are substituted into the product algorithm to calculate and obtain the management amplitude of the highway, including the following steps:

[0020] Substitute the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway, and the expression is: In the formula, is the ratio, Δg zts is an outlier, GL z To manage the amplitude.

[0021] In a preferred embodiment, after obtaining the traffic volume and highway impact information of each highway, generating a proportion value for each highway includes the following steps:

[0022] The traffic volume and highway impact information of each highway are obtained, the average traffic volume of the highway in the past period of time is calculated based on the traffic volume information, the impact index of the highway is obtained based on the highway impact information, the average traffic volume and the impact index are normalized so that the value range of the average traffic volume and the impact index is mapped to [0,1], the normalized value of the average traffic volume and the normalized value of the impact index are obtained, and the proportion of the highway is obtained by summing the normalized value of the average traffic volume and the normalized value of the impact index.

[0023] In a preferred embodiment, all highways belonging to the same transportation hub are sorted according to the management amplitude to obtain a highway management list, including the following steps:

[0024] All highways belonging to the same transportation hub are sorted from large to small according to the management amplitude to obtain a highway management list.

[0025] In a preferred embodiment, generating a management strategy based on the highway management list includes the following steps:

[0026] When all highways at the same transportation hub are managed regularly, the management order of the highways is selected in order according to the highway management list. After obtaining the highway management list, the management amplitudes of all highways in the highway management list are compared with the preset management threshold. The management threshold is used to analyze whether it is necessary to manage the highway in advance. If the management amplitude is less than or equal to the management threshold, it is analyzed that there is no need to manage the highway in advance. If the management amplitude is greater than the management threshold, it is analyzed that the highway needs to be managed in advance.

[0027] In a preferred embodiment, the calculation logic of the traffic accident frequency is as follows: obtaining the number of traffic accidents occurring in the monitoring section within the observation period, and dividing the number of traffic accidents occurring in the monitoring section by the observation time to obtain the traffic accident frequency;

[0028] The calculation logic of the pavement anomaly index is as follows: obtaining the number of pavement anomaly events in the monitoring section, the anomaly events including pavement collapse, pavement potholes and pavement cracks, and dividing the number of pavement anomaly events by the length of the monitoring section to obtain the pavement anomaly index;

[0029] The calculation logic of the slope impact index is: obtain the number of slope events in the monitoring section through a camera device, and the slope events include landslides, collapses, and rockfall events. The slope impact index is obtained by dividing the number of slope events by the length of the monitoring section.

[0030] A highway camera integrated management system, comprising a proportion generation module, an abnormality analysis module, a calculation module, and a sorting management module;

[0031] Proportion generation module: obtains information on all highways belonging to the same transportation hub, marks each highway, obtains the traffic volume and highway impact information of each highway, and generates a proportion value for each highway;

[0032] Abnormal analysis module: divide the expressway into multiple monitoring sections based on the existing camera equipment on the expressway, obtain multi-source data of the monitoring section in real time through the camera equipment, and perform abnormal analysis on the monitoring section based on the multi-source data. After sending the abnormal monitoring section information to the traffic management platform, record each abnormal analysis result of the monitoring section;

[0033] Calculation module: Regularly integrate the abnormal analysis results of all monitoring sections of the highway to generate abnormal values ​​for the highway. Substitute the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway;

[0034] Sorting management module: sort all highways belonging to the same transportation hub according to the management amplitude to obtain a highway management list, and generate a management strategy based on the highway management list.

[0035] In the above technical solution, the technical effects and advantages provided by the present invention are:

[0036] The present invention obtains information of all highways belonging to the same transportation hub, generates a percentage value for each highway, obtains multi-source data of the monitoring section in real time through a camera device, performs abnormal analysis on the monitoring section based on the multi-source data, and regularly integrates the abnormal analysis results of all monitoring sections of the highway, thereby generating abnormal values ​​for the highway, and substitutes the percentage value and the abnormal value into the product algorithm to calculate the management amplitude of the highway, and then sorts all highways belonging to the same transportation hub according to the management amplitude to obtain a highway management list, and generates a management strategy based on the highway management list. By integrating multi-source data, refined monitoring section division, abnormal analysis, and calculation of management amplitude, the management system not only improves the system's real-time response and abnormality handling capabilities, but also provides a global and dynamic management strategy for all highways in the transportation hub. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0038] Figure 1 The present invention is a flow chart of the method. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0040] Example 1: Please refer to Figure 1 As shown, this embodiment provides a highway camera integrated management method, the management method includes the following steps:

[0041] The management system obtains information on all highways belonging to the same transportation hub and marks each highway. The mark can be marked with numbers or letters. After obtaining the traffic volume and highway impact information of each highway, a proportion value is generated for each highway. The highway is divided into multiple monitoring sections based on the existing camera equipment on the highway. Multi-source data of the monitoring section is obtained in real time through the camera equipment, and abnormal analysis of the monitoring section is performed based on the multi-source data. After sending the information of the monitoring section with abnormalities to the traffic management platform, each abnormal analysis result of the monitoring section is recorded, and the abnormal analysis results of all monitoring sections of the highway are regularly integrated to generate abnormal values ​​for the highway. After the proportion value and the abnormal value are substituted into the product algorithm to calculate the management amplitude of the highway, all highways belonging to the same transportation hub are sorted according to the management amplitude to obtain a highway management list, and a management strategy is generated based on the highway management list. The management strategy includes analyzing whether it is necessary to manage the highway in advance based on the management amplitude of the highway, and regularly selecting the management order of the highways in the same transportation hub based on the highway management list.

[0042] This application obtains information on all highways belonging to the same transportation hub, generates a percentage value for each highway, obtains multi-source data of the monitoring section in real time through a camera, and performs anomaly analysis on the monitoring section based on the multi-source data. The anomaly analysis results of all monitoring sections of the highway are regularly integrated to generate anomaly values ​​for the highway. After the percentage value and the anomaly value are substituted into the product algorithm to calculate the management amplitude of the highway, all highways belonging to the same transportation hub are sorted according to the management amplitude to obtain a highway management list, and a management strategy is generated based on the highway management list. By integrating multi-source data, refined monitoring section division, anomaly analysis, and calculation of management amplitude, the management system not only improves the system's real-time response and anomaly handling capabilities, but also provides a global and dynamic management strategy for all highways in the transportation hub.

[0043] Embodiment 2: The management system obtains information of all expressways belonging to the same transportation hub and marks each expressway. The mark may be a number or a letter, and includes the following steps:

[0044] Information collection: The system first needs to collect basic information of all highways belonging to the transportation hub from the data source. Mainly including:

[0045] Basic data of the expressway, including its name, number, starting point, end point, and total length.

[0046] The geographical location of the highway and the key nodes it connects (such as intersections, toll stations, service areas, etc.).

[0047] Information on the region or management agency to which the highway belongs, to facilitate subsequent resource allocation and management coordination.

[0048] Traffic flow data: Real-time and historical traffic flow data of each highway is collected through traffic monitoring equipment (such as cameras, flow sensors, etc.), including vehicle volume, speed, traffic density, etc.

[0049] Historical abnormal records: retrieve historical traffic accidents and abnormal events (such as congestion, failures, and severe weather impacts) data related to each highway as a basis for subsequent management.

[0050] Marking rule setting: The system needs to pre-set marking rules to assign a unique identifier to each highway. The marking can be done using letters (such as "A", "B", "C") or numbers (such as "1", "2", "3").

[0051] Tags can be assigned based on criteria such as sequence, traffic volume, or importance.

[0052] Alphanumeric combinations may be used to increase the distinctiveness of the markings (eg, "A1", "A2").

[0053] Label assignment: Based on the set labeling rules, the system assigns a unique identifier to each highway. For example, the system can label highways with heavy traffic as "A", those with medium traffic as "B", and those with light traffic as "C".

[0054] Tag binding: The system binds the generated tag to the corresponding highway information to ensure that the corresponding highway can be uniquely identified through the tag during subsequent monitoring, management and analysis.

[0055] Data consistency check: After assigning tags, the system needs to check the tags to ensure that there are no duplicate tags and that the tag information matches the highway information correctly.

[0056] Marking confirmation: After verification, the system stores the marking information in the database, completing the marking process for each highway and laying the foundation for subsequent management processes.

[0057] The main purpose of this phase is to complete the marking and information collection of all highways belonging to transportation hubs, and provide basic data support for the next step of monitoring and management.

[0058] After obtaining the traffic volume and highway impact information of each highway, a percentage value is generated for each highway, including the following steps:

[0059] Obtain the traffic volume and highway impact information of each highway, calculate the average traffic volume of the highway in the past period of time based on the traffic volume information, obtain the highway impact index based on the highway impact information, normalize the average traffic volume and the impact index so that the value range of the average traffic volume and the impact index is mapped to [0,1], obtain the normalized value of the average traffic volume and the normalized value of the impact index, and sum the normalized value of the average traffic volume and the normalized value of the impact index to obtain the proportion of the highway;

[0060] In this application, the logic for obtaining the average traffic flow is: obtain the total traffic flow of the highway in the past period of time, and obtain the average traffic flow by dividing the total traffic flow by the number of monitoring days. The larger the average traffic flow, the greater the importance of the highway relative to the transportation hub. The logic for obtaining the impact index is: take the number of ramps connected by the highway as the impact index. The larger the impact index, the greater the importance of the highway relative to the transportation hub.

[0061] In traffic management, the greater the average traffic volume, the greater the importance of the highway relative to the transportation hub, mainly based on the following reasons:

[0062] High traffic pressure and demand: Average traffic volume reflects the overall level of vehicle traffic on the highway. A higher average traffic volume indicates that more vehicles pass through the highway, indicating that this section of the highway plays a key role in connecting the transportation hub and meeting traffic demand. This traffic pressure also means that once a failure or abnormality occurs on this section of the highway, it may have a serious impact on the entire hub, affecting a wider range and number of users.

[0063] Core channels of transportation hubs: Among all the highways connected to transportation hubs, highways with heavy traffic volume usually serve as core channels or main arterial roads, carrying a large amount of traffic flow in and out of the hub. They are the main connecting channels in the hub. Once blocked or unusable, it will directly affect the normal operation of the hub, making it impossible for the hub to effectively guide and distribute traffic flow.

[0064] Priority of resource allocation: Highways with high traffic volume usually have a greater impact on the overall traffic efficiency of the hub, so they should be given priority when allocating management resources (such as monitoring equipment, emergency maintenance teams, etc.). For example, highways with high traffic volume may require more frequent inspections and higher standards of management to ensure smooth traffic and reduce the impact of unexpected situations on the hub.

[0065] Accident and congestion risk: The greater the volume of traffic, the higher the risk of traffic accidents and congestion, so highways with high average traffic volume also pose a greater risk to hub stability. By focusing on these high-volume highways, the management system can prioritize potential hazards, reduce the overall traffic risk of the hub, and improve the safety and efficiency of traffic.

[0066] In a transportation hub, the more ramps a highway connects, the greater its impact index is, which means that the highway is more important to the transportation hub. The specific reasons are as follows:

[0067] The core node of the hub transportation network: The ramp is the connection point between the highway and other sections or channels. The more the number of highways, the more important the hub connection function. More ramps enable the highway to directly connect with more directions and sections, thus playing the role of a core channel in the transportation hub.

[0068] High demand for traffic and conversion: Highways with more ramps have more entrances and exits, allowing more vehicles to choose the highway for conversion or to enter the hub. This shows that highways can meet diverse traffic needs, serve larger traffic volumes and multiple traffic directions, which means that their traffic distribution and diversion functions are stronger.

[0069] Importance of emergency response and management: Once an abnormality (such as an accident, construction, etc.) occurs on a highway with many connecting ramps, it will directly affect the passage of vehicles in multiple directions. Due to the high connectivity of the highway, if its passage is blocked, it may cause multiple entrances and exits of the hub to be blocked, thereby affecting the traffic efficiency of the entire hub. Therefore, highways with a large number of ramps require higher monitoring, management and emergency resources to ensure the overall smooth flow of the hub.

[0070] Support for multi-path traffic: In complex transportation hubs, highways with many ramps can provide multi-path traffic options, effectively disperse traffic, alleviate congestion, and improve the operational flexibility of the hub. This multi-path support capability means that the highway has stronger traffic distribution and fault tolerance in the hub. Once congested, it can be diverted through other ramps to ensure traffic efficiency.

[0071] Divide the highway into multiple monitoring sections based on the existing camera equipment on the highway, including the following steps:

[0072] Equipment location data collection: The system first needs to obtain the precise location of the camera equipment installed along the highway, including longitude and latitude, relative distance (such as kilometers from the starting point), direction and other information.

[0073] Coverage confirmation: Each camera device usually has a specific coverage range, covering a certain distance or angle. The system should determine its monitoring range based on information such as the device model and installation location to divide the appropriate monitoring segment length.

[0074] Area boundary setting: Based on the coverage of the camera equipment, the expressway is divided into multiple monitoring areas with the longest monitoring distance of each camera equipment as the boundary. Each monitoring area extends from the monitoring starting point of the camera to the starting point of the next camera coverage to ensure that there are no omissions in the coverage.

[0075] Overlap processing: If the monitoring ranges of adjacent cameras overlap, an appropriate dividing line must be determined. Usually, the midpoint of the monitoring ranges of the two devices can be selected as the dividing line to avoid repeated divisions.

[0076] Numbering rules: The system needs to assign a unique identifier to each monitoring segment (such as "Segment 1", "Segment 2" or "Camera A-1", "Camera B-2", etc.) to facilitate subsequent data collection, anomaly analysis and management.

[0077] Marking allocation: The marking of each monitoring section should correspond to the overall marking of the highway where it is located, forming an orderly segment marking. For example, along Highway A, the numbering from the starting point to the end point is A-1, A-2...AN, ensuring that the segment order is reasonable and the marking is clear.

[0078] Monitoring data connection: The camera equipment of each monitoring section is associated with other monitoring devices (such as traffic flow meters, environmental sensors, etc.), and bound to relevant data sources, including traffic data, vehicle speed, congestion conditions, environmental data (such as weather and light), etc., to ensure that the monitoring section can obtain multi-source data.

[0079] Real-time data stream configuration: The system configures the camera equipment within the monitoring segment to transmit data to the management platform in real time, so that the status of each monitoring segment can be dynamically updated.

[0080] Monitoring coverage verification: After the division is completed, the system should verify whether the division of all monitoring sections fully covers the highway sections, without monitoring blind spots or overly long monitoring sections.

[0081] Adjustment and optimization: According to the traffic-intensive areas and special areas (such as intersections, entrance and exit ramps, etc.), the system can fine-tune the length of the monitoring section to ensure refined monitoring of traffic-intensive areas.

[0082] Segmented information storage: The system stores the information of each monitoring segment (including location, number, coverage and monitoring equipment related information, etc.) into the database to form a complete monitoring segment database.

[0083] Real-time update: The system sets up a regular update mechanism or trigger conditions to timely update the monitoring segment division and database information when the camera equipment is adjusted, the location changes, or new equipment is added.

[0084] The multi-source data of the monitoring section is acquired in real time by a camera device, and an abnormal analysis of the monitoring section is performed based on the multi-source data, including the following steps:

[0085] The multi-source data of the monitoring section is obtained in real time through the camera equipment. The multi-source data includes the frequency of traffic accidents, the road surface abnormality index and the slope influence index. The traffic accident frequency, the road surface abnormality index and the slope influence index are comprehensively calculated to obtain the abnormal coefficient of the monitoring section. The expression is: Where Δg is the anomaly coefficient, δ, μ, θ are the frequency of traffic accidents, the road surface anomaly index, and the slope influence index, respectively, γ1, γ2, γ3 are the proportional coefficients of the frequency of traffic accidents, the road surface anomaly index, and the slope influence index, respectively, and γ1, γ2, γ3 are all greater than 0;

[0086] The larger the abnormal coefficient of the monitoring segment, the more serious the overall abnormality of the monitoring segment. The obtained abnormal coefficient is compared with the preset coefficient threshold. The coefficient threshold is used to analyze whether there is an abnormality in the monitoring segment. If the abnormal coefficient of the monitoring segment is less than or equal to the coefficient threshold, it is analyzed that there is no abnormality in the monitoring segment. If the abnormal coefficient of the monitoring segment is greater than the coefficient threshold, it is analyzed that there is an abnormality in the monitoring segment.

[0087] The calculation logic of the traffic accident frequency is as follows: obtain the number of traffic accidents that occur in the monitoring section during the observation period, and divide the number of traffic accidents that occur in the monitoring section by the observation time to obtain the traffic accident frequency;

[0088] The calculation logic of the pavement anomaly index is as follows: obtain the number of abnormal pavement events in the monitoring section. Abnormal events include pavement collapse, pavement potholes, and pavement cracks, which can all be obtained through camera equipment. Divide the number of abnormal pavement events by the length of the monitoring section to obtain the pavement anomaly index.

[0089] The calculation logic of the slope impact index is as follows: the number of slope events in the monitoring section is obtained through camera equipment. Slope events include landslides, collapses, rockfalls and other events. The slope impact index is obtained by dividing the number of slope events by the length of the monitoring section.

[0090] The higher the accident frequency (AF), the more serious the safety hazard is, which may be related to factors such as traffic flow, road design defects, driving behavior, etc. A high accident frequency may lead to the need for the traffic management system to monitor and manage the section more frequently to prevent and reduce accidents.

[0091] The pavement anomaly index directly reflects the condition of the road surface in the monitoring section. The higher the pavement anomaly index, the more anomalies (such as damage, subsidence, etc.) there are on the road surface, which may lead to poor traffic conditions and increased accident risks. Road surface anomalies will directly affect traffic flow and safety, and thus lead to overall anomalies in the monitoring section.

[0092] The slope impact index reflects the stability of the environment around the monitoring section. The higher the slope impact index, the greater the possibility of slope-related accidents and incidents, which may lead to traffic disruptions, increased construction demand, etc. Abnormal conditions of the slope may increase safety hazards in the monitoring section and directly affect traffic safety.

[0093] The abnormal analysis results of all monitoring sections of the highway are regularly integrated to generate abnormal values ​​for the highway, including the following steps:

[0094] The number of times the abnormal coefficient of the monitoring section is generated is obtained regularly, and the average value of the abnormal coefficient of the monitoring section is calculated based on the abnormal coefficients generated multiple times, and the abnormal value of the highway is obtained by summing up the average values ​​of the abnormal coefficients of all monitoring sections;

[0095] The outlier value is obtained by summing the average values ​​of the outlier coefficients of multiple monitoring sections. The larger the outlier value, the more serious the overall anomaly of the highway during the monitoring period.

[0096] Substituting the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway includes the following steps:

[0097] Substitute the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway, and the expression is: In the formula, is the ratio, Δg zts is an outlier, GL z For the management amplitude, the larger the management amplitude, the greater the need for maintenance and management of the highway.

[0098] All highways belonging to the same transportation hub are sorted according to the management amplitude to obtain a highway management list, including the following steps:

[0099] All highways belonging to the same transportation hub are sorted from large to small according to the management amplitude to obtain a highway management list. The higher the ranking of a highway in the highway management list, the greater the management priority of the highway.

[0100] A management strategy is generated based on the highway management list. The management strategy includes analyzing whether the highway needs to be managed in advance based on the management amplitude of the highway, and regularly selecting the management order of the highway at the same transportation hub based on the highway management list, including the following steps:

[0101] When all highways at the same transportation hub are managed regularly, the management order of the highways is selected in order according to the highway management list, so that highways with great importance and relatively serious anomalies can be managed first. After obtaining the highway management list, the management amplitudes of all highways in the highway management list are compared with the preset management threshold. The management threshold is used to analyze whether it is necessary to manage the highway in advance. If the management amplitude is less than or equal to the management threshold, it is analyzed that the highway does not need to be managed in advance. If the management amplitude is greater than the management threshold, it is analyzed that the highway needs to be managed in advance.

[0102] Embodiment 3: This embodiment provides a highway camera integrated management system, including a proportion generation module, an abnormality analysis module, a calculation module, and a sorting management module;

[0103] Proportion generation module: obtains information on all highways belonging to the same transportation hub and marks each highway with numbers or letters. After obtaining the traffic volume and highway impact information of each highway, a proportion value is generated for each highway. The proportion value is sent to the calculation module, and the highway marking information is sent to the sorting management module.

[0104] Abnormal analysis module: divide the highway into multiple monitoring sections according to the existing camera equipment on the highway, obtain multi-source data of the monitoring section in real time through the camera equipment, and perform abnormal analysis on the monitoring section based on the multi-source data. After sending the abnormal monitoring section information to the traffic management platform, record each abnormal analysis result of the monitoring section, and send the abnormal analysis result to the calculation module;

[0105] Calculation module: Regularly integrate the abnormal analysis results of all monitoring sections of the highway to generate abnormal values ​​for the highway. Substitute the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway, and the management amplitude is sent to the sorting management module;

[0106] Sorting management module: All highways belonging to the same transportation hub are sorted according to the management amplitude to obtain a highway management list, and a management strategy is generated based on the highway management list. The management strategy includes analyzing whether the highway needs to be managed in advance based on the management amplitude of the highway, and regularly selecting the management order of the highways in the same transportation hub based on the highway management list.

[0107] The above formulas are all dimensionless and numerical calculations. The formula is a formula for the most recent real situation obtained by collecting a large amount of data and performing software simulation. The preset parameters in the formula are set by technicians in this field according to actual conditions.

[0108] It should be understood that the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. A and B can be singular or plural. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship, but it may also indicate an "and / or" relationship. Please refer to the context for specific understanding.

[0109] It should be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0110] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0111] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A highway camera integrated management method, characterized by: The management method comprises the following steps: The management system obtains information about all highways belonging to the same transportation hub, marks each highway, obtains the traffic volume and highway impact information of each highway, and generates a percentage value for each highway; The highway is divided into multiple monitoring sections based on the existing camera equipment on the highway. Multi-source data of the monitoring section is obtained in real time through the camera equipment. Abnormal analysis of the monitoring section is performed based on the multi-source data. After the abnormal monitoring section information is sent to the traffic management platform, each abnormal analysis result of the monitoring section is recorded. Regularly integrate the abnormal analysis results of all monitoring sections of the highway to generate abnormal values ​​for the highway, substitute the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway, sort all the highways belonging to the same transportation hub according to the management amplitude to obtain the highway management list, and generate management strategies based on the highway management list.

2. A highway camera integrated management method according to claim 1, characterized in that: The multi-source data of the monitoring section is acquired in real time by a camera device, and an abnormal analysis of the monitoring section is performed based on the multi-source data, including the following steps: The multi-source data of the monitoring section is obtained in real time through the camera equipment. The multi-source data includes the frequency of traffic accidents, the road surface abnormality index and the slope influence index. The traffic accident frequency, the road surface abnormality index and the slope influence index are comprehensively calculated to obtain the abnormality coefficient of the monitoring section; The obtained abnormal coefficient is compared with the preset coefficient threshold. The coefficient threshold is used to analyze whether there is an abnormality in the monitoring segment. If the abnormal coefficient of the monitoring segment is less than or equal to the coefficient threshold, it is analyzed that there is no abnormality in the monitoring segment. If the abnormal coefficient of the monitoring segment is greater than the coefficient threshold, it is analyzed that there is an abnormality in the monitoring segment.

3. A highway camera integrated management method according to claim 2, characterized in that: The traffic accident frequency, road surface anomaly index and slope influence index are comprehensively calculated to obtain the anomaly coefficient of the monitoring section, and the expression is: In the formula, Δg is the abnormal coefficient, δ, μ, are the frequency of traffic accidents, road surface anomaly index and slope influence index respectively. γ1, γ2 and γ3 are the proportional coefficients of the frequency of traffic accidents, road surface anomaly index and slope influence index respectively, and γ1, γ2 and γ3 are all greater than 0.

4. A highway camera integrated management method according to claim 3, characterized in that: Generate outliers for highways, including the following steps: The number of abnormal coefficient generation times of the monitoring section is obtained regularly, and the maximum abnormal coefficient is selected as the abnormal factor of the monitoring section among the abnormal coefficients generated multiple times. The abnormal value of the highway is obtained by summing up the abnormal factors of all monitoring sections.

5. A highway camera integrated management method according to claim 4, characterized in that: Substituting the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway includes the following steps: Substitute the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway, and the expression is: In the formula, is the ratio, Δg zts is an outlier, GL z To manage the amplitude.

6. A highway camera integrated management method according to claim 5, characterized in that: After obtaining the traffic volume and highway impact information of each highway, a percentage value is generated for each highway, including the following steps: The traffic volume and highway impact information of each highway are obtained, the average traffic volume of the highway in the past period of time is calculated based on the traffic volume information, the impact index of the highway is obtained based on the highway impact information, the average traffic volume and the impact index are normalized so that the value range of the average traffic volume and the impact index is mapped to [0,1], the normalized value of the average traffic volume and the normalized value of the impact index are obtained, and the proportion of the highway is obtained by summing the normalized value of the average traffic volume and the normalized value of the impact index.

7. A highway camera integrated management method according to claim 6, characterized in that: All highways belonging to the same transportation hub are sorted according to the management amplitude to obtain a highway management list, including the following steps: All highways belonging to the same transportation hub are sorted from large to small according to the management amplitude to obtain a highway management list.

8. A highway camera integrated management method according to claim 7, characterized in that: Generate a management strategy based on the highway management list, including the following steps: When all highways at the same transportation hub are managed regularly, the management order of the highways is selected in order according to the highway management list. After obtaining the highway management list, the management amplitudes of all highways in the highway management list are compared with the preset management threshold. The management threshold is used to analyze whether it is necessary to manage the highway in advance. If the management amplitude is less than or equal to the management threshold, it is analyzed that there is no need to manage the highway in advance. If the management amplitude is greater than the management threshold, it is analyzed that the highway needs to be managed in advance.

9. A highway camera integrated management method according to claim 8, characterized in that: The calculation logic of the traffic accident frequency is as follows: obtain the number of traffic accidents that occur in the monitoring section during the observation period, and divide the number of traffic accidents that occur in the monitoring section by the observation time to obtain the traffic accident frequency; The calculation logic of the pavement anomaly index is as follows: obtaining the number of pavement anomaly events in the monitoring section, the anomaly events including pavement collapse, pavement potholes and pavement cracks, and dividing the number of pavement anomaly events by the length of the monitoring section to obtain the pavement anomaly index; The calculation logic of the slope impact index is: obtain the number of slope events in the monitoring section through a camera device, and the slope events include landslides, collapses, and rockfall events. The slope impact index is obtained by dividing the number of slope events by the length of the monitoring section.

10. A highway camera integrated management system, used to implement the management method according to any one of claims 1 to 9, characterized in that: It includes proportion generation module, abnormality analysis module, calculation module and sorting management module; Proportion generation module: obtains information on all highways belonging to the same transportation hub, marks each highway, obtains the traffic volume and highway impact information of each highway, and generates a proportion value for each highway; Abnormal analysis module: divide the expressway into multiple monitoring sections based on the existing camera equipment on the expressway, obtain multi-source data of the monitoring section in real time through the camera equipment, and perform abnormal analysis on the monitoring section based on the multi-source data. After sending the abnormal monitoring section information to the traffic management platform, record each abnormal analysis result of the monitoring section; Calculation module: Regularly integrate the abnormal analysis results of all monitoring sections of the highway to generate abnormal values ​​for the highway. Substitute the proportion value and the abnormal value into the product algorithm to calculate the management amplitude of the highway; Sorting management module: sort all highways belonging to the same transportation hub according to the management amplitude to obtain a highway management list, and generate a management strategy based on the highway management list.

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