Transportation and management system based on road maintenance

Abstract

The invention relates to the technical field of road maintenance management, in particular to a traffic management system based on road maintenance, and the system comprises a maintenance recording module which is used for obtaining the position of a maintenance event, and determining a patrol path corresponding to a maintainer when the maintenance event occurs; the preliminary decision-making module is used for acquiring preliminary decision-making data of the maintenance time, and the preliminary decision-making data comprises setting the severity level and the event sequence of the maintenance events according to the severity of the maintenance events and determining the benign processing rate of the maintenance events and the maintenance processing rate under the corresponding severity level; the position determining module is used for acquiring a traffic reaction coefficient corresponding to the maintenance event, determining a plurality of blocking areas corresponding to the maintenance event according to the traffic reaction coefficient, acquiring a maintenance processing rate corresponding to the blocking areas, and calculating to obtain an allocation weight of the maintenance personnel and the maintenance event; and efficient management and optimization of maintenance work are realized, delay and cost are reduced, and the safety of the maintenance work is enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of road maintenance management, and in particular to a transportation management system based on road maintenance. Background Art

[0002] Smart city road maintenance management technology monitors and analyzes data on various urban roads in real time, and then obtains the roads to be maintained, so as to achieve accurate road maintenance allocation corresponding to each maintained road, ensure that each maintained road receives timely and efficient road maintenance, avoid affecting traffic safety and traffic efficiency, provide intelligent protection for road travel of various urban users, and realize comprehensive and effective smart city road maintenance management.

[0003] For example, Chinese patent publication number CN117764789A discloses a smart city road maintenance management method and system, which relates to the technical field of road maintenance management. The present invention includes road maintenance screening, road surface information monitoring, marking status monitoring, marking performance analysis, road maintenance analysis and early warning prompts. By screening various roads in the city, various target roads in the city are obtained, and the overall evaluation coefficients of the markings corresponding to the target roads in the city are analyzed, and the maintenance roads in the city are obtained, and the maintenance requirements corresponding to the maintenance roads in the city are calculated, so as to realize the road maintenance management guarantee corresponding to the maintenance roads in the city by the smart city, carry out timely urban road prevention and road maintenance, improve the convenience and efficiency of urban road travel, reduce the blindness and slowness of urban road maintenance work, and make the maintenance resources corresponding to the urban road maintenance more accurately and reasonably allocated.

[0004] However, the existing technology ignores the allocation of maintenance tasks by maintenance personnel during road maintenance, resulting in the inability to promptly dispatch personnel to maintain the road after the corresponding problems are discovered. This can easily lead to maintenance delays due to improper personnel allocation, making the road maintenance effect worse. Summary of the invention

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is: a transportation management system based on road maintenance, including: a maintenance recording module, used to obtain the location where the maintenance event occurs, and determine the corresponding inspection path of the maintenance personnel when the maintenance event occurs.

[0006] The preliminary decision module is used to obtain preliminary decision data on maintenance time. The preliminary decision data includes setting the severity level and event sequence of maintenance events according to the severity, and determining the benign handling rate of maintenance events and the maintenance handling rate under the corresponding severity level.

[0007] The location determination module is used to obtain the traffic reaction coefficient corresponding to the maintenance event, determine the multiple blockade areas corresponding to the maintenance event based on the traffic reaction coefficient, obtain the maintenance treatment rate corresponding to the blockade area, and calculate the allocation weights of maintenance personnel and maintenance events; according to the traffic reaction coefficient and the allocation weight, the maintenance personnel are allocated to the upstream, downstream and midstream traffic locations of the blockade area in turn to obtain the personnel allocation status.

[0008] The sequence determination module is used to determine the movement path of the maintenance personnel to reach the corresponding passage position, combine the movement path and the event sequence, and obtain the optimal processing sequence of the maintenance personnel for the maintenance events.

[0009] The maintenance assessment module is used to obtain the maintenance frequency and the length of the affected road section at the passage location corresponding to the maintenance event, calculate the path adjustment factor, and obtain the final assessment result of the maintenance event processing based on the path adjustment factor, the optimal processing sequence, and the personnel allocation status.

[0010] The beneficial effects of the present invention are: 1. Through the maintenance record module, the system of the present invention can quickly obtain the location of maintenance events and the corresponding inspection paths, providing basic data for subsequent decision-making; according to the severity and event sequence of maintenance events, as well as the benign treatment rate and the maintenance treatment rate under the corresponding severity level, a scientific preliminary plan is provided for maintenance work, which helps to improve the accuracy and efficiency of maintenance.

[0011] 2. The present invention intelligently determines multiple blockade areas based on the traffic reaction coefficient, calculates the allocation weights of maintenance personnel and maintenance events, and then reasonably allocates maintenance personnel to the upstream, downstream and midstream traffic locations of the blockade area; this allocation method not only takes into account the maintenance event itself, but also fully considers traffic factors such as traffic flow and vehicle speed, making resource allocation more reasonable and efficient.

[0012] 3. The present invention determines the movement path of the maintenance personnel to reach the corresponding passage position, and combines the event sequence to obtain the optimal processing sequence of the maintenance personnel for the maintenance events; this helps the maintenance personnel to quickly respond to and handle maintenance events, and reduce traffic congestion and delays caused by maintenance work.

[0013] 4. The present invention calculates the final evaluation result of maintenance event processing by comprehensively considering factors such as maintenance frequency, length of affected road sections, optimal processing sequence, personnel allocation status, etc.; this provides an objective quantitative indicator for the effectiveness of maintenance work, which helps to continuously optimize maintenance strategies and improve maintenance quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0015] Figure 1It is a system framework diagram of a transportation management system based on road maintenance.

[0016] Figure 2 It is a system flow chart of the transportation management system based on road maintenance.

[0017] Figure 3 It is a system framework diagram of a preliminary decision-making module of a transportation management system based on road maintenance. DETAILED DESCRIPTION

[0018] The embodiments of the present invention are described in detail below. The embodiments described below are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention. If no specific techniques or conditions are specified in the embodiments, the techniques or conditions described in the literature in the art or the product specifications are used.

[0019] See also Figure 1 , Figure 2 A transportation management system based on road maintenance includes: a maintenance record module, a preliminary decision module, a position determination module, a sequence determination module, and a maintenance evaluation module; wherein the maintenance record module is used to transmit the recorded data to the preliminary decision module, the preliminary decision module inputs the calculated data into the position determination module, the position determination module inputs the season data into the sequence determination module, and the sequence determination module inputs the data into the maintenance evaluation module to complete the evaluation of the overall content.

[0020] The maintenance record module is used to obtain the location where the maintenance event occurs and determine the corresponding inspection path of the maintenance personnel when the maintenance event occurs.

[0021] The preliminary decision module is used to obtain preliminary decision data on maintenance time. The preliminary decision data includes setting the severity level and event sequence of maintenance events according to the severity, and determining the benign handling rate of maintenance events and the maintenance handling rate under the corresponding severity level.

[0022] The location determination module is used to obtain the traffic reaction coefficient corresponding to the maintenance event, determine the multiple blockade areas corresponding to the maintenance event based on the traffic reaction coefficient, obtain the maintenance treatment rate corresponding to the blockade area, and calculate the allocation weights of maintenance personnel and maintenance events; according to the traffic reaction coefficient and the allocation weight, the maintenance personnel are allocated to the upstream, downstream and midstream traffic locations of the blockade area in turn to obtain the personnel allocation status.

[0023] The sequence determination module is used to determine the movement path of the maintenance personnel to reach the corresponding passage position, combine the movement path and the event sequence, and obtain the optimal processing sequence of the maintenance personnel for the maintenance events.

[0024] The maintenance assessment module is used to obtain the maintenance frequency and the length of the affected road section at the passage location corresponding to the maintenance event, calculate the path adjustment factor, and obtain the final assessment result of the maintenance event processing based on the path adjustment factor, the optimal processing sequence, and the personnel allocation status.

[0025] Maintenance events in the present invention include wear and cracks on the road, blockage caused by drainage facility failure, missing traffic signs on important sections, lighting failure in tunnels, damaged and deformed road guardrails, and traffic light failures. At this time, the maintenance events that occur will be handled according to the maintenance events that occur, and corresponding staff will be assigned to carry out repairs; the maintenance events at this time are obtained through the uploaded data received in the system, and the maintenance events are assigned and processed; the inspection path indicates the route followed by maintenance personnel when performing inspection tasks.

[0026] In the present invention, the maintenance event that occurs at this time is first obtained, and the inspection path of the maintenance personnel at this time, as well as the position and path of other maintenance personnel from the maintenance event are determined; according to this path, the maintenance event will be evaluated first to determine the corresponding processing efficiency of the current maintenance event, and when multiple maintenance events occur, how to allocate the processing order of the maintenance personnel, and at the same time, the scope of influence of the maintenance event at this time, as well as the frequency of occurrence of the maintenance event or the frequency of maintenance events at the position corresponding to the maintenance event are judged, so as to judge whether the maintenance event at this time needs urgent processing. At this time, the movement path of the maintenance personnel is planned, so as to obtain the maintenance personnel assigned at this time and the shortest movement distance of the maintenance personnel to complete the maintenance of the road.

[0027] In one embodiment of the present invention, the maintenance recording module is used to obtain the location where the maintenance event occurs and determine the corresponding inspection path of the maintenance personnel when the maintenance event occurs.

[0028] At this time, the location of the maintenance event can include data in the following forms: longitude and latitude coordinates, usually expressed in the WGS84 coordinate system, such as (longitude, latitude); the time when the maintenance event occurred; the type of event, such as cracks, potholes, sign damage, etc.; the severity, such as minor, moderate, severe; and a specific description of the maintenance event.

[0029] The inspection path corresponding to the maintenance personnel is used to determine the location information of the maintenance personnel; for example, the current location coordinates of the maintenance personnel, the time of the maintenance personnel's location, the maintenance personnel's work number, the unique identifier of the mobile device used by the maintenance personnel, and the location of the maintenance personnel on the inspection path. For example, the inspection path of the maintenance personnel is to find out when a maintenance event occurs, on which highway or road the event mainly occurs, and at which specific point, and at which position on the path assigned by the maintenance personnel currently performing the inspection, to determine whether the maintenance personnel at the current location have other unresolved inspection tasks after reporting the maintenance event; at this time, after receiving the reported maintenance event, the system first determines the authenticity of the maintenance event and sets the priority. At this time, the maintenance personnel will first perform preliminary on-site processing and set warning signs. Since the inspection maintenance personnel may not have the processing capability, it is necessary to set the corresponding processing according to the received information, and promptly call the maintenance personnel who can handle the current maintenance event, and adjust the maintenance personnel called at this time and the path the maintenance personnel travel to according to the traffic and impact range of the area blocked due to the maintenance event.

[0030] In one embodiment of the present invention, a preliminary decision module is used to obtain preliminary decision data on maintenance time, and the preliminary decision data includes setting the severity level and event sequence of maintenance events according to the severity of the maintenance events, and determining the benign handling rate of the maintenance events and the maintenance handling rate at the corresponding severity level.

[0031] First, the severity standards of various maintenance events should be clarified. For example, events can be divided into three levels: minor, moderate, and severe.

[0032] Minor incidents: minor impact on driving safety, such as small cracks and slight wear of signs.

[0033] Moderate incidents: have a certain impact on driving safety, such as larger cracks and local road damage.

[0034] Serious incidents: have a great impact on driving safety, such as bridge damage and large-scale road collapse.

[0035] Then determine the time when each maintenance event occurs, sort the positions of the maintenance events, and obtain the event sequence of the maintenance events; then determine whether the maintenance event is a benign event, calculate the probability that the current maintenance event is a benign event, and calculate the benign treatment rate; finally, classify all maintenance events according to the severity level, and calculate the number of benign treatment rates under each severity level; obtain the maintenance treatment rates under different severity levels.

[0036] The benign treatment rate refers to the situation where a maintenance event can remain in good condition for a long time after being treated once and does not require multiple repairs. At this time, it is necessary to identify the severity level, event sequence and location of the current maintenance event to retrieve whether the maintenance event occurring at this time is a maintenance event that can remain in good condition for a long time after being treated once, and match the maintenance events at different severity levels to obtain a sufficiently accurate classification. At this time, the maintenance events will be analyzed, and the benign treatment volume and non-benign treatment rate at each time will be comprehensively judged to obtain the maintenance treatment rate at the corresponding severity level. The maintenance treatment rate obtained at this time can tell whether the current corresponding maintenance event can be directly handled or requires multiple maintenance.

[0037] like Figure 3 As shown, when processing maintenance events, the preliminary decision module also includes an event classification unit, a severity level confirmation unit, a maintenance event sequence unit and a maintenance processing rate unit.

[0038] Among them, the event classification unit is used to extract the key features of the maintenance event, compare the key features with the initial type of the maintenance event, and obtain the maintenance type corresponding to the maintenance event.

[0039] The initial type at this time is to define the content of the maintenance event, such as cracks, potholes, damaged signs, and bridge structure problems; the maintenance type obtained is used to determine the main details of the current maintenance event, such as location, size, depth, and specific problems.

[0040] For example, based on the experience of maintenance work and existing maintenance standards, common maintenance event types are summarized as the initial types of maintenance events. These initial types can be expressed as shown below.

[0041] Cracks: Cracks in the road surface.

[0042] Potholes: holes or breaks in the road surface.

[0043] Sign Damage: Damage or missing traffic signs.

[0044] Bridge Structural Issues: Defects or damage to the bridge structure.

[0045] Drainage System Blockage: Blockage or failure of the drainage system.

[0046] Then, for each type of maintenance event, further sub-classify it, and the sub-class after refinement is the current maintenance type. For example: cracks: horizontal cracks, longitudinal cracks, mesh cracks, etc.

[0047] Potholes: shallow potholes, deep potholes, etc.

[0048] Logo damage: logo faded, logo bent, logo missing, etc.

[0049] Bridge structure problems: cracks in the bridge deck, tilted piers, sinking of the bridge deck, etc.

[0050] Drainage system is blocked: rainwater outlet is blocked, drainage ditch is blocked, etc.

[0051] In addition to the above-mentioned classification styles of maintenance types, further detailed classification can be performed based on the number and time of maintenance events, so that the type description of maintenance events can be more comprehensive.

[0052] At this time, the key features extracted can be extracted from the image of the maintenance event. At this time, the maintenance type is obtained by extracting the key features corresponding to the maintenance event, clustering the key features with the initial type of the maintenance event as the clustering center, iterating the clustered key features continuously, and outputting the iterated clustering center as the output maintenance type.

[0053] At this time, when the key features are clustered, the cosine similarity is used to calculate the similarity between the key features and the cluster centers, and each key feature is assigned to the group where the most similar cluster center is located, and the cluster centers at this time are iterated until the cluster centers no longer change significantly. At this time, when the cluster centers are iterated, each cluster center will be recalculated to obtain a new cluster center. The new cluster center is the average of all values ​​in the group where the cluster center is located, and it is continuously iterated. All values ​​except the cluster center are continuously clustered according to cosine similarity until a new cluster center is replaced. If the data after clustering is the same, no iteration is performed. At this time, the data corresponding to all cluster centers are the maintenance types that need to be output.

[0054] The clustering method at this time is to carefully divide the current maintenance events to obtain the corresponding maintenance types. For example, the location where the current maintenance event occurs can be of different types, such as good road conditions, low maintenance frequency, and located at bridges and tunnels. These different maintenance types are combined to determine the situation of the maintenance event at this time.

[0055] The severity level confirmation unit is used to set a severity score for the maintenance event according to the maintenance type corresponding to the maintenance event, and classify the severity level of the maintenance event according to the severity score.

[0056] When setting a severity score for a maintenance event, obtain the maintenance type, traffic flow, accident frequency, and surrounding environment corresponding to the maintenance event, and set the type assessment value corresponding to the maintenance type, the traffic assessment value of the traffic flow, the frequency assessment value of the accident frequency, and the environmental assessment value of the surrounding environment in sequence; obtain the severity score based on the type assessment value, traffic assessment value, frequency assessment value, and environmental assessment value, and obtain the severity level of the maintenance event based on the value of the severity score.

[0057] The score value set at this time can be set as shown in the following description according to different situations.

[0058] For example, when the maintenance type at this time is expressed as the following situation, the corresponding type evaluation value can be set according to the following content.

[0059] Shallow potholes: Score 2 points because shallow potholes have relatively little impact on vehicles.

[0060] Potholes: Rated 4 points, deep potholes pose a high risk to vehicle safety.

[0061] Faded signs: Score 1 point. Faded signs can still be recognized, but may affect the driver's visual experience.

[0062] Curved logo: Score 2 points. A curved logo may affect its clarity and readability.

[0063] Missing signs: 3 points. Missing signs will seriously affect the driver's guidance and safety.

[0064] Bridge deck cracks: Rated 3 points. Bridge deck cracks may affect the durability and safety of the bridge deck.

[0065] Pier tilt: Score 5 points. Pier tilt indicates that the bridge structure is unstable and there are major safety hazards.

[0066] Bridge Deck Sinking: Rated 4 points, bridge deck sinking may affect vehicle traffic and is a sign of structural problems with the bridge.

[0067] Blockage of rainwater outlet: 2 points. Blockage of rainwater outlet will result in the inability to discharge rainwater in time, which may cause local water accumulation.

[0068] Drainage ditch blockage: Rated 3 points. Drainage ditch blockage will cause large-scale water accumulation and affect road traffic capacity.

[0069] The scoring values ​​corresponding to traffic flow, accident frequency, and surrounding environment can be set according to different situations. They can be set in the following way, or they can be set according to the proportion of data around the road, such as 5%, 20%, and 50%. This proportion is set according to the proportion of the current data in the historical data, and the average value of the preset score corresponding to the proportion is selected from the historical data as the evaluation value corresponding to the three parameters of traffic flow, accident frequency, and surrounding environment.

[0070] Traffic flow: less than 1,000 vehicles / day is awarded 1 point, 1,000 to 5,000 vehicles / day is awarded 3 points, and more than 5,000 vehicles / day is awarded 5 points.

[0071] Accident frequency: 1 point if there were no accidents in the past year, 3 points if there were 1 to 5 accidents, and 5 points if there were more than 5 accidents.

[0072] Surrounding environment: 1 point if far away from residential areas, 3 points if close to residential areas, and 5 points if near schools or hospitals.

[0073] At this time, the severity score can be expressed as: obtaining the type assessment value, traffic assessment value, frequency assessment value, and environmental assessment value under the maintenance type, and calculating the severity score.

[0074] Among them, OSS means severe score, TSS i represents the type assessment value of the i-th maintenance type, TRS represents the traffic assessment value, FSV represents the frequency assessment value, ESV represents the environmental assessment value, and w TSS,i represents the weight of the type assessment value of the i-th maintenance type, w TRS represents the weight of traffic assessment value, w FSV represents the weight of the frequency evaluation value, w ESV represents the weight of the environmental assessment value, n represents the number of maintenance types, and i ranges from 1 to n. At this time, a score will be set for each maintenance type after clustering according to the number of maintenance types, and all scores will be weighted and averaged to obtain the severity score corresponding to the maintenance event at this time.

[0075] After the severity scores are calculated, they are normalized and divided according to preset scoring levels to obtain severity levels.

[0076] The preset scoring level can be set to five levels in the range of 0-0.2, 0.2-0.4, 0.4-0.6, 0.6-0.8, and 0.8-1.0. The smaller the score, the lower the severity of the maintenance event at that time, and the larger the score, the greater the problem of this maintenance event.

[0077] The maintenance event sequence unit is used to determine the event sequence of maintenance event processing based on the location and severity level of the maintenance event.

[0078] When the event sequence of maintenance event processing is obtained, the maintenance event is regarded as a node, and the preliminary path with the minimum total distance between all nodes is calculated. The preliminary path is adjusted according to the severity levels of the nodes on the preliminary path, and the event sequence of the nodes on the adjusted preliminary path is output as the event sequence of maintenance event processing.

[0079] First, the nearest neighbor algorithm is used to generate a preliminary path. Then, all maintenance events are sorted according to their severity levels to generate a new list. The preliminary path is traversed to see if all maintenance events are included. If not, they are inserted into the current path while ensuring that the total distance of the inserted path is as small as possible. The path is then checked and adjusted to adjust the maintenance event with the highest severity level to the starting point of the preliminary path. The maintenance events from the starting point to the end point of the adjusted preliminary path are output in sequence to obtain the event sequence of maintenance event processing.

[0080] The maintenance treatment rate unit is used to count the benign treatment rates corresponding to the key features under each maintenance type, and integrate the benign treatment rates according to the maintenance types to obtain the maintenance treatment rates under the corresponding severity levels.

[0081] At this time, the benign treatment rate means the number of benign treatments to the total number of treatments. At this time, the benign treatment rate can be obtained based on the ratio of the number of benign treatments of the corresponding key feature in the historical data to the total number of treatments; thus, the benign treatment rate under each maintenance type can be obtained, and the benign treatment rate of a maintenance type is the average value of the benign treatment rate of the key feature of the corresponding maintenance type.

[0082] The maintenance treatment rate is expressed as: the classification probability, benign treatment rate and occurrence probability of the maintenance type are obtained, and the maintenance treatment rate is calculated.

[0083] Where Pr represents the maintenance treatment rate, π(i) represents the classification probability of the ith maintenance type, the classification probability is the ratio of the number of key features under the corresponding maintenance type to the number of all key features, P(i) represents the benign treatment rate of the ith maintenance type, β i It represents the occurrence probability of the i-th maintenance type. The occurrence probability of a maintenance type refers to the frequency of a maintenance type in the entire maintenance event data set, that is, the ratio of the number of maintenance events of a maintenance type to the total number of maintenance events of all maintenance types.

[0084] In one embodiment of the present invention, a location determination module is used to obtain a traffic reaction coefficient corresponding to a maintenance event, determine multiple blockade areas corresponding to the maintenance event based on the traffic reaction coefficient, obtain the maintenance treatment rate corresponding to the blockade area, and calculate the allocation weights of maintenance personnel and maintenance events; according to the traffic reaction coefficient and the allocation weight, the maintenance personnel are allocated to the upstream, downstream and midstream traffic locations of the blockade area in turn to obtain the personnel allocation status.

[0085] The above-mentioned blockade area includes the upstream, downstream and midstream traffic locations. The position of the maintenance personnel is set according to this blockade area to coordinate how to deal with maintenance incidents when they occur, so as to improve the efficiency of handling maintenance incidents; an area corresponding to the current maintenance event will be set up, and this area will be divided into multiple blockade areas to divide the area closed by the corresponding maintenance event into multiple small areas, and the maintenance processing rate and allocation weights in these small areas will be identified to adjust how the current maintenance personnel should be configured to ensure the smooth progress of maintenance work and minimize the impact on traffic.

[0086] The upstream traffic position at this time: This is the area farthest from the maintenance operation area and is located before the operation area. In this area, traffic gradually transitions from normal to restricted status.

[0087] Downstream traffic position: This is the area after the maintenance operation area. Vehicles have passed the operation area and are gradually returning to normal driving conditions.

[0088] Midstream traffic location: This is the area where maintenance work actually takes place, involving lane closures, traffic diversions, etc.

[0089] At this time, the traffic reaction coefficient is calculated by obtaining the traffic flow, vehicle speed, detour path distance and travel time at the corresponding position of the maintenance event. At this time, the change in traffic flow due to the maintenance event will be identified by the change in traffic flow. The change in traffic flow is expressed as the increase or decrease in the number of vehicles passing through per unit time. The vehicle speed is the average of the vehicle speeds. The travel time is the increase in the time it takes for the vehicle to pass through the blocked area. The detour path distance is used to determine the length of the path that the vehicle needs to detour when the road needs maintenance; if no detour is required, the weight of the detour path distance is set to zero.

[0090] Therefore, the traffic reaction coefficient can be expressed as shown below. The traffic flow, vehicle speed, detour path distance and travel time at the location corresponding to the maintenance event are obtained, and the traffic reaction coefficient is calculated.

[0091] Where TRC represents the traffic reaction coefficient, t f Indicates the index value of traffic flow, t′f represents the standard value of traffic flow, v p An index value representing vehicle speed, v′ p Indicates the standard value of vehicle speed, d p The index value representing the detour path distance, d′ p Indicates the standard value of the detour path distance, t t Indicates the index value of travel time, t′ t represents the standard value of travel time; w1 represents the weight of traffic flow, w2 represents the weight of vehicle speed, w3 represents the weight of detour path distance, and w4 represents the weight of travel time; the standard values ​​of traffic flow, vehicle speed, detour path distance and travel time are expressed as the average values ​​of maintenance events of the corresponding maintenance type in historical data. At this time, the weights of these four values ​​can be set to 0.3, 0.3, 0.2, and 0.2 respectively; when there is no detour, the weights can be 0.4, 0.3, and 0.3 respectively.

[0092] For the blockade area set at this time, after obtaining the traffic impact coefficient, the area value of the blockade area is adjusted according to the value of the traffic impact coefficient, which can be calculated in the following way.

[0093] S j = min(TRC j ×K,S max ), where S j represents the area value of the jth blocked area, S max Indicates the maximum area of ​​the blocked area, TRC j represents the traffic response coefficient of the jth blocked area; K represents the adjustment coefficient, which is a constant and can be set to 1.5 at this time, and the unit is set to per square kilometer.

[0094] At this time, a minimum value will be selected from the maximum area of ​​the blocked area and the product of the traffic reaction coefficient and the adjustment coefficient as the blocked area set at this time to determine a blocked area of ​​appropriate size with less impact on the overall area to complete the regulation of the area.

[0095] The allocation weight can be expressed as the ratio of the maintenance processing rate of maintenance events in the current blocked area to the sum of the maintenance processing rates of all maintenance events. The purpose of setting the allocation weight at this time is to uniformly manage the maintenance events occurring on the entire road section to select which area should be allocated more people.

[0096] Among them, ω j represents the allocation weight of the jth blocked area, Pr j It represents the maintenance treatment rate of the jth blocked area, m represents the number of blocked areas, and the value range of j is 1 to m.

[0097] According to the traffic reaction coefficient and the allocation weight, the maintenance personnel are assigned to the upstream, downstream and midstream traffic locations of the blockade area in turn. When making the allocation, the weight of the traffic reaction coefficient is first calculated, and the values ​​of the allocation weight and the weight of the traffic reaction coefficient are determined to obtain the set traffic location.

[0098] The weights for the traffic response coefficients are expressed as follows.

[0099] Among them, C j represents the weight of the traffic response coefficient of the jth blocked area, TRC j represents the traffic reaction coefficient of the jth blocked area, m represents the number of blocked areas, and the value range of j is 1 to m.

[0100] The personnel allocation status can be expressed as follows: according to the weight of the traffic reaction coefficient and the allocation weight, the number of personnel set in each blocked area is obtained and output as the personnel allocation status.

[0101] Among them, PA j represents the number of people in the jth blocked area, C j represents the weight of the traffic reaction coefficient of the jth blocked area, ω j represents the allocation weight of the jth blocked area, PA base Indicates the basic value of personnel allocation, which is obtained by extracting the average number of people handled in the same type of events as the current maintenance event from the database; It represents the average value of the weight of the traffic reaction coefficient. Int[] represents the rounding operation, and rounding up is used in this case.

[0102] At this time, the personnel allocation status of each blockade area indicates the number of personnel set at the upstream, downstream and midstream access locations of the blockade area. The purpose of using the upstream, downstream and midstream access locations for explanation here is that there are multiple blockade areas divided at this time, and each blockade area corresponds one-to-one with the upstream, downstream and midstream access locations in turn to set the corresponding number of personnel at each access location.

[0103] In one embodiment of the present invention, the sequence determination module is used to determine the movement path of the maintenance personnel to reach the corresponding passage position, and combine the movement path with the event sequence to obtain the optimal processing sequence of the maintenance personnel for the maintenance events.

[0104] This is a description of the restrictions on how the maintenance personnel can reach the corresponding traffic positions after obtaining the personnel allocation situation. After knowing how many maintenance personnel are needed at each traffic position, the system will check the number of personnel that can be mobilized at this time, and select the nearest place where each maintenance personnel can reach the position the fastest, so as to realize the rapid deployment and processing of road maintenance.

[0105] The best processing sequence is obtained by first obtaining whether it is feasible for the maintenance personnel to arrive at the passage position corresponding to the maintenance event; calculating the time for the maintenance personnel to arrive at the corresponding passage position, and obtaining the total moving time of all maintenance personnel to arrive at the corresponding passage position. When the total moving time is the minimum value, the corresponding relationship between the maintenance personnel and the passage position set at this time is output as the best processing sequence. When the total moving time is not the minimum value, the maintenance personnel and the passage position are reselected until the total moving time reaches the minimum value.

[0106] Assuming there are a maintenance personnel and b transit locations, the total travel time can be expressed as follows.

[0107] Where Z represents the total moving time, t ab represents the time it takes for the ath maintenance worker to reach the bth pass position, x ab It represents the feasible value between the ath maintenance worker and the bth passage position. The feasible value is 0 or 1. It takes 1 when the maintenance worker can reach the corresponding position and takes 0 when the maintenance worker cannot reach the corresponding position. When the number of feasible values ​​1 of the corresponding passage position is equal to the number of personnel set at the passage position, the feasible values ​​of subsequent maintenance workers to the passage position are all 0. At this time, the loop is iterated until the total moving time is minimized. A represents the number of maintenance workers, B represents the number of passage positions, a ranges from 1 to A, and b ranges from 1 to B.

[0108] The best processing sequence obtained here requires all maintenance personnel to minimize the total moving time after arriving at the passage position, so as to improve the efficiency and speed of maintenance work deployment, facilitate timely control of the area where maintenance incidents occur, and improve the effect of control.

[0109] In one embodiment of the present invention, a maintenance assessment module is used to obtain the maintenance frequency and the length of the affected road section at the passage location corresponding to the maintenance event, calculate the path adjustment factor, and obtain the final assessment result of the maintenance event processing based on the path adjustment factor, the optimal processing sequence, and the personnel allocation status.

[0110] The maintenance frequency at this time indicates the frequency of maintenance that has been performed at the location handled by the corresponding maintenance event. The maintenance frequency here is different from the event frequency. It is a comprehensive situation of the number of maintenance times when no maintenance event occurred and the number of maintenance times when a maintenance event occurred. It tends to consider the ratio of the number of daily maintenance times at this location and the number of maintenance times when problems occur to the total maintenance times; and the maintenance events mentioned in the present invention tend to describe the maintenance tasks performed when problems occur.

[0111] The length of the affected road section refers to the average length of the road section affected when a maintenance event occurs at the passage location.

[0112] The final evaluation results are obtained by normalizing the maintenance frequency and the length of the affected road section, calculating the weighted average of the normalized maintenance frequency and the length of the affected road section as the path adjustment factor; normalizing the minimum value of the total moving time corresponding to the optimal processing sequence as the index value of the optimal processing sequence involved in the calculation; normalizing the number of personnel in the blocked area in the personnel allocation situation as the index value of the personnel allocation situation; and calculating the final evaluation results based on the path adjustment factor, the index value of the optimal processing sequence, and the index value of the personnel allocation situation.

[0113] Among them, FER represents the final evaluation result, PF represents the path adjustment factor, Z′ represents the index value of the optimal processing sequence, PA′ represents the index value of the personnel allocation, α1 represents the weight of the path adjustment factor, α2 represents the weight of the optimal processing sequence, α3 represents the weight of the personnel allocation, and e represents the exponential constant.

[0114] Based on the final evaluation results, the system will judge the current values ​​and determine whether the allocation method used at this time is reasonable. This result can help make better decisions in maintenance work, improve work efficiency and reduce costs, while ensuring the safety of maintenance operations and user satisfaction.

[0115] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations on the present invention. A person skilled in the art may make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention and they are still covered by the protection scope of the present invention.

Claims

1. A transportation management system based on road maintenance, characterized in that: include: The maintenance record module is used to obtain the location where the maintenance event occurred and determine the corresponding inspection path of the maintenance personnel when the maintenance event occurred; A preliminary decision module is used to obtain preliminary decision data of maintenance time. The preliminary decision data includes setting the severity level and event sequence of maintenance events according to the severity level, and determining the benign treatment rate of maintenance events and the maintenance treatment rate under the corresponding severity level; The location determination module is used to obtain the traffic reaction coefficient corresponding to the maintenance event, determine the multiple blockade areas corresponding to the maintenance event according to the traffic reaction coefficient, obtain the maintenance treatment rate corresponding to the blockade area, and calculate the distribution weight of the maintenance personnel and the maintenance event; According to the traffic reaction coefficient and the allocation weight, the maintenance personnel are sequentially allocated to the upstream, downstream and midstream traffic locations of the blockade area to obtain the personnel allocation status; The sequence determination module is used to determine the movement path of the maintenance personnel to reach the corresponding passage position, and combine the movement path with the event sequence to obtain the best processing sequence of the maintenance personnel for the maintenance events; The maintenance assessment module is used to obtain the maintenance frequency and the length of the affected road section at the passage location corresponding to the maintenance event, calculate the path adjustment factor, and obtain the final assessment result of the maintenance event processing based on the path adjustment factor, the optimal processing sequence, and the personnel allocation status.

2. A road maintenance-based transportation management system according to claim 1, characterized in that: The preliminary decision module also includes an event classification unit, a severity level confirmation unit, a maintenance event sequence unit, and a maintenance treatment rate unit; An event classification unit is used to extract key features of maintenance events, compare the key features with the initial type of maintenance events, and obtain the maintenance type corresponding to the maintenance event; A severity level confirmation unit is used to set a severity score for the maintenance event according to the maintenance type corresponding to the maintenance event, and classify the severity level of the maintenance event according to the severity score; The maintenance event sequence unit is used to determine the event sequence of maintenance event processing based on the location and severity level of the maintenance event; The maintenance treatment rate unit is used to count the benign treatment rates corresponding to the key features under each maintenance type, and integrate the benign treatment rates according to the maintenance types to obtain the maintenance treatment rates under the corresponding severity levels.

3. A road maintenance-based transportation management system according to claim 2, characterized in that: The maintenance type is obtained by extracting the key features corresponding to the maintenance event, clustering the key features with the initial type of the maintenance event as the clustering center, iterating the clustered key features continuously, and outputting the iterated clustering center as the output maintenance type.

4. A road maintenance-based transportation management system according to claim 2, characterized in that: The severity score is expressed as follows: the type assessment value, traffic assessment value, frequency assessment value, and environmental assessment value under the maintenance type are obtained, and the severity score is calculated; after the severity score is calculated, the severity score is normalized, and the severity score is divided according to the preset scoring level to obtain the severity level; Among them, OSS means severe score, TSS i represents the type assessment value of the i-th maintenance type, TRS represents the traffic assessment value, FSV represents the frequency assessment value, ESV represents the environmental assessment value, and w TSS,i represents the weight of the type assessment value of the i-th maintenance type, w TRS represents the weight of traffic assessment value, w FSV represents the weight of the frequency evaluation value, w ESV represents the weight of the environmental assessment value, n represents the number of maintenance types, and the value range of i is from 1 to n.

5. A transportation management system based on road maintenance according to claim 2, characterized in that: The maintenance treatment rate is expressed as, the classification probability, benign treatment rate and occurrence probability of the maintenance type are obtained, and the maintenance treatment rate is calculated; Among them, Pr represents the maintenance treatment rate, π(i) represents the classification probability of the i-th maintenance type, P(i) represents the benign treatment rate of the i-th maintenance type, β i represents the occurrence probability of the i-th maintenance type.

6. A road maintenance-based transportation management system according to claim 1, characterized in that: The traffic reaction coefficient is expressed as follows. The traffic flow, vehicle speed, detour path distance and travel time at the location corresponding to the maintenance event are obtained to calculate the traffic reaction coefficient: Where TRC represents the traffic reaction coefficient, t f Indicates the index value of traffic flow, t′ f represents the standard value of traffic flow, v p An index value representing vehicle speed, v′ p Indicates the standard value of vehicle speed, d p The index value representing the detour path distance, d′ p Indicates the standard value of the detour path distance, t t Indicates the index value of travel time, t′ t represents the standard value of travel time; w1 represents the weight of traffic flow, w2 represents the weight of vehicle speed, w3 represents the weight of detour path distance, and w4 represents the weight of travel time.

7. The road maintenance-based transportation management system according to claim 1, characterized in that: The allocation weight is expressed as the ratio of the maintenance treatment rate of the maintenance event in the current blocked area to the sum of the maintenance treatment rates of all maintenance events; Among them, ω j represents the allocation weight of the jth blocked area, Pr j represents the maintenance treatment rate of the jth blocked area, m represents the number of blocked areas, and the value range of j is 1 to m; The weight of the traffic reaction coefficient is expressed as follows: Among them, C j represents the weight of the traffic response coefficient of the jth blocked area, TRC j represents the traffic reaction coefficient of the jth blocked area, m represents the number of blocked areas, and the value range of j is 1 to m.

8. A transportation management system based on road maintenance according to claim 7, characterized in that: The personnel allocation status can be expressed as follows: according to the weight of the traffic reaction coefficient and the allocation weight, the number of personnel set in each blocked area is obtained and output as the personnel allocation status; Among them, PA j represents the number of people in the jth blocked area, C j represents the weight of the traffic reaction coefficient of the jth blocked area, ω j represents the allocation weight of the jth blocked area, PA base Indicates the basic value of personnel allocation; Represents the average value of the weight of the traffic reaction coefficient. Int[] represents the rounding operation.

9. The road maintenance-based transportation management system according to claim 1, characterized in that: The best processing sequence is obtained by first obtaining whether it is feasible for the maintenance personnel to reach the passage position corresponding to the maintenance event; then calculating the time for the maintenance personnel to reach the corresponding passage position, and obtaining the total movement time of all maintenance personnel to reach the corresponding passage position. When the total movement time is the minimum value, the corresponding relationship between the maintenance personnel and the passage position set at this time is output as the best processing sequence; The total moving time is expressed as: Where Z represents the total moving time, t ab represents the time it takes for the ath maintenance worker to reach the bth pass position, x ab It represents the feasible value between the ath maintenance worker and the bth passage position. A represents the number of maintenance workers, B represents the number of passage positions, the value range of a is 1 to A, and the value range of b is 1 to B.

10. A transportation management system based on road maintenance according to claim 1, characterized in that: The final evaluation result is obtained by normalizing the maintenance frequency and the length of the affected road section, and calculating the weighted average of the normalized maintenance frequency and the length of the affected road section as the path adjustment factor; The minimum value of the total moving time corresponding to the best processing sequence is normalized as the index value of the best processing sequence involved in the calculation. The number of personnel in the blocked area in the personnel allocation is normalized as the index value of the personnel allocation. The final evaluation result is calculated based on the path adjustment factor, the index value of the best processing sequence, and the index value of the personnel allocation. Among them, FER represents the final evaluation result, PF represents the path adjustment factor, Z′ represents the index value of the optimal processing sequence, PA′ represents the index value of the personnel allocation, α1 represents the weight of the path adjustment factor, α2 represents the weight of the optimal processing sequence, α3 represents the weight of the personnel allocation, and e represents the exponential constant.

Images