Road blockage processing method and device, road side monitoring system and product

Abstract

The embodiment of the application is suitable for the technical field of data processing, and provides a road blockage processing method and device, a roadside monitoring system and a product. The method comprises the following steps: acquiring first driving information of a first vehicle when the first vehicle drives on a road between a first monitoring point and a second monitoring point; determining a road traffic event between the first monitoring point and the second monitoring point based on the first driving information; when the road traffic event is a blockage event, scheduling at least one monitoring device located in the first monitoring point and the second monitoring point to monitor the road and obtaining monitoring data; and the monitoring data is used for traffic personnel to formulate a traffic control scheme. By using the above method, the traffic control scheme can be formulated without the traffic personnel arriving at the scene, and the road unblocking efficiency is improved.

Description

Technical Field

[0001] This application belongs to the field of data processing technology, and in particular relates to a method, device, roadside monitoring system and product for handling road blockages. Background Technology

[0002] In real-world scenarios, road closures are typically caused by construction, accidents, traffic control, geological disasters, or other reasons, making it impossible to drive. For these closures, vehicle owners usually report them to map software, which then verifies the issue and marks it on the map.

[0003] However, relying on driver feedback to determine traffic disruptions is highly reactive and fails to accurately reflect the actual traffic congestion situation after a disruption occurs. Consequently, traffic personnel must arrive at the scene to assess the congestion, hindering the timely development of traffic management plans. Summary of the Invention

[0004] This application provides a method, device, roadside monitoring system, and product for handling road blockages, which can assist traffic personnel in quickly formulating traffic diversion plans to solve the problem of road blockage events.

[0005] In a first aspect, embodiments of this application provide a road blockage handling method, the method comprising:

[0006] Acquire the first driving information of the first vehicle while it is traveling on the road between the first monitoring point and the second monitoring point;

[0007] Based on the first driving information, determine the road traffic events between the first monitoring point and the second monitoring point;

[0008] When a road traffic event is a disruption event, at least one monitoring device located at the first and second monitoring points is dispatched to monitor the road and obtain monitoring data; the monitoring data is used by traffic personnel to formulate traffic control plans.

[0009] In one embodiment, obtaining the first driving information of the first vehicle while it is traveling on the road between the first monitoring point and the second monitoring point includes:

[0010] Acquire the first identification information, the first time, and the first speed of the first vehicle as it passes the first monitoring point;

[0011] Based on the first time, the first vehicle speed, and the preset distance of the road, determine the second time when the first vehicle is expected to arrive at the second monitoring point;

[0012] The first identification information, the first time, the first vehicle speed, and the second time are determined as the first driving information.

[0013] In one embodiment, determining the second time when the first vehicle is expected to arrive at the second monitoring point based on the first time, the first vehicle speed, and a preset distance on the road includes:

[0014] Based on the preset distance and the first vehicle speed, the average time required for the first vehicle to travel on the road is determined;

[0015] The second time is determined by the sum of the first time, the average duration, and the preset time threshold.

[0016] In one embodiment, determining the road traffic event between the first monitoring point and the second monitoring point based on the first driving information includes:

[0017] If the first identification information is not detected at the second monitoring point, and the current time is later than the second time, then the road passage event is determined to be a blocking event;

[0018] If the time at which the first identification information is detected at the second monitoring point is earlier than or equal to the second time, then the road traffic event is determined to be a normal road event.

[0019] In one embodiment, the first vehicle includes multiple vehicles; determining the road traffic event between the first monitoring point and the second monitoring point based on the first driving information includes:

[0020] For any of the first vehicles, if the first identification information is not detected at the second monitoring point and the current time is later than the second time, then the first vehicle is determined to be the second vehicle affected by the blocking event;

[0021] Determine the ratio of the number of the second vehicle to the number of the first vehicle;

[0022] If the ratio is greater than a preset ratio, then the road passage event is determined to be the blocking event;

[0023] If the ratio is less than or equal to a preset ratio, the road passage event is determined to be a normal road event.

[0024] In one embodiment, when the road traffic event is a blocking event, at least one monitoring device located at the first monitoring point and the second monitoring point is dispatched to monitor the road and obtain monitoring data, including:

[0025] After the blocking event occurs, the average vehicle speed and average interval time of multiple third vehicles passing through the first monitoring point are obtained;

[0026] Based on the average vehicle speed and the average interval duration, the blocking area in the road where the blocking event occurred is determined;

[0027] The monitoring device closest to the blocked area is dispatched to monitor the blocked area and obtain the monitoring data.

[0028] In one embodiment, determining the blockage area in the road where the blocking event occurred based on the average vehicle speed and the average interval duration includes:

[0029] If the speed difference between the average vehicle speed and the preset vehicle speed is greater than or equal to the preset vehicle speed difference, and the time difference between the average interval duration and the preset interval duration is greater than or equal to the preset time difference, then the blocking area is determined to be the first area from the first monitoring point to the midpoint of the road.

[0030] If the speed difference between the average vehicle speed and the preset vehicle speed is less than the preset vehicle speed difference, the time difference between the average interval duration and the preset interval duration is less than the preset time duration difference, and the third vehicle is not detected at the second monitoring point after a preset time period, then the blocking area is determined to be the second area from the intermediate point to the second monitoring point.

[0031] Secondly, embodiments of this application provide a road blocking device, the device comprising:

[0032] The acquisition module is used to acquire the first driving information of the first vehicle when it is traveling on the road between the first monitoring point and the second monitoring point;

[0033] The determination module is used to determine road traffic events between the first monitoring point and the second monitoring point based on the first driving information;

[0034] The scheduling module is used to schedule at least one monitoring device located at the first and second monitoring points to monitor the road and obtain monitoring data when the road traffic event is a blocking event. The monitoring data is used by traffic personnel to formulate traffic control plans.

[0035] Thirdly, embodiments of this application provide a roadside monitoring system, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the method described in the first aspect above.

[0036] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0037] Fifthly, embodiments of this application provide a computer program product that, when run on a roadside monitoring system, causes the roadside monitoring system to execute the method described in the first aspect.

[0038] The beneficial effects of this application embodiment compared to the prior art are as follows: By acquiring the first driving information of a first vehicle traveling on the road between the first and second monitoring points, a road traffic event between the first and second monitoring points can be determined. Typically, when a road blockage event occurs between two monitoring points, the vehicle's travel on that road usually differs from its travel on a normal road. That is, the vehicle's driving information will change when traveling on the road where the blockage event occurs. Based on this, the first driving information can automatically determine whether a road blockage event has occurred, without passively relying on driver feedback. Furthermore, when the road traffic event is a blockage event, at least one monitoring device located at the first and second monitoring points can be dispatched to monitor the road and obtain monitoring data. Thus, when a blockage event occurs, real-time monitoring data allows traffic personnel to understand the actual traffic congestion scenario in advance and accurately. Consequently, traffic personnel do not need to arrive at the scene before formulating a traffic control plan, improving road traffic flow efficiency. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a flowchart illustrating the implementation of a road blockage handling method according to an embodiment of this application;

[0041] Figure 2 This is a schematic diagram illustrating an application scenario of obtaining driving information in a road blockage handling method provided in an embodiment of this application;

[0042] Figure 3 This is a schematic diagram illustrating one implementation method for acquiring monitoring data in a road blockage handling method provided in an embodiment of this application;

[0043] Figure 4 This is a schematic diagram illustrating the traffic flow changes at various monitoring points when a road blockage event occurs in the first area, according to an embodiment of this application.

[0044] Figure 5 This is a schematic diagram of the structure of a road blocking device according to an embodiment of this application;

[0045] Figure 6 This is a schematic diagram of the structure of a roadside monitoring system provided in one embodiment of this application. Detailed Implementation

[0046] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0047] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0048] It should be noted that the information collection process (such as the facial image collection process, fingerprint information collection process, etc.) / feature extraction process involved in this application is carried out with the user's knowledge and permission. That is, the information collection process / feature extraction process complies with the requirements of laws and regulations and does not constitute an act that harms the public interest.

[0049] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0050] In real-world scenarios, road closures are typically caused by construction, accidents, traffic control, geological disasters, or other reasons, making it impossible to drive. For these closures, vehicle owners usually report them to map software, which then verifies the issue and marks it on the map.

[0051] However, relying on driver feedback to determine traffic disruptions is highly reactive and fails to accurately reflect the actual traffic congestion situation after a disruption occurs. Consequently, traffic personnel must arrive at the scene to assess the congestion, hindering the timely development of traffic management plans.

[0052] Based on this, in order to proactively determine whether a road blockage event has occurred and to accurately reflect the actual traffic congestion scenario when such an event occurs, embodiments of this application provide a road blockage handling method. This method can be applied to electronic devices such as laptops, ultra-mobile personal computers (UMPCs), and netbooks, and can also be applied to roadside monitoring systems. Embodiments of this application do not limit the devices to which the above method is applied. For ease of explanation, embodiments of this application will be described below using an application to a roadside monitoring system as an example.

[0053] The roadside monitoring system includes, but is not limited to, a system consisting of one or more devices such as cameras, radar sensors, and dome cameras.

[0054] Please see Figure 1 , Figure 1 The following is a flowchart illustrating the implementation of a road blockage handling method according to an embodiment of this application. The method includes the following steps:

[0055] S101. Obtain first driving information of the first vehicle when it is traveling on the road between the first monitoring point and the second monitoring point.

[0056] In one embodiment, the first vehicle is a vehicle that passes through the first monitoring point and travels towards the second monitoring point. In the description of this application, the terms "first," "second," "third," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0057] Furthermore, the first monitoring point is a pre-set monitoring point in the road, and the first monitoring point may be equipped with one or more devices such as cameras, radar and PTZ cameras to obtain the driving information of the first vehicle when it passes through the first monitoring point.

[0058] As an example, refer to Figure 2 , Figure 2 This is a schematic diagram illustrating an application scenario of obtaining driving information in a road obstruction handling method according to an embodiment of this application. In this scenario, a vehicle travels from a first monitoring point to a second monitoring point. Therefore, a monitoring point can be either the first or the second monitoring point. The distance between any two adjacent monitoring points can be the same or different. Furthermore, each monitoring point can be equipped with one or more devices such as cameras, radar, and PTZ cameras.

[0059] In one embodiment, the driving information of the first vehicle passing through the first monitoring point includes, but is not limited to, one or more of the following: the first identification information of the first vehicle, the first time, and the first speed. The first identification information may be the license plate number of the first vehicle or the mobile phone number of the owner of the first vehicle.

[0060] In one embodiment, the license plate number can be obtained by taking a picture of the passing first vehicle with a camera; and the mobile phone number can be uploaded to the roadside equipment in the roadside monitoring system by the vehicle-mounted terminal on the first vehicle during vehicle-to-infrastructure interaction. In this embodiment, the method of obtaining the first identification information is not limited.

[0061] Furthermore, the aforementioned first vehicle speed can be determined based on the position of the first vehicle in two consecutive frames of images captured by the camera, or based on a preset speed sensor, without limitation.

[0062] In one embodiment, the second monitoring point is similar to the first monitoring point, and may also be equipped with one or more devices such as cameras, radar, and PTZ cameras, as well as driving information of the first vehicle when it passes through the second monitoring point, which is similar to the driving information of the first vehicle when it passes through the first monitoring point.

[0063] Based on the above explanation, it can be assumed that the first driving information may include the driving information of the first vehicle when it passes through the first monitoring point and the second monitoring point respectively.

[0064] In another embodiment, since the first driving information is subsequently used to determine road traffic events between the first monitoring point and the second monitoring point, the first driving information may also be the first identification information of the first vehicle, the first time it passed the first monitoring point, the first speed, and the second time it is expected to arrive at the second monitoring point.

[0065] As a specific example, the roadside monitoring system can acquire the first identification information, the first time, and the first speed of the first vehicle passing through the first monitoring point; determine the second time when the first vehicle is expected to arrive at the second monitoring point based on the first time, the first speed, and the preset distance of the road; and determine the first identification information, the first time, the first speed, and the second time as the first driving information.

[0066] The first identification information, the first event, and the first vehicle speed have all been explained above and will not be repeated here.

[0067] It should be noted that the roadside monitoring system can determine the average time required for the first vehicle to travel the road by using the ratio of a preset distance to the first vehicle speed. Then, the sum of the first time and the average time is determined as the second time. That is, the estimated second time for the first vehicle to arrive at the second monitoring point is obtained.

[0068] S102. Based on the first driving information, determine the road traffic event between the first monitoring point and the second monitoring point.

[0069] In one embodiment, the aforementioned road access events include two types: blocking events and normal road events. A blocking event indicates that vehicles cannot pass through the location where the blocking event occurred. For example, when a road collapses, the road is impassable. Similarly, in the event of a vehicle collision on the road, if the collision is small and the road remains passable, it can be considered that no blocking event has occurred. If the collision is large and the road is impassable, it can be considered that a blocking event has occurred.

[0070] Based on the explanation of the first traffic information in S101 above, the roadside monitoring system can determine the road passage event as a blocking event if the first identification information is not detected at the second monitoring point and the current time is later than the second time. Furthermore, if the first identification information is detected at the second monitoring point at a time earlier than or equal to the second time, the road passage event is determined as a normal road event.

[0071] As explained above, the second monitoring point is similar to the first monitoring point. Therefore, the roadside monitoring system can also collect the first identification information based on the camera or roadside equipment at the second monitoring point.

[0072] Understandably, if the first sign information is not detected at the second monitoring point even when the current time is later than the second time, it can be considered that a road blockage event has occurred, affecting the normal driving of the first vehicle. Otherwise, if the first sign information is detected at the second monitoring point earlier than or equal to the second time, it can be considered that the first vehicle's driving on the road is normal and has not been affected. Therefore, the road traffic event can be determined as a normal road event.

[0073] Based on this, by using the above-mentioned prediction of the second time when the first vehicle is expected to arrive at the second monitoring point to determine whether a road blockage event has occurred, the roadside monitoring system can actively monitor the road in real time without passively relying on the feedback of the vehicle owner to make a determination.

[0074] However, it's important to note that in actual driving, the first vehicle may not maintain the first speed throughout the entire journey, meaning the estimated arrival time at the second monitoring point is usually not the same as the second time. Therefore, to accurately determine whether a road blockage occurred between the first and second monitoring points, thus affecting the first vehicle's movement, the vehicle can use the sum of the first time, the average duration, and a preset time threshold as the second time. This improves the accuracy of subsequent determinations based on the second time to determine if a road blockage event has occurred.

[0075] The preset time threshold can be set according to the actual situation and is not limited thereto. For example, the preset time threshold can be a fixed value, or it can be set to be equal to the average duration. In this case, if the first vehicle has not passed the second monitoring point after two average durations following the first time when the preset time threshold is equal to the average duration, it can be determined that the first vehicle may have been affected by the blocking event.

[0076] As explained above, since different vehicles have different initial speeds when passing the first monitoring point, their average time durations also differ. Therefore, when using a preset time threshold equal to the average time duration as an example, the preset time thresholds for different vehicles may vary.

[0077] Based on this, using a preset time threshold equal to the average duration as an example, the roadside monitoring system can reasonably determine the second time of each first vehicle according to the actual driving situation of different first vehicles, so as to further improve the accuracy of determining whether a road blockage event has occurred based on the second time.

[0078] In another embodiment, during actual driving, the first vehicle may be unable to continue driving due to a sudden malfunction. Under normal traffic conditions, the first vehicle should pull over. In this case, due to the aforementioned sudden malfunction, the first vehicle will not be able to pass the second monitoring point before the second time. In this scenario, if the road blockage event is determined solely by the fact that a single vehicle cannot pass the second monitoring point at the corresponding second time, the accuracy of the determination will be low.

[0079] Therefore, in order to improve the accuracy of determining whether a road blockage event has occurred, embodiments of this application can obtain first driving information corresponding to multiple first vehicles, so as to determine whether a road blockage event has occurred based on multiple first driving information, thereby avoiding misjudgment due to accidental failure of the first vehicle.

[0080] As a specific example, for any first vehicle, if the first identification information is not detected at the second monitoring point, and the current time is later than the second time, then the first vehicle is determined to be a second vehicle affected by the blocking event. The roadside monitoring system can then determine the ratio of the number of second vehicles to the number of first vehicles. If the ratio is greater than a preset ratio, the road passage event is determined to be a blocking event. Otherwise, if the ratio is less than or equal to the preset ratio, the road passage event is determined to be a normal road event.

[0081] The method for identifying the second vehicle is similar to the method for determining a road traffic event as a blocking event if the first identification information is not detected at the second monitoring point and the current time is later than the second time. This will not be explained in detail.

[0082] It is understandable that during a disruption event, there are usually a certain number of first vehicles that have passed through the first monitoring point but are unable to pass through the second monitoring point. Otherwise, in the absence of a disruption event, there are usually no or only a very small number (e.g., 1) first vehicles that are affected by their own sudden malfunctions as second vehicles.

[0083] Based on this, the roadside monitoring system can determine whether a road blockage event has occurred by comparing the ratio of the number of second vehicles that have not passed the second monitoring point to the number of first vehicles that have passed the first monitoring point.

[0084] Specifically, when the ratio is greater than the preset ratio, it can be assumed that the proportion of second vehicles that did not pass through the second monitoring point is greater. Therefore, the road passage event can be identified as a blocking event.

[0085] Otherwise, if the ratio is less than or equal to the preset ratio, it can be assumed that the number of second vehicles passing through the second monitoring point is more significant, and a small number of second vehicles may be unable to pass through the second monitoring point within the second time due to sudden vehicle malfunctions. Furthermore, this reason does not lead to a road blockage event. Therefore, the road passage event can be determined as a normal road event.

[0086] S103. When the road traffic event is a blocking event, at least one monitoring device located at the first monitoring point and the second monitoring point shall be dispatched to monitor the road and obtain monitoring data; the monitoring data shall be used by traffic personnel to formulate traffic control plans.

[0087] In one embodiment, the aforementioned monitoring equipment can be one or more of the following: cameras, radar sensors, PTZ cameras, etc. It can be used to monitor traffic flow in real time when a road blockage event occurs (monitoring data) to assist traffic personnel in formulating traffic control plans. Specifically, the roadside monitoring system can upload monitoring data to a traffic management platform so that traffic personnel can understand the traffic flow situation in real time.

[0088] In this embodiment, at least one of the two adjacent first and second monitoring points is equipped with monitoring equipment. In another embodiment, each monitoring point may be equipped with monitoring equipment for dispatching by the roadside monitoring system.

[0089] It should be noted that the distance between the first and second monitoring points is usually quite long. In the initial period after a traffic disruption, the impact of the first vehicle blocking the road may not reach the data range detected by the monitoring equipment. At this time, because the specific area of ​​the disruption cannot be determined, the monitoring equipment's viewing angle cannot be adjusted to a suitable angle when monitoring the road.

[0090] Furthermore, because the specific area where the traffic disruption occurred cannot be determined, it is impossible to select suitable monitoring equipment. If two monitoring devices are selected to monitor the road simultaneously, due to the long distance of the road, one of the monitoring devices will be too far from the area where the disruption occurred, and will not be able to collect monitoring data that is of substantial importance for developing traffic plans. Therefore, simultaneously dispatching two monitoring devices to monitor the road results in a certain degree of resource waste.

[0091] Therefore, in order to select appropriate monitoring equipment and rotate the monitoring angle of the equipment to a suitable position to monitor the area where the obstruction event occurred, the roadside monitoring system can, according to, such as Figure 3 Steps S301-S303, as shown, schedule the monitoring equipment. Details are as follows:

[0092] S301. After a blocking event occurs, obtain the average speed and average interval time of multiple third vehicles passing through the first monitoring point.

[0093] In one embodiment, the third vehicle is a vehicle that passes through the first monitoring point after the roadside monitoring system determines that a blocking event has occurred. The average vehicle speed is the average speed of multiple third vehicles passing through the first monitoring point. The average interval is the average interval between all adjacent third vehicles passing through the first monitoring point.

[0094] For example, if the third vehicles passing through the first monitoring point are A, B, C, and D in sequence, and the interval between the third vehicle A and the third vehicle B is 1 minute, and the interval between the third vehicle B and the third vehicle C is 2 minutes, then the average interval between the three third vehicles is 1.5 minutes.

[0095] S302. Based on average vehicle speed and average interval duration, determine the blockage area where a blockage event occurs on the road.

[0096] Understandably, when a blockage event occurs in the upstream area of ​​the road (the first area between the first monitoring point and the midpoint of the road), third vehicles will gradually converge and cause congestion in the upstream area, gradually affecting their speed when passing the first monitoring point. Consequently, as the speed of subsequent third vehicles passing the first monitoring point is affected, the corresponding average speed and average interval will also be affected. That is, the average speed will typically gradually decrease, and the average interval will gradually increase.

[0097] Furthermore, when a blockage event occurs in the downstream area of ​​the road (the second area between the midpoint of the road and the second monitoring point), this second area is relatively far from the first monitoring point. Therefore, the first monitoring point will not experience congestion for a considerable period. Consequently, the speed of third vehicles passing through the first monitoring point will not be affected for an extended period. Consequently, the corresponding average vehicle speed and average interval will also remain unaffected.

[0098] Furthermore, since the blockage event occurred in the second area close to the second monitoring point, it can be assumed that no vehicles will pass through the second monitoring point for a very short period of time (since the area where the blockage occurred is close to the second monitoring point, this time is usually shorter than the time when congestion occurred at the first monitoring point).

[0099] Based on this, the roadside monitoring system can determine the blocked area where the blocking event occurred by whether the average vehicle speed gradually decreases, whether the average interval time gradually increases, and whether no vehicles pass through the second monitoring point after a preset time.

[0100] In another embodiment, based on the above description, the roadside monitoring system can also determine the blocking area as the first area from the first monitoring point to the midpoint of the road when the speed difference between the average vehicle speed and the preset vehicle speed is greater than or equal to the preset vehicle speed difference, and the time difference between the average interval duration and the preset interval duration is greater than or equal to the preset time duration difference.

[0101] The preset speed and preset interval duration can be set according to actual conditions, and there are no restrictions on them.

[0102] For example, the preset vehicle speed and preset interval duration can be: the average vehicle speed and average interval duration of multiple first vehicles passing through the first monitoring point within a first time period. The first time period is a historical period that includes the time node when the blocking event occurred.

[0103] Alternatively, the preset vehicle speed and preset interval duration can be the average vehicle speed and average interval duration of multiple first vehicles before the blocking event occurs.

[0104] As an example, when a roadside monitoring system determines that a blocking event has occurred, it can use that time point as the start time of the blocking event. Then, the average speed of multiple first vehicles passing through the first monitoring point before the start time is determined as the preset speed, and the average interval time is determined as the preset interval time.

[0105] Under normal traffic conditions, traffic flow at the first monitoring point is typically continuous and stable. Therefore, the average speed and average interval of each vehicle passing the first monitoring point before the traffic disruption can be used as the preset speed and preset interval for subsequent judgments. Furthermore, the accuracy of subsequent judgments based on the preset speed and preset interval determined in this way is higher than the accuracy of subsequent judgments based on preset speeds and preset intervals set subjectively.

[0106] Furthermore, the preset speed difference and preset time difference can also be set according to actual conditions. Generally, when the speed difference between the average speed and the preset speed is greater than or equal to the preset speed difference, the time difference between the corresponding average interval time and the preset interval time is also usually greater than or equal to the preset time difference.

[0107] It is understandable that when the speed difference between the average vehicle speed and the preset vehicle speed is greater than or equal to the preset speed difference, and the time difference between the average interval duration and the preset interval duration is greater than or equal to the preset time difference, it can be considered that a blocking event has occurred in the first area, causing multiple third vehicles to have their speeds significantly reduced when passing through the first monitoring point, resulting in the corresponding average vehicle speed being significantly lower than the preset vehicle speed, and the average interval duration also being significantly greater than the preset interval duration.

[0108] Conversely, when the obstruction event occurs in the second region, its location is far from the first monitoring point. Therefore, the first monitoring point will not experience congestion for a considerable period. Consequently, it can be assumed that the speed of the third vehicle passing through the first monitoring point will not be affected for a longer period, thus the corresponding average speed and average interval will also remain unaffected. That is, the speed difference between the average speed and the preset speed is less than the preset speed difference, and the time difference between the average interval and the preset interval is less than the preset time difference.

[0109] Furthermore, since the location of the disruption event is close to the second monitoring point, it can be assumed that no third vehicle will pass through the second monitoring point within a very short period of time (preset time period). Therefore, when the above conditions are met, the disruption area can be identified as the second area.

[0110] The preset time period can be set according to the actual situation. For example, the preset time period can be determined by the ratio of the road distance to the average speed of multiple third vehicles at that time.

[0111] It is understandable that the average speed of the third vehicle, which is the vehicle identified after the blocking event, is usually lower than the average speed before the blocking event. Therefore, when calculating the preset time period based on the average speed of the third vehicle, even if a small number of vehicles are located between the blocking event location and the second monitoring point at the time of the blocking event, these vehicles will usually have already reached the second monitoring point after the preset time period.

[0112] Based on the above explanation, the blocking area where the blocking event occurred can be determined by the difference between the average vehicle speed and the average interval duration and the corresponding preset vehicle speed and preset interval duration, which can improve the accuracy of the blocking area judgment.

[0113] As a specific embodiment, for ease of explanation, the blocking area can be determined with reference to the following example.

[0114] Details are as follows:

[0115] I. Under normal traffic conditions:

[0116] Taking a distance of 10 kilometers between the first and third monitoring points as an example, under normal traffic conditions, the speed of the first vehicle passing the first monitoring point is typically between 60 and 80 kilometers per hour.

[0117] At this point, the time sequence of each vehicle passing through the first monitoring point can be:

[0118] The first vehicle 1 passed at 0:00, with a first speed of 75 km / h, and the average time required to travel on the road was approximately 10 km / 75 km / h ≈ 8 minutes.

[0119] The first time the second vehicle 2 passed was 0:01, its first speed was 68 km / h, and the average time required to travel on the road was approximately 10 km / 68 km / h ≈ 8.82 minutes.

[0120] The first time the second vehicle 3 passed was 0:02, its first speed was 72 km / h, and the average time required to travel on the road was approximately 10 km / 72 km / h ≈ 8.33 minutes.

[0121] Based on the above example, the average speed of the three first vehicles can be determined to be 71.67 km / h, and the preset interval is 1 minute.

[0122] In addition, the preset time threshold is set to the same value: 2 minutes.

[0123] II. A disruption event occurred in Zone 1:

[0124] Taking the blocking event occurring in the first area at 0:20 as an example, the third vehicle's movement at the first monitoring point at this time might be as follows:

[0125] The passage time of the third vehicle 1: 0:21, speed 60 km / h (a decrease compared to normal traffic conditions);

[0126] The third vehicle 2 passed at 0:23, with a speed of 55 km / h;

[0127] At this time, the average speed of the third vehicle 1 and the third vehicle 2 is 57.5 km / h, and the average interval is 2 minutes.

[0128] The number of vehicles passing through the second monitoring point gradually decreased until finally no vehicles passed through.

[0129] Analysis shows that the average speed of the third vehicle was 57.5 km / h, significantly lower than the normal traffic speed of 71.67 km / h, and the average interval between vehicles was 2 minutes, also significantly lower than the normal traffic interval of 1 minute. Therefore, it can be concluded that a traffic disruption event occurred in the first area.

[0130] III. A disruption event occurred in the second area:

[0131] Taking the blocking event occurring in the second area at 0:20 as an example, the third vehicle's movement at the first monitoring point at this time might be as follows:

[0132] Vehicle traffic conditions at section A:

[0133] The third vehicle 3 passed at 0:21, with a speed of 70 km / h;

[0134] The third vehicle 4 passed at 0:22, with a speed of 73 km / h;

[0135] At this time, the average speed of the third vehicle 3 and the third vehicle 4 is 71.5 km / h, and the average interval is 1 minute.

[0136] No vehicles passed through the second monitoring point for a very short period of time.

[0137] Analysis shows that the average speed of the third vehicle was 71.5 km / h, which is not significantly different from the normal traffic speed of 71.67 km / h, and the average interval was 1 minute, which is also equal to 1 minute under normal traffic conditions. Therefore, it can be concluded that a traffic disruption event occurred in the second area.

[0138] Reference Figure 4 , Figure 4This is a schematic diagram illustrating the traffic flow changes at various monitoring points when a road closure event occurs in the first area, according to an embodiment of this application. Solid lines represent traffic flow changes at the first monitoring point, and dashed lines represent traffic flow changes at the second monitoring point. Furthermore, when calculating traffic flow, the total traffic flow passing through the first and second monitoring points is calculated every preset statistical time interval. Figure 4 The middle characterization. Figure 4 The horizontal axis represents time, and the vertical axis represents traffic flow.

[0139] from Figure 4 As can be seen, under normal traffic conditions, the traffic flow changes at the first and second monitoring points are similar. When a traffic disruption occurs in the first area, the traffic flow at the first monitoring point will begin to decrease at node A. At this time, because there are still some vehicles on the road located between the location of the disruption and the second monitoring point, the traffic flow at the second monitoring point remains stable for a short period (between node A and node B) while the traffic flow at the first monitoring point decreases. Finally, after all the vehicles located between the location of the disruption and the second monitoring point have passed through the second monitoring point, the traffic flow at the second monitoring point will be zero.

[0140] S303. The nearest monitoring equipment to the blocking area is dispatched to monitor the blocking area and obtain monitoring data.

[0141] In one embodiment, when the blocked area is determined to be a first area, monitoring equipment at only the first monitoring point can be scheduled to monitor the road. Furthermore, the monitoring angle of the first monitoring point can be directed only towards the first area. Similarly, when the blocked area is determined to be a second area, monitoring equipment at only the second monitoring point can be scheduled to monitor the road. Furthermore, the monitoring angle of the second monitoring point can be directed only towards the second area.

[0142] The monitoring data includes, but is not limited to, one or more types of data such as images, videos, and radar point clouds.

[0143] It should be noted that when the monitoring perspective of the dispatch monitoring equipment is directed towards the corresponding area, due to the large area, the monitoring effect of the monitoring equipment on the traffic flow in the area where the blockage event occurred is still poor, and it is impossible to effectively monitor the traffic flow at the location where the blockage event occurred.

[0144] Therefore, to further pinpoint the precise location of a traffic disruption event, the roadside monitoring system can also determine the start time of the event and the end time of the third vehicle congestion at the first monitoring point. Furthermore, it can identify the vehicle information of the third vehicle that passed through the first monitoring point at the start and end times. Then, based on the vehicle information and the road's spatial capacity, simulations are performed to determine the location of the disruption event.

[0145] The vehicle information includes, but is not limited to, information such as the size and number of third vehicles. The roadside monitoring system can be pre-set with a traffic flow simulation model to simulate the traffic flow of multiple third vehicles after a blockage event occurs.

[0146] Based on this, by determining the vehicle information of the third vehicle passing through the first monitoring point at the start and end times, and combining this with simulation based on the road's spatial capacity, the location of the blocking event can be further precisely determined. Furthermore, by adjusting the orientation of the monitoring equipment based on the location of the event, traffic personnel can accurately understand the root cause of the blocking event, thus further assisting them in developing accurate traffic control plans.

[0147] In this embodiment, by acquiring the first vehicle's driving information while traveling on the road between the first and second monitoring points, a road traffic event between the first and second monitoring points can be determined. Typically, when a road blockage event occurs between the two monitoring points, the vehicle's behavior on that road differs from its behavior on a normal road. That is, the vehicle's driving information will change when traveling on the road where a blockage event occurs. Based on this, the first driving information can automatically determine whether a road blockage event has occurred, without passively relying on driver feedback. Furthermore, when the road traffic event is a blockage event, at least one monitoring device located at the first and second monitoring points can be dispatched to monitor the road and obtain monitoring data. Thus, when a blockage event occurs, real-time monitoring data allows traffic personnel to understand the actual traffic congestion scenario in advance and accurately. Consequently, traffic personnel do not need to arrive at the scene to formulate a traffic control plan, improving road traffic flow efficiency.

[0148] Please see Figure 5 , Figure 5 This is a structural block diagram of a road blocking device provided in an embodiment of this application. The modules included in this embodiment of the road blocking device are used to perform... Figures 1 to 4 The steps in the corresponding embodiments. Please refer to the details. Figures 1 to 4 as well as Figures 1 to 4 The relevant descriptions in the corresponding embodiments are shown below. For ease of explanation, only the parts relevant to this embodiment are shown. See also... Figure 5 The road blockage handling device 500 may include: an acquisition module 510, a determination module 520, and a scheduling module 530, wherein:

[0149] The acquisition module 510 is used to acquire the first driving information of the first vehicle when it is traveling on the road between the first monitoring point and the second monitoring point.

[0150] The determination module 520 is used to determine the road traffic event between the first monitoring point and the second monitoring point based on the first driving information.

[0151] The scheduling module 530 is used to schedule at least one monitoring device located at the first monitoring point and the second monitoring point to monitor the road and obtain monitoring data when the road traffic event is a blocking event; the monitoring data is used by traffic personnel to formulate traffic control plans.

[0152] In one embodiment, the acquisition module 510 is further configured to:

[0153] The system acquires the first identification information, first time, and first speed of the first vehicle passing through the first monitoring point; based on the first time, first speed, and a preset distance on the road, it determines the second time when the first vehicle is expected to arrive at the second monitoring point; and it uses the first identification information, first time, first speed, and second time as the first driving information.

[0154] In one embodiment, the acquisition module 510 is further configured to:

[0155] Based on the preset distance and the first vehicle speed, the average time required for the first vehicle to travel on the road is determined; the sum of the first time, the average time, and the preset time threshold is determined as the second time.

[0156] In one embodiment, the determining module 520 is further configured to:

[0157] If the first identification information is not detected at the second monitoring point and the current time is later than the second time, the road passage event is determined to be a blocking event; if the first identification information is detected at the second monitoring point at a time earlier than or equal to the second time, the road passage event is determined to be a normal road event.

[0158] In one embodiment, the first vehicle includes multiple vehicles; the determining module 520 is further configured to:

[0159] For any first vehicle, if the first identification information is not detected at the second monitoring point and the current time is later than the second time, the first vehicle is determined to be the second vehicle affected by the blocking event; the ratio of the number of second vehicles to the number of first vehicles is determined; if the ratio is greater than a preset ratio, the road passage event is determined to be a blocking event; if the ratio is less than or equal to the preset ratio, the road passage event is determined to be a normal road event.

[0160] In one embodiment, the scheduling module 530 is further configured to:

[0161] After a road blockage event occurs, the average speed and average interval time of multiple third vehicles passing through the first monitoring point are obtained; based on the average speed and average interval time, the blockage area in the road where the blockage event occurred is determined; the monitoring equipment closest to the blockage area is dispatched to monitor the blockage area and obtain monitoring data.

[0162] In one embodiment, the scheduling module 530 is further configured to:

[0163] If the speed difference between the average vehicle speed and the preset vehicle speed is greater than or equal to the preset speed difference, and the time difference between the average interval duration and the preset interval duration is greater than or equal to the preset time difference, then the blocked area is determined to be the first area from the first monitoring point to the midpoint of the road; if the speed difference between the average vehicle speed and the preset vehicle speed is less than the preset speed difference, the time difference between the average interval duration and the preset interval duration is less than the preset time difference, and no third vehicle is detected at the second monitoring point after the preset time period, then the blocked area is determined to be the second area from the midpoint to the second monitoring point.

[0164] When it is understood that, Figure 5 The block diagram of the road blocking device shown illustrates how each module performs its function. Figures 1 to 4 The steps in the corresponding embodiments, and for Figures 1 to 4 The steps in the corresponding embodiments have been explained in detail in the above embodiments. Please refer to them for details. Figures 1 to 4 as well as Figures 1 to 4 The relevant descriptions in the corresponding embodiments will not be repeated here.

[0165] Figure 6 This is a structural block diagram of a roadside monitoring system provided in one embodiment of this application. Figure 6 As shown, the roadside monitoring system 600 of this embodiment includes: a processor 610, a memory 620, and a computer program 630 stored in the memory 620 and executable on the processor 610, such as a program for a road blocking handling method. When the processor 610 executes the computer program 630, it implements the steps of each embodiment of the road blocking handling method described above, for example... Figure 1 S101 to S103 are shown. Alternatively, the processor 610 implements the above when executing the computer program 630. Figure 5 The functions of each module in the corresponding embodiments, for example, Figure 5 For details on the functions of each module shown, please refer to [link / reference]. Figure 5 The relevant descriptions in the corresponding embodiments.

[0166] For example, the computer program 630 can be divided into one or more modules, one or more of which are stored in the memory 620 and executed by the processor 610 to implement the road blocking processing method provided in the embodiments of this application. One or more modules can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 630 in the roadside monitoring system 600. For example, the computer program 630 can implement the road blocking processing method provided in the embodiments of this application.

[0167] The roadside monitoring system 600 may include, but is not limited to, a processor 610 and a memory 620. Those skilled in the art will understand that... Figure 6 This is merely an example of a roadside monitoring system 600 and does not constitute a limitation on the roadside monitoring system 600. It may include more or fewer components than shown, or combine certain components, or different components. For example, the roadside monitoring system may also include input / output devices, network access devices, buses, etc.

[0168] The processor 610 may be a central processing unit, or it may be other general-purpose processors, digital signal processors, application-specific integrated circuits, off-the-shelf programmable gate arrays or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc.

[0169] The memory 620 can be an internal storage unit of the roadside monitoring system 600, such as the hard drive or memory of the roadside monitoring system 600. The memory 620 can also be an external storage device of the roadside monitoring system 600, such as a plug-in hard drive, smart memory card, flash memory card, etc., equipped on the roadside monitoring system 600. Furthermore, the memory 620 can include both internal storage units and external storage devices of the roadside monitoring system 600.

[0170] This application provides a computer-readable storage medium, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the road blocking processing method as described in the above embodiments.

[0171] This application provides a computer program product that, when run on a roadside monitoring system, causes the roadside monitoring system to execute the road blocking processing methods described in the above embodiments.

[0172] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for handling road blockages, characterized in that, The method includes: Acquire the first driving information of the first vehicle while it is traveling on the road between the first monitoring point and the second monitoring point; Based on the first driving information, determine the road traffic event between the first monitoring point and the second monitoring point; When the road traffic event is a blocking event, at least one monitoring device located at the first monitoring point and the second monitoring point is dispatched to monitor the road and obtain monitoring data; the monitoring data is used by traffic personnel to formulate traffic control plans.

2. The method according to claim 1, characterized in that, The acquisition of first driving information of the first vehicle while it is traveling on the road between the first monitoring point and the second monitoring point includes: Acquire the first identification information, the first time, and the first speed of the first vehicle as it passes the first monitoring point; Based on the first time, the first vehicle speed, and the preset distance of the road, determine the second time when the first vehicle is expected to arrive at the second monitoring point; The first identification information, the first time, the first vehicle speed, and the second time are determined as the first driving information.

3. The method according to claim 2, characterized in that, Determining the estimated arrival time of the first vehicle at the second monitoring point based on the first time, the first vehicle speed, and a preset distance on the road includes: Based on the preset distance and the first vehicle speed, the average time required for the first vehicle to travel on the road is determined; The second time is determined by the sum of the first time, the average duration, and the preset time threshold.

4. The method according to claim 2, characterized in that, The step of determining the road traffic event between the first monitoring point and the second monitoring point based on the first driving information includes: If the first identification information is not detected at the second monitoring point, and the current time is later than the second time, then the road passage event is determined to be a blocking event; If the time at which the first identification information is detected at the second monitoring point is earlier than or equal to the second time, then the road traffic event is determined to be a normal road event.

5. The method according to claim 2, characterized in that, The first vehicle includes multiple vehicles; the step of determining the road traffic event between the first monitoring point and the second monitoring point based on the first driving information includes: For any of the first vehicles, if the first identification information is not detected at the second monitoring point and the current time is later than the second time, then the first vehicle is determined to be the second vehicle affected by the blocking event; Determine the ratio of the number of the second vehicle to the number of the first vehicle; If the ratio is greater than a preset ratio, then the road passage event is determined to be the blocking event; If the ratio is less than or equal to a preset ratio, the road passage event is determined to be a normal road event.

6. The method according to any one of claims 1-5, characterized in that, When the road traffic event is a blocking event, at least one monitoring device located at the first monitoring point and the second monitoring point is dispatched to monitor the road and obtain monitoring data, including: After the blocking event occurs, the average vehicle speed and average interval time of multiple third vehicles passing through the first monitoring point are obtained; Based on the average vehicle speed and the average interval duration, the blocking area in the road where the blocking event occurred is determined; The monitoring device closest to the blocked area is dispatched to monitor the blocked area and obtain the monitoring data.

7. The method according to claim 6, characterized in that, The process of determining the blockage area in the road where the blocking event occurred based on the average vehicle speed and the average interval duration includes: If the speed difference between the average vehicle speed and the preset vehicle speed is greater than or equal to the preset vehicle speed difference, and the time difference between the average interval duration and the preset interval duration is greater than or equal to the preset time difference, then the blocking area is determined to be the first area from the first monitoring point to the midpoint of the road. If the speed difference between the average vehicle speed and the preset vehicle speed is less than the preset vehicle speed difference, the time difference between the average interval duration and the preset interval duration is less than the preset time duration difference, and the third vehicle is not detected at the second monitoring point after a preset time period, then the blocking area is determined to be the second area from the intermediate point to the second monitoring point.

8. A road blocking device, characterized in that, The device includes: The acquisition module is used to acquire the first driving information of the first vehicle when it is traveling on the road between the first monitoring point and the second monitoring point; The determination module is used to determine road traffic events between the first monitoring point and the second monitoring point based on the first driving information; The scheduling module is used to schedule at least one monitoring device located at the first monitoring point and the second monitoring point to monitor the road and obtain monitoring data when the road traffic event is a blocking event; the monitoring data is used by traffic personnel to formulate traffic control plans.

9. A roadside monitoring system, characterized in that, The system includes a processor, a memory, and a computer program stored in the memory and executable on the processor, characterized in that, when the processor executes the computer program, the roadside monitoring system implements the method as described in any one of claims 1-7.

10. A computer program product, characterized in that, Includes a computer program, which, when run, causes the method as described in any one of claims 1-7 to be performed.

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