Traffic equipment operation supervision method and system based on GIS map

Abstract

The invention provides a traffic equipment operation supervision method and system based on a GIS map, and belongs to the technical field of traffic equipment remote supervision, and the method comprises the following steps: traffic equipment and a network terminal are configured at the position of a road node, and the traffic equipment is used for obtaining an image at the position of the road node or indicating a road traffic state; the network terminal is in communication connection with adjacent traffic equipment and is used for performing wireless communication with the traffic equipment and the remote host; state inspection strategies for the traffic equipment and the network terminal at the road nodes are configured and used for data fed back by the network terminal within specified time, and the remote host performs performance evaluation on the traffic equipment and the network terminal according to the fed-back data to obtain an evaluation report of the running states of the traffic equipment and the network terminal; and after acquiring the evaluation report of the running states of the traffic equipment and the network terminal, the remote host sends a maintenance work order according to the running states, and carries out time-limited processing. The processing time limit is associated with the emergency state of the fault, and the fault is processed stage by stage.

Description

Technical Field

[0001] The present invention relates to the technical field of remote supervision of traffic equipment, and particularly to a method and system for supervising the operation of traffic equipment based on a GIS map. Background Art

[0002] With the continuous improvement of the urbanization process, the continuous improvement of urban road infrastructure construction, and the increasing number of vehicles, traffic equipment for supervising and indicating road traffic has become more and more popular. Traffic equipment is a product with a high degree of integration, usually manufactured and maintained by corresponding manufacturers, lacking unified standards. Traditional maintenance and management of traffic equipment rely on manual inspections, manual entry, and work order distribution by each manufacturer, resulting in a long maintenance cycle, slow response speed, and often manual post-event intervention for fault handling, with a certain delay, which seriously affects the operation efficiency of urban road traffic. The low level of intelligence is also likely to lead to traffic accidents.

[0003] The operation and maintenance of traffic equipment are of great significance to traffic safety, and this is also a key measure to ensure transportation efficiency and the effective utilization of social resources. Therefore, it is very necessary to provide a method and system for supervising the operation of traffic equipment based on a GIS map, which can intelligently judge the operation status of traffic facilities according to the acquired data and automatically distribute maintenance work orders, so as to eliminate the need for manual inspections one by one, or rely on manual reporting or troubleshooting after faults, and intervene in a timely manner before the output results of the equipment deteriorate, which is conducive to improving the efficiency of fault handling and ensuring the reliability of road traffic. Summary of the Invention

[0004] In view of this, the present invention proposes a method and system for supervising the operation of traffic equipment based on a GIS map, which periodically and randomly acquires data of traffic equipment and network terminals, and then judges whether the working state of the facilities is reliable, and timely performs manual intervention and maintenance to suppress faults in the early stage, thereby improving road traffic efficiency and evaluating the response level of the maintenance department.

[0005] The technical solution of the present invention is realized as follows:

[0006] On the one hand, the present invention provides a method for supervising the operation of traffic equipment based on a GIS map, including the following steps:

[0007] S1: Configure traffic equipment and network terminals at road node positions. The traffic equipment is used to acquire images at the nodes of the road or indicate the road traffic state; the network terminal is communicatively connected to adjacent traffic equipment and is used for wireless communication with the traffic equipment and the remote host.

[0008] S2: Associate the positions and working states of the traffic equipment and network terminals at the road nodes with the GIS map.

[0009] S3: Configure a status inspection strategy for traffic devices and network terminals at road nodes to be used for the data fed back by network terminals within a specified time. Based on the fed-back data, the remote host conducts performance evaluations on the traffic devices and network terminals to obtain an evaluation report on the operating status of the traffic devices and network terminals;

[0010] S4: After the remote host obtains the evaluation report on the operating status of the traffic devices and network terminals, it issues a maintenance work order according to the operating status and sets a time limit for handling;

[0011] S5: The remote host evaluates the operation and maintenance level of the traffic devices and network terminals based on the change trend of the evaluation report on the operating status of the traffic devices and network terminals and the execution status of the maintenance work order.

[0012] Based on the above technical solutions, preferably, the traffic devices include a video monitoring unit, an indicator light unit, and a lighting unit; the traffic devices regularly send images or operation data indicating the road traffic status to the network terminal.

[0013] Preferably, the configuration of the status inspection strategy for traffic devices and network terminals at road nodes in step S3 is carried out at a fixed first query period T 1 , and the statuses of traffic devices and network terminals at each road node are sequentially queried according to the area range or the extension direction of the road. Based on the data fed back by the received network terminals, the operating status of the traffic devices and network terminals is evaluated; or the statuses of traffic devices and network terminals at randomly selected and non-adjacent road nodes are inspected, and based on the data fed back by the received network terminals, the operating status of the traffic devices and network terminals is evaluated according to the type of traffic devices, the quality of the output data content, and the processing time of the network terminal, so as to obtain an evaluation report on the operating status of the traffic devices and network terminals.

[0014] Preferably, the evaluation of the operating status of the video monitoring unit in the traffic devices includes the following contents:

[0015] Operating status A 1 ∈[1, 0];

[0016] Frame loss rate Totalframes is the theoretically obtained number of output frames of the video monitoring unit by the network terminal within adjacent first query periods, and Lostfarames is the deviation between the actually obtained number of output frames of the video monitoring unit by the network terminal within adjacent first query periods T 1 and Totalframes;

[0017] Picture freeze Sameframes is the number of output frames of video surveillance units with the same content obtained by a network terminal within adjacent first query cycles;

[0018] Brightness deviation max{·} is the operation of taking the maximum value, Goal_Brightness is the expected brightness of the image of the video surveillance unit, represents the historical brightness values when the video surveillance unit has been continuously evaluated as qualified in the most recent J times. J is an odd number greater than or equal to 5, j = 1, 2,..., J, ω j represents the weight of the historical brightness value, ω j = β J-j , β is the attenuation exponent, 0 < β < 1; avg_Brightness is the average brightness of all output frames of the video surveillance unit actually obtained by the network terminal within the current first query cycle;

[0019] Picture blurriness index A 5 = BlurStrength adj = BlurStrength × (1 + α season + α weather ), where BlurStrength is the average gradient of at least one randomly selected image I(x, y) in the output frames of the video surveillance unit actually obtained by the network terminal within the current first query cycle, is the gradient amplitude of at least one image I(x, y), x and y are the pixel coordinates of at least one image I(x, y) respectively, x = 1, 2,..., M, y = 1, 2,..., N, G x and G y are the gradients of at least one image I(x, y) in the horizontal and vertical directions respectively; α season is the seasonal blurring factor, α season = 0.01T avg - 0.01H avg , T avg is the average temperature in the most recent week, H avg is the average relative humidity in the most recent week; BlurStrength adj is the average gradient of at least one image I(x, y) adjusted by the weather blurring factor and the seasonal blurring factor; α weather is the weather blurring factor, α weather = 0.05P + 0.01AQI - 0.01V, P is the numerical value of the precipitation in the most recent week, AQI is the air quality index at the current moment, V is the visibility at the current moment.

[0020] Preferably, the evaluation of the operating state of the indicator unit in the traffic equipment includes the following contents:

[0021] Availability of indicator lights where Run act is the running duration of the indicator light unit in each first query period, SCH is the planned maintenance duration, and set B 1 ≥95%;

[0022] Synchronization error time B of indicator lights 2 , defined as the error of the starting moment of the same color of the indicator light units in the same direction of the road, and set B 2 ≤3s;

[0023] Display accuracy B 3 , defined as the accuracy of color switching within the display period of the indicator light unit, and set B 3 =100%;

[0024] Brightness compliance where L min is the minimum brightness of the indicator light unit, and L max is the maximum brightness of the indicator light unit;

[0025] The operation status evaluation of the lighting unit in traffic equipment includes the following contents:

[0026] Brightness compliance rate C 1 ≥20lux; Energy consumption index 0<C 2 ≤0.2kwh; Light pollution index where Φ total is the luminous flux of the lighting unit, and ΔΦ is the luminous flux of the lighting unit exceeding the ambient light threshold; Lighting unit life achievement rate where life act is the actual cumulative normal usage duration of the lighting unit, and life exp is the nominal life of the lighting unit.

[0027] Preferably, the operation status evaluation of the network terminal includes the following contents:

[0028] Transmission delay T trans , where T conn is the necessary time for the network terminal to establish a communication connection with the traffic equipment or the remote host; pack k represents the kth data packet, k = 1, 2,..., K. The data packet splitting is to divide the operation data sent by the video monitoring unit, indicator light unit, and lighting unit in the current first query period into K data packets, and the size of each data packet is the same. The parameter K is obtained by dividing the operation data by the standard size of a single data packet and then rounding up; T procis the processing time of each data packet; R is the transmission rate of the network terminal; T prop is the necessary delay for data transmission, including the time for data packet splitting and waiting at the network terminal; Cost(pack k , R max ) represents the additional delay caused by retransmission after the data packet transmission fails, R 0 represents the actual number of retransmissions, R max represents the maximum number of retry times for retransmission, R 0 ≤R max ; T retry is the time interval between two adjacent retransmissions; I is an indicator function, which is 1 when the current data packet is lost and 0 when it is not lost; PW is the priority weight coefficient, For real-time transmission occasions, the transmission delay T trans ≤3s; for non-real-time transmission occasions, the transmission delay T trans ≤30s;

[0029] The reception success rate SR, where loss k is the packet loss rate of the kth data packet.

[0030] Preferably, the evaluation report on the operating states of the traffic equipment and the network terminal is a hierarchical evaluation of the operating states according to the evaluation contents of the operating states of the video monitoring unit, the indicator light unit, the lighting unit, and the network terminal:

[0031] 1) Emergency failure state, satisfying any one of the following: the operating state A of the video monitoring unit 1 =0, the indicator light unit does not work, the display accuracy rate B of the indicator light unit 3 <100% or the network terminal is offline;

[0032] 2) Severe failure state, satisfying any one of the following: the packet loss rate A of the video monitoring unit 2 >10%, the picture freeze A of the video monitoring unit 3 >5%, the available rate B of the indicator lights of the indicator light unit 1 <95%, the indicator light synchronization error time B of the indicator light unit 2 >3s, the brightness compliance B of the indicator light unit 4 =0; the transmission delay of the network terminal exceeds the set value in multiple different first query cycles; the packet loss rate of the network terminal in multiple different first query cycles >10%; the reception success rate of the network terminal <95%;

[0033] 3) Non-emergency fault state, satisfying any one of the following: the brightness deviation A of the video surveillance unit 4 > 20%, the picture blur degree A of the video surveillance unit 5 > 5, the brightness compliance rate C of the lighting unit 1 < 20 lux, the energy consumption index C of the lighting unit 2 > 0.2 kwh, the light pollution index C of the lighting unit 3 > 25% or the life achievement rate C of the lighting unit 4 < 90%;

[0034] 4) Normal state: The operating state excluding the situations of classification 1), 2) and 3) is the normal state.

[0035] Preferably, issuing a maintenance work order according to the operating state in step S4 and processing it within a time limit means issuing corresponding maintenance work orders for the emergency fault state, serious fault state and non-emergency fault state respectively, and setting a processing time limit for the maintenance work order;

[0036] where T 指示灯 sets the processing time limit for the maintenance work order of the indicator light unit, Q is the current intersection traffic flow, Q max is the upper limit of the current intersection traffic flow classification, Q min is the lower limit of the current intersection traffic flow classification, T min is the shortest fault tolerance time when the current intersection traffic flow is not less than the traffic flow classification upper limit, which is divided into three gears: 5 minutes, 10 minutes and 15 minutes according to the severity of the fault state; T 0 is the time reference corresponding to the traffic flow classification lower limit; f is the first traffic sensitivity coefficient, γ season is the seasonal traffic flow factor, γ weather is the weather traffic flow factor, T base is the basic travel time for the maintenance personnel to reach the fault location after receiving the maintenance work order, and g is the second traffic sensitivity coefficient;

[0037] where T 视频监控 sets the processing time limit for the maintenance work order of the video surveillance unit, u is the third traffic sensitivity coefficient, and h is the congestion amplification coefficient;

[0038] where T 照明灯 sets the processing time limit for the maintenance work order of the lighting unit, λ is the fourth traffic sensitivity coefficient, and δ is the delay coefficient;

[0039] If the set processing time limit of the maintenance work order is reached and the current period is the peak daytime traffic period, and the maintenance personnel have not completed the work order or have not reached the fault location, the current fault status level will be raised by one level until the emergency fault status is reached; if the set processing time limit of the maintenance work order is reached and the current period is the non-peak daytime traffic period or night time, the current fault status level will be maintained.

[0040] Preferably, the specific content of step S5 is to define a maintenance level evaluation model E, E = E 1 +E 2 +E 3 , E 1 is the fault handling efficiency score, T 设定 is the set processing time limit of the maintenance work order, T 实际 is the actual processing time of the maintenance work order, W is the operating status weight term, and the values of the operating status weight terms corresponding to the emergency fault status, serious fault status, and non-emergency fault status are 0.6, 0.3, and 0.1 respectively, and U is the indicator function term, E 2 is the fault change trend score, F is the sum of the occurrence times of the emergency fault status and the serious fault status within several first query cycles as the statistical period, and ΔF is the month-on-month change amount of the sum of the occurrence times of the emergency fault status and the serious fault status; E 3 is the work order completion reliability score, E 3 = 30% (V 1 R colse - V 2 R tf ), V 1 , V 2 are adjustment coefficients, R close is the number of maintenance work orders closed on time within the statistical period, R tf is the number of times the emergency fault status and the serious fault status occur again for the same device within the given period; according to the score of the maintenance level evaluation model E, ratings are given to the execution departments of different maintenance work orders.

[0041] On the other hand, the present invention provides a traffic equipment operation supervision system based on a GIS map for implementing the above method, including:

[0042] Traffic equipment and network terminals are configured at road node positions, and a remote host that wirelessly communicates with the network terminals;

[0043] The GIS map module is used to communicate with the remote host, associate the positions and working states of the traffic equipment and network terminals at the road nodes with the GIS map, and realize the real-time display of the working states and positions;

[0044] The status inspection and measurement configuration module is used to generate a status inspection strategy for traffic devices and network terminals at road nodes, enabling the remote host to obtain the data fed back by the network terminals within a specified time;

[0045] The evaluation report generation module is communicatively connected to the remote host and the GIS map module, and is used to synchronize the data received by the remote host, perform performance evaluation on traffic devices and network terminals, obtain an evaluation report on the operating status of traffic devices and network terminals, and feed back the evaluation report to the remote host;

[0046] The maintenance work order dispatching module is used to issue a maintenance work order according to the operating status after obtaining and synchronizing the evaluation report on the operating status of traffic devices and network terminals obtained by the remote host, assign the execution department of the maintenance work order to process it within a limited time; and feed back the execution situation of the maintenance work order to the remote host;

[0047] The remote host evaluates the operation and maintenance level of traffic devices and network terminals according to the change trend of the evaluation report on the operating status of traffic devices and network terminals and the execution situation of maintenance work orders.

[0048] A traffic device operation supervision method and system based on a GIS map provided by the present invention has the following beneficial effects compared with the prior art:

[0049] (1) The present invention formulates index items for the operation status evaluation of traffic devices and network terminals respectively. By regularly analyzing the content of the index items, it is judged whether the current traffic devices and network terminals are in a reliable working state, so as to timely dispatch maintenance work orders for time-limited grading processing, thereby avoiding the impact on traffic passing efficiency caused by failures and enabling traffic devices to work in a reliable state;

[0050] (2) After a failure is determined, maintenance work orders of different levels such as emergency failure status, serious failure status and non-emergency failure status are issued respectively, with different processing time limits. Considering traffic flow, seasonal influence and weather factors, traffic flow, seasonal influence and weather factors will also affect the urgency of the failure maintenance work order and the passing time of the maintenance unit at the same time, forming a two-way pressure. Therefore, when setting the processing time limit, all the above factors are taken into account;

[0051] (3) Combining the operation status evaluation of traffic devices and network terminals and the processing situation of failure maintenance work orders, a maintenance level evaluation model is defined. According to the execution time of different maintenance departments, the month-on-month change of failures and the probability of secondary occurrence of failures, the operation and maintenance level of devices is evaluated, realizing data-based operation and maintenance control and timely discovering and preventing device risks. Description of the Drawings

[0052] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can also be obtained based on these drawings.

[0053] Figure 1 It is a step flowchart of a traffic equipment operation supervision method and system based on a GIS map according to the present invention. Detailed implementation manners

[0054] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0055] Traditional traffic equipment maintenance and management rely on manual inspections, manual entry, and work order dispatching by each manufacturer, resulting in a long maintenance cycle, slow response speed, and often manual post-intervention for fault handling, with a certain delay. This passive maintenance method seriously affects the operation efficiency of urban road traffic. In view of this, as Figure 1 shown, on the one hand, the present invention provides a traffic equipment operation supervision method based on a GIS map, including the following steps:

[0056] S1: Configure traffic equipment and network terminals at road node positions. The traffic equipment is used to obtain images at the nodes of the road or indicate the road traffic status; the network terminal is communicatively connected to the adjacent traffic equipment and is used for wireless communication with the traffic equipment and the remote host.

[0057] Road nodes are usually areas such as intersections with large traffic flows, T-shaped intersections, and ramps. The traffic equipment includes a video monitoring unit, an indicator light unit, and a lighting unit; the traffic equipment regularly sends images or operation data indicating the road traffic status to the network terminal.

[0058] Traffic equipment is usually configured at the part extending in the road width direction at the top of the tower pole, and the network terminal is configured on the side of the tower pole. To facilitate debugging and maintenance, the height of the network terminal does not exceed half of the height of the tower pole. In this embodiment, the network terminal can be an NB-IOT Internet of Things terminal, as well as a wireless transmission terminal based on the operator network of WIFI or 2G / 3G / 4G. The video surveillance unit is mainly used to monitor the vehicle passing situation and record and identify illegal acts; the indicator light unit is used to give alternating passage prompts to vehicles / pedestrians at the intersection; the lighting unit is used to supplement light for the video surveillance unit.

[0059] S2: Associate the positions and working states of the traffic equipment and network terminal at the road node with the GIS map.

[0060] GIS is the abbreviation of Geographic Information System, which is a computer-based tool used to check geographical spatial relationships and is a map visualization tool based on actual geographical data, facilitating the understanding of location information and relative distances. Thus, according to the possible faults and the distances shown on the GIS map, the execution department of the maintenance work order is arranged nearby to handle the anomalies.

[0061] S3: Configure a status inspection strategy for the traffic equipment and network terminal at the road node to be used for the data fed back by the network terminal within a specified time. The remote host evaluates the performance of the traffic equipment and network terminal according to the fed-back data to obtain an evaluation report on the operating states of the traffic equipment and network terminal.

[0062] The configured status inspection strategy for the traffic equipment and network terminal at the road node mentioned here is to query the status of the traffic equipment and network terminal at each road node in turn according to a fixed first query period T 1 , according to the area range or the extension direction of the road, and evaluate the operating states of the traffic equipment and network terminal according to the data fed back by the received network terminal; or randomly select and inspect the status of the traffic equipment and network terminal at several non-adjacent road nodes at will, and evaluate the operating states of the traffic equipment and network terminal according to the type of traffic equipment, the quality of the output data content, and the processing time of the network terminal according to the data fed back by the received network terminal to obtain an evaluation report on the operating states of the traffic equipment and network terminal.

[0063] For different traffic equipment and network terminal, this step is divided into four different parts of content.

[0064] The first part: The evaluation of the operating state of the video surveillance unit in the traffic equipment includes the following content:

[0065] Operating state A 1 ∈[1, 0]; there are only two operating states, namely operating state 1 and stop state 0.

[0066] Frame loss rate Totalfrmaes is the number of output frames of the video monitoring unit that the network terminal theoretically obtains within adjacent first query cycles, and Lostfarames is the deviation between the number of output frames of the video monitoring unit actually obtained by the network terminal within adjacent first query cycles T 1 and Totalframes; the frame loss rate reflects the reliability of the video monitoring unit to output data to the network terminal.

[0067] Picture freeze Sameframes is the number of output frames of the video monitoring unit with the same content obtained by the network terminal within adjacent first query cycles; picture freeze mainly means that as time goes by, the picture does not change, which will lead to missing and incomplete video content. Picture freeze is usually detected for a certain number of different frames continuously in different sampling periods. If the content of these frames is exactly the same, it is considered picture freeze.

[0068] Brightness deviation max{·} is the maximum value operation, Goal_Brightness is the expected brightness of the image of the video monitoring unit, represents the historical brightness values when the video monitoring unit has been continuously evaluated as qualified in the most recent J times. J is an odd number greater than or equal to 5, j = 1, 2,..., J, ω j represents the weight of the historical brightness value, ω j = β J-j , β is the attenuation exponent, 0 < β < 1; avg_Brightness is the average brightness of all output frames of the video monitoring unit actually obtained by the network terminal within the current first query cycle; if the video picture is too bright or too dark, it will affect the imaging quality and lead to unsatisfactory observation effects.

[0069] Picture blurriness index A 5 = BlurStrength adj = BlurStrength×(1 + α season + α weather ), where BlurStrength is the average gradient of at least one randomly selected image I(x, y) in the output frames of the video monitoring unit actually obtained by the network terminal within the current first query cycle, is the gradient amplitude of at least one image I(x, y), x and y are the pixel coordinates of at least one image I(x, y) respectively, x = 1, 2,..., M, y = 1, 2,..., N, G x and G y are the gradients of at least one image I(x, y) in the horizontal and vertical directions respectively; αseason is the seasonal blur factor, α season = 0.01T avg - 0.01H avg , where T avg is the average temperature in the most recent week, and H avg is the average relative humidity in the most recent week; BlurStrength adj is the average gradient of at least one image I(x, y) adjusted by the weather blur factor and the seasonal blur factor; α weather is the weather blur factor, α weather = 0.05P + 0.01AQI - 0.01V, where P is the numerical value of the precipitation in the most recent week, AQI is the air quality index at the current moment, and V is the visibility at the current moment.

[0070] The degree of picture blurriness reflects the blurring degree of the image, usually caused by the jitter or out-of-focus of the video surveillance unit. In this embodiment, by calculating the gradient and gradient amplitude of the image, and finally obtaining the average gradient as an evaluation index. If the image is severely blurred, the average gradient value will be low; if the image is clear, the average gradient value will be high. When calculating the average gradient, the influences of the weather blur factor and the seasonal blur factor are also considered. Seasonal changes will affect factors such as light and humidity. For example, in autumn and winter, humid and low-temperature images may blur the image; weather factors such as haze, rain and snow also have a great impact on the clarity of the image, and poor weather will affect the clarity of the image. The seasonal blur factor is calculated based on the average temperature and average relative humidity. The weather blur factor is calculated based on the precipitation in the most recent week, air quality at least and visibility.

[0071] The second part: The operation status evaluation of the indicator light unit in the traffic equipment includes the following contents:

[0072] Indicator light availability where Run act is the operation duration of the indicator light unit in each first query period, SCH is the planned maintenance duration, and it is set that B 1 ≥ 95%; the numerator is the cumulative operation time excluding the planned maintenance time, and the denominator is all the time including the planned maintenance time, normal use and faults. According to the set threshold, it can be judged whether the proportion of fault time is too high.

[0073] Indicator light synchronization error time B 2 , defined as the error of the starting moment of the same color of the indicator light units in the same direction on the road, and it is set that B 2 ≤ 3s; the indicator light units in the same direction should have good synchronous change characteristics. Considering the allowable deviation of time, a 3-second acceptable synchronous delay is set.

[0074] Display accuracy B3 , defined as the accuracy of color switching within the display period of the indicator light unit, set B 3 = 100%; During the working hours excluding the synchronization delay, the color preparation of the indicator light unit is compulsorily required to be 100%, otherwise it indicates a failure.

[0075] Brightness compliance where L min is the minimum brightness of the indicator light unit, and L max is the maximum brightness of the indicator light unit; The value ranges of the minimum and maximum brightness are different during the day and at night.

[0076] Part Three: The operation status evaluation of the lighting unit in the traffic equipment includes the following:

[0077] Brightness compliance rate C 1 ≥20 lux; Energy consumption index 0 < C 2 ≤0.2 kwh; Light pollution index where Φ total is the luminous flux of the lighting unit, and ΔΦ is the luminous flux by which the luminous flux of the lighting unit exceeds the ambient light threshold; Lighting unit life achievement rate where life act is the actual cumulative normal usage duration of the lighting unit, and life exp is the nominal life of the lighting unit.

[0078] Part Four: The operation status evaluation of the network terminal includes the following:

[0079] Transmission delay T trans , where T conn is the necessary time for the network terminal to establish a communication connection with the traffic equipment or the remote host; pack k represents the k-th data packet, k = 1, 2,..., K. Packet splitting is to divide the operation data sent by the video monitoring unit, indicator light unit, and lighting unit within the current first query period into K data packets, each with the same size. The parameter K is obtained by dividing the operation data by the standard size of a single data packet and then rounding up; T proc is the processing time for each data packet; R is the transmission rate of the network terminal; T prop is the necessary delay for data transmission, including the time for packet splitting and waiting at the network terminal; Cost(pack k , R max ) represents the additional delay caused by retransmission after the data packet transmission fails, R 0 represents the actual number of retransmissions, and R maxIndicates the maximum number of retransmission retries, R 0 ≤R max ; T retry is the time interval between two adjacent retransmissions; I is an indicator function, which is 1 when the current data packet is lost and 0 when it is not lost; PW is the priority weight coefficient, For real-time transmission scenarios, the transmission delay T trans ≤3s; for non-real-time transmission scenarios, the transmission delay T trans ≤30s; the time interval between two adjacent retransmissions can be set to 1 second; the maximum number of retries is an odd number greater than 3 times.

[0080] The reception success rate SR, where loss k is the packet loss rate of the k-th data packet.

[0081] According to the above evaluation content of the operating status of the video monitoring unit, the operating status of the indicator light unit, the operating status of the lighting unit, and the operating status of the network terminal, a hierarchical evaluation is performed on the operating status, including the following levels:

[0082] 1) Emergency failure status, satisfying any of the following: the operating status A of the video monitoring unit 1 =0, the indicator light unit does not work, the display accuracy rate B of the indicator light unit 3 <100% or the network terminal is offline;

[0083] 2) Severe failure status, satisfying any of the following: the packet loss rate A of the video monitoring unit 2 >10%, the picture freeze A of the video monitoring unit 3 >5%, the available rate B of the indicator lights of the indicator light unit 1 <95%, the indicator light synchronization error time B of the indicator light unit 2 >3s, the brightness compliance B of the indicator light unit 4 =0; the transmission delay of the network terminal in multiple different first query cycles exceeds the set value; the packet loss rate of the network terminal in multiple different first query cycles >10%; the reception success rate of the network terminal <95%;

[0084] 3) Non-emergency failure status, satisfying any of the following: the brightness deviation A of the video monitoring unit 4 >20%, the picture blur degree A of the video monitoring unit 5 >5, the brightness compliance rate C of the lighting unit 1 <20lux, the energy consumption index C of the lighting unit 2 >0.2kwh, the light pollution index C of the lighting unit 3 >25% or the life achievement rate C of the lighting unit4 <90%;

[0085] 4) Normal state: The operating state excluding the situations of classification 1), 2) and 3) is the normal state.

[0086] Different classifications correspond to different severities, and the required processing times increase in sequence from top to bottom.

[0087] S4: After the remote host obtains the evaluation report on the operating states of traffic devices and network terminals, it issues a maintenance work order according to the operating state and sets a time limit for processing.

[0088] The specific content of step S4 is to issue corresponding maintenance work orders for the emergency failure state, serious failure state and non-emergency failure state respectively, and set a processing time limit for the maintenance work order;

[0089] where T 指示灯 Set a processing time limit for the maintenance work order of the indicator light unit, Q is the current intersection traffic flow, Q max is the upper limit of the current intersection traffic flow classification, Q min is the lower limit of the current intersection traffic flow classification, T min is the shortest fault tolerance time when the current intersection traffic flow is not less than the traffic flow classification upper limit. It is divided into three gears: 5 minutes, 10 minutes and 15 minutes according to the severity of the fault state; T 0 is the time reference corresponding to the traffic flow classification lower limit; f is the first traffic flow sensitivity coefficient, γ season is the seasonal traffic flow factor, γ wather is the weather traffic flow factor, T base is the basic travel time for maintenance personnel to reach the fault location after receiving the maintenance work order, and g is the second traffic flow sensitivity coefficient; As a device for guiding traffic at intersections, the indicator light has the most important priority. However, on the one hand, traffic flow affects the processing time limit of the work order, and on the other hand, it can also reflect the road congestion situation when maintenance personnel arrive at the scene, which may lead to an extended travel time. Therefore, it is necessary to comprehensively consider the processing time limit and not simply set a fixed value. In spring, summer and autumn, usually the braking distance does not change significantly, so the seasonal traffic flow factor can be set to 1. In winter, if there are areas with road icing, it will cause an increase in the braking distance, and the seasonal traffic flow factor can be appropriately adjusted to 0.8, corresponding to the safe driving distance; Among the weather traffic flow factors, rain and snow days will cause the road surface to be slippery, and the visibility will decrease significantly in fog days. Therefore, the weather traffic flow factor also needs to be appropriately adjusted, such as 0.5 for rain and snow days, 0.7 for fog days, and 1 for cloudy and sunny days.

[0090] where T 视频监控The processing time limit set for the maintenance work order of the video surveillance unit, u is the third traffic sensitivity coefficient, and h is the congestion amplification coefficient; the influence of seasons and weather also needs to be considered. In winter, the sunshine time is short and more dependent on surveillance data, so the seasonal traffic factor can be adjusted to 0.9; the accident rate rises on rainy or snowy days, and the faults of video surveillance equipment need to be restored quickly, so the weather traffic factor can be adjusted to 0.5 - 0.6.

[0091] Among them, T 照明灯 The processing time limit is set for the maintenance work order of the lighting unit, λ is the fourth traffic sensitivity coefficient, and δ is the delay coefficient; the working hours of the lighting are also significantly related to seasons and weather. In winter, the night time is long and the demand for lighting is higher, so the seasonal traffic factor can be adjusted to 0.7 - 0.8; additional lighting is also required in bad weather to improve the image quality, so the weather traffic factor can be adjusted to 0.5.

[0092] If the set processing time limit for the maintenance work order is reached and the current period is the daytime traffic peak period, and the maintenance personnel have not completed the work order or arrived at the fault location, then the current fault status level will be raised by one level until the emergency fault status is reached; if the set processing time limit for the maintenance work order is reached and the current period is the daytime non-traffic peak period or night time, then the current fault status level will be maintained. When actually allocating the maintenance work order, the GIS map can be combined to select the maintenance personnel or team closest to the fault location to respond.

[0093] If the set maximum time is reached and the fault location has not been reached or the repair has not been completed, it needs to be considered separately according to the current period and the traffic at the intersection. If the traffic flow is small during night time or idle hours during the day, then the current fault status level can be maintained and timely maintenance can be carried out; if it is the daytime traffic congestion period, then the normal operation of the traffic equipment needs to be restored in the shortest time, and long-time overtime is not allowed.

[0094] S5: The remote host evaluates the operation and maintenance level of traffic equipment and network terminals based on the change trend of the evaluation report on the operation status of traffic equipment and network terminals and the execution situation of maintenance work orders.

[0095] The specific content of step S5 is to define the maintenance level evaluation model E, E = E 1 +E 2 +E 3 E 1 is the fault handling efficiency score, T 设定 is the processing time limit set for the maintenance work order, T 实际 is the actual processing time of the maintenance work order, W is the operation status weight item, and the values of the operation status weight items corresponding to the emergency fault status, serious fault status, and non-emergency fault status are 0.6, 0.3, and 0.1 respectively, and U is the indicator function item. E 2 is the score of the fault change trend, F is the sum of the occurrence times of the emergency fault state and the serious fault state within several first query cycles as the statistical period, and ΔF is the month-on-month change amount of the sum of the occurrence times of the emergency fault state and the serious fault state; E 3 is the score of the work order completion reliability, E 3 = 30%(V 1 R close - V 2 R tf ), where V 1 and V 2 are adjustment coefficients, R close is the number of maintenance work orders closed on time within the statistical period, R tf is the number of times of recurrence of the emergency fault state and the serious fault state of the same device within the given period; according to the score of the maintenance level evaluation model E, ratings are given to the execution departments of different maintenance work orders.

[0096] The score of the maintenance level evaluation model is normalized to the range of 0 - 100. Taking 60 and 75 as two nodes, a score below 60 indicates that after the execution department receives the maintenance work order, the fault is not repaired in time, resulting in an increase in the fault state classification and major operation and maintenance loopholes, which need to be rectified in time; if the score of the maintenance level evaluation model is between 60 - 75, it indicates that there are obvious processing delays or repeated fault phenomena, and process control needs to be strengthened to improve the business level; when the score of the maintenance level evaluation model is greater than 75, it indicates that the maintenance tasks can be completed on time.

[0097] On the other hand, the present invention provides a traffic equipment operation supervision system based on a GIS map for implementing the above method, including:

[0098] Traffic equipment and network terminals are configured at road nodes, and a remote host wirelessly communicating with the network terminals;

[0099] A GIS map module for communicating with the remote host to associate the positions and working states of the traffic equipment and network terminals at the road nodes with the GIS map, realizing real-time display of the working states and positions;

[0100] A status inspection and measurement configuration module for generating a status inspection strategy for the traffic equipment and network terminals at the road nodes, enabling the remote host to obtain the data fed back by the network terminals within a specified time;

[0101] An evaluation report generation module, communicatively connected to the remote host and the GIS map module, is used to synchronize the data received by the remote host, perform performance evaluations on traffic devices and network terminals, obtain an evaluation report on the operating status of the traffic devices and network terminals, and feedback the evaluation report to the remote host;

[0102] A maintenance work order dispatching module is used to, after obtaining the evaluation report on the operating status of the traffic devices and network terminals synchronized from the remote host, issue a maintenance work order according to the operating status, assign the execution department of the maintenance work order to handle it within a limited time; and feedback the execution situation of the maintenance work order to the remote host;

[0103] The remote host evaluates the operation and maintenance level of the traffic devices and network terminals based on the change trend of the evaluation report on the operating status of the traffic devices and network terminals and the execution situation of the maintenance work order.

[0104] The above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for supervising the operation of traffic equipment based on GIS map, characterized in that: The steps include: S1: Traffic equipment and network terminals are configured at road node locations. The traffic equipment is used to obtain images at road nodes or indicate road traffic status. The network terminal is connected to adjacent traffic equipment for wireless communication with the traffic equipment and a remote host. S2: Associating the location and working status of traffic equipment and network terminals at road nodes with GIS maps; S3: Configure the status inspection strategy for the traffic equipment and network terminals at the road nodes, which is used for the data fed back by the network terminals within the specified time. The remote host evaluates the performance of the traffic equipment and network terminals based on the fed-back data, and obtains an evaluation report on the operating status of the traffic equipment and network terminals; S4: After the remote host obtains the evaluation report of the operation status of the traffic equipment and network terminals, it issues a maintenance work order according to the operation status and processes it within a limited time; S5: The remote host evaluates the operation and maintenance level of the transportation equipment and network terminals according to the change trend of the evaluation report of the operation status of the transportation equipment and network terminals and the execution status of the maintenance work order.

2. A method for supervising the operation of traffic equipment based on GIS map according to claim 1, characterized in that: The traffic equipment includes a video monitoring unit, an indicator light unit and a lighting unit; the traffic equipment regularly sends images or operation data indicating the road traffic status to the network terminal.

3. A method for supervising the operation of traffic equipment based on GIS map according to claim 2, characterized in that: The configuration described in step S3 is for the status inspection strategy of the traffic equipment and network terminals at the road nodes, which is to query the status of the traffic equipment and network terminals at each road node in turn according to the area range or the extension direction of the road according to the fixed first query period T1, and evaluate the operating status of the traffic equipment and network terminals based on the data fed back by the received network terminals; or randomly select the status of the traffic equipment and network terminals at any number of non-adjacent road nodes for query, and evaluate the operating status of the traffic equipment and network terminals according to the data fed back by the received network terminals, according to the type of traffic equipment, the quality of the content of the output data and the processing time of the network terminals, to obtain an evaluation report on the operating status of the traffic equipment and network terminals.

4. A method for supervising the operation of traffic equipment based on GIS map according to claim 3, characterized in that: The operational status assessment of the video surveillance unit in traffic equipment includes the following: Running state A1∈[1,0]; Frame loss rate Totalframes is the number of output frames of the video monitoring unit theoretically obtained by the network terminal in the adjacent first query cycle, and Lostfarames is the deviation between the number of output frames of the video monitoring unit actually obtained by the network terminal in the adjacent first query cycle T1 and Totalframes; Screen freezes Sameframes is the number of output frames of the video surveillance unit with the same content obtained by the network terminal in adjacent first query cycles; Brightness deviation max{·} is the maximum value operation, Goal_Brightness is the expected brightness of the image of the video surveillance unit, Represents the historical brightness value when the video surveillance unit is continuously evaluated as qualified for the most recent J times, J is an odd number greater than or equal to 5, j = 1, 2, ..., J, ω j Represents the weight of the historical brightness value, ω j =β J-j , β is the attenuation index, 0<β<1; avg_Brightness is the average brightness of all output frames of the video surveillance unit actually obtained by the network terminal in the current first query cycle; Image blur index A5 = Blur Strength adj =BlurStrength×(1+α season +α weather ), where BlurStrength is the average gradient of at least one image I(x, y) randomly selected from the output frame of the video surveillance unit actually obtained by the network terminal in the current first query cycle, is the gradient magnitude of at least one image I(x, y), x and y are the pixel coordinates of at least one image I(x, y), x=1, 2, ..., M, y=1, 2, ..., N, G x and G y are the gradients of at least one image I(x, y) in the horizontal and vertical directions respectively; α season is the seasonal fuzzy factor, α season =0.01T avg -0.01H avg , T avg is the average temperature in the past week, H avg The average relative humidity in the past week; BlurStrength adj is the average gradient of at least one image I(x,y) after adjustment by weather fuzzy factor and season fuzzy factor; α weather is the weather fuzzy factor, α weather =0.05P+0.01AQI-0.01V, P is the precipitation value in the past week, AQI is the air quality index at the current moment, and V is the visibility at the current moment.

5. A method for supervising the operation of traffic equipment based on GIS map according to claim 4, characterized in that: The operational status assessment of indicator light units in traffic equipment includes the following: Indicator light availability Run act is the operating time of the indicator light unit in each first query cycle, SCH is the planned maintenance time, and B1 is set to ≥ 95%; The indicator light synchronization error time B2 is defined as the error between the start time of the indicator light units of the same color in the same direction of the road, and B2 is set to be ≤3s; Display accuracy B3, defined as the accuracy of color switching within the display cycle of the indicator light unit, set B3 = 100%; Brightness compliance Where L min L is the minimum brightness of the indicator light unit. max The maximum brightness of the indicator light unit; The operating status assessment of lighting units in traffic equipment includes the following: Brightness compliance rate C1≥20lux; Energy consumption index 0<C2≤0.2kwh; Light pollution index where Φ total is the luminous flux of the lighting unit, ΔΦ is the luminous flux of the lighting unit exceeding the ambient light threshold; the lighting unit life achievement rate Where life act The actual accumulated normal use time of the lighting unit, life exp It is the nominal life of the lighting unit.

6. A method for supervising the operation of traffic equipment based on GIS map according to claim 5, characterized in that: The operational status assessment of network terminals includes the following: Transmission delay T trans , Where T conn The time necessary for a network terminal to establish a communication connection with a traffic device or a remote host; k represents the kth data packet, k = 1, 2, ..., K, data packet segmentation is to divide the operation data sent by the video monitoring unit, indicator light unit and lighting unit in the current first query cycle into K data packets, each data packet has the same size, and the parameter K is obtained by dividing the operation data by the standard size of a single data packet and then rounding up; T proc is the processing time of each data packet; R is the transmission rate of the network terminal; T prop Cost (packaging time) is the necessary delay for data transmission, including the time for data to be packaged and waited at the network terminal. k , R max ) indicates the additional delay caused by retransmission after data packet transmission fails. R0 represents the actual number of retransmissions, R max Indicates the maximum number of retry attempts for retransmission, R0≤R max ; T retry is the time interval between two adjacent retransmissions; I is the indicator function, which is 1 when the current data packet is lost and 0 when it is not lost; PW is the priority weight coefficient, For real-time transmission, the transmission delay T trans ≤3s; For non-real-time transmission, the transmission delay is T trans ≤30s; Receiving success rate SR, Among them, loss k is the packet loss rate of the kth data packet.

7. A method for supervising the operation of traffic equipment based on GIS map according to claim 6, characterized in that: The evaluation report of the operation status of traffic equipment and network terminals is a hierarchical evaluation of the operation status based on the evaluation contents of the operation status of the video monitoring unit, the operation status of the indicator light unit, the operation status of the lighting unit and the operation status of the network terminal: 1) Emergency fault state, any of the following is met: the operation state A1 of the video monitoring unit is 0, the indicator light unit is not working, the display accuracy rate B3 of the indicator light unit is less than 100%, or the network terminal is offline; 2) Severe fault state, any of the following is met: the frame loss rate A2 of the video surveillance unit is greater than 10%, the screen freeze A3 of the video surveillance unit is greater than 5%, the indicator light availability rate B1 of the indicator light unit is less than 95%, the indicator light synchronization error time B2 of the indicator light unit is greater than 3s, and the brightness compliance of the indicator light unit is B4=0; the network terminal sends a delay exceeding the set value in multiple different first query cycles; the packet loss rate of the network terminal in multiple different first query cycles is greater than 10%; the reception success rate of the network terminal is less than 95%; 3) In non-emergency fault state, any of the following conditions is met: the brightness deviation of the video surveillance unit A4>20%, the image blur of the video surveillance unit A5>5, the brightness compliance rate of the lighting unit C1<20lux, the energy consumption index of the lighting unit C2>0.2kwh, the light pollution index of the lighting unit C3>25%, or the lifespan achievement rate of the lighting unit C4<90%; 4) Normal state: The operating state excluding the situations in classification 1), 2) and 3) is the normal state.

8. A method for supervising the operation of traffic equipment based on GIS map according to claim 7, characterized in that: The step S4 described in which a maintenance work order is issued according to the operating status and processed within a time limit is to issue corresponding maintenance work orders for emergency fault status, serious fault status and non-emergency fault status respectively, and set a processing time limit for the maintenance work order; Where T 指示灯 Set a processing time limit for the maintenance work order of the indicator light unit. Q is the current traffic volume at the intersection. Q max is the upper limit of the current intersection traffic classification, Q min is the lower limit of the current intersection traffic classification, T min is the shortest fault tolerance time when the current intersection flow is not less than the upper limit of the flow classification, which is divided into three levels of 5 minutes, 10 minutes and 15 minutes according to the severity of the fault state; T0 is the time base corresponding to the lower limit of the flow classification; f is the first flow sensitivity coefficient, γ season is the seasonal flow factor, γ weather is the weather flow factor, T base is the basic travel time for maintenance personnel to reach the fault location after receiving the maintenance work order, and g is the second flow sensitivity coefficient; Where T 视频监控 is the processing time limit set for the maintenance work order of the video surveillance unit, u is the third flow sensitivity coefficient, and h is the congestion amplification factor; Where T 照明灯 Set a processing time limit for the maintenance work order of the lighting unit, λ is the fourth flow sensitivity coefficient, δ is the delay coefficient; If the maintenance work order processing time limit is reached and the current time period is during the daytime peak traffic period, and the maintenance personnel have not completed processing the work order or have not arrived at the fault location, the current fault status will be graded up one level until it reaches an emergency fault status; If the processing time limit set for the maintenance work order is reached and the current time period is during the daytime non-peak traffic period or at night, the current fault status classification will be maintained.

9. A method for supervising the operation of traffic equipment based on GIS map according to claim 8, characterized in that: The specific content of step S5 is to define the maintenance level evaluation model E, E = E1 + E2 + E3, E1 is the fault handling efficiency score, T 设定 The processing time limit set for the maintenance work order, T 实际 To maintain the actual processing time of the work order, W is the operation status weight item. The values ​​of the operation status weight items corresponding to the emergency fault state, serious fault state and non-emergency fault state are 0.6, 0.3 and 0.1 respectively. U is the indicator function item. E2 is the fault change trend score, F is the sum of the number of emergency fault states and serious fault states in the statistical period of the first query cycle, ΔF is the month-on-month change in the sum of the number of emergency fault states and serious fault states; E3 is the work order completion reliability score, E3 = 30% (V1R close -V2R tf ), V1, V2 are adjustment coefficients, R close is the number of maintenance work orders closed on time during the statistical period, R tf It is the number of times the same equipment re-occurs an emergency fault state or a serious fault state within a given period. It gives ratings to the execution departments of different maintenance work orders based on the scores of the maintenance level evaluation model E.

10. A traffic equipment operation supervision system based on GIS map, used to implement the method described in any one of claims 1 to 9, characterized in that: include: Traffic equipment and network terminals are configured at road node locations, as well as a remote host for wireless communication with the network terminals; GIS map module, used to communicate with the remote host, associate the location and working status of traffic equipment and network terminals at road nodes with the GIS map, and realize real-time display of working status and location; The status inspection measurement configuration module is used to generate status inspection strategies for traffic equipment and network terminals at road nodes, so that the remote host can obtain data fed back by the network terminal within a specified time; An evaluation report generation module is connected to the remote host and the GIS map module for synchronizing the data received by the remote host, performing performance evaluation on the traffic equipment and the network terminal, obtaining an evaluation report on the operation status of the traffic equipment and the network terminal, and feeding back the evaluation report to the remote host; The maintenance work order dispatching module is used to obtain the evaluation report of the operation status of the traffic equipment and network terminals obtained by the synchronous remote host, issue the maintenance work order according to the operation status, and assign the execution department of the maintenance work order to process it within a limited time; And feedback the execution status of the maintenance work order to the remote host; The remote host evaluates the operation and maintenance level of the transportation equipment and network terminals according to the changing trend of the evaluation report of the operation status of the transportation equipment and network terminals and the execution of the maintenance work order.

Images