CN106506272B - Method and system for correcting road data - Google Patents
Method and system for correcting road data Download PDFInfo
- Publication number
- CN106506272B CN106506272B CN201610974154.XA CN201610974154A CN106506272B CN 106506272 B CN106506272 B CN 106506272B CN 201610974154 A CN201610974154 A CN 201610974154A CN 106506272 B CN106506272 B CN 106506272B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- event
- packet
- time
- package
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L43/00—Arrangements for monitoring or testing data switching networks
- H04L43/08—Monitoring or testing based on specific metrics, e.g. QoS, energy consumption or environmental parameters
- H04L43/0823—Errors, e.g. transmission errors
- H04L43/0829—Packet loss
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Analytical Chemistry (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Environmental & Geological Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Signal Processing (AREA)
- Traffic Control Systems (AREA)
Abstract
The invention provides a method and a system for correcting road traffic data, which comprises the steps of sequentially acquiring vehicle event packets sent by a vehicle detector, wherein the vehicle event packets at least comprise packet sequence numbers and timestamps; judging whether packet loss exists or not according to the packet sequence number corresponding to the vehicle event packet; and when the vehicle event package has packet loss, modifying the road traffic data by using the acquired timestamp in the vehicle event package. The invention reduces the influence of transmission packet loss on the accurate calculation of the data of the road through a built-in statistical algorithm of the data processing unit.
Description
Technical Field
The invention relates to the technical field of traffic information, in particular to a method and a system for correcting road data.
Background
In the prior art, the vehicle detector usually adopts a wireless transmission mode, and although the vehicle detector has the advantages of convenience in installation, cost reduction and the like, no matter the vehicle detector adopts frequencies of 2.4G, 5.8G, 433M and the like, the problem of wireless interference is inevitable.
The wireless interference affects the accuracy and integrity of data transmission, and the packet loss in data transmission has a great influence on the accurate calculation of data on the road, so that the accurate control of the current road condition is affected.
Disclosure of Invention
In view of this, the present invention provides a method and a system for correcting data of a road, which reduce the influence of transmission packet loss on the accurate calculation of the data of the road through a built-in statistical algorithm of a data processing unit.
In a first aspect, an embodiment of the present invention provides a method for correcting road data, including:
sequentially acquiring vehicle event packets sent by a vehicle detector, wherein the vehicle event packets at least comprise packet sequence numbers and timestamps;
judging whether packet loss exists or not according to the packet sequence number corresponding to the vehicle event packet;
and when the vehicle event package has packet loss, modifying the road traffic data by using the acquired timestamp in the vehicle event package.
With reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, where determining whether there is a packet loss according to a packet sequence number corresponding to the vehicle event packet includes:
extracting a packet sequence number corresponding to the vehicle event packet;
when the packet sequence numbers corresponding to the vehicle event packets are continuous, the vehicle event packets have no packet loss;
and when the packet sequence numbers corresponding to the vehicle event packets are not continuous, the vehicle event packets have packet loss.
With reference to the first possible implementation manner of the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, where the vehicle event package at least includes a vehicle head event package and a vehicle tail event package, and the modifying, by using an acquired timestamp in the vehicle event package, the road traffic data includes:
when a first head event package of a current vehicle is lost, determining a first inferred time of the first head event package by using a first time difference value between a time stamp of the first tail event package of the current vehicle and a time stamp of a second tail event package of a subsequent vehicle and a time stamp of the second head event package of the subsequent vehicle;
or the like, or, alternatively,
when the third vehicle tail event packet of the current vehicle is lost, determining a second inferred time of the third vehicle tail event packet by using a second time difference value between the acquired time stamp of the third vehicle head event packet of the current vehicle and the acquired time stamp of the fourth vehicle head event packet of the next vehicle and the acquired time stamp of the fourth vehicle tail event packet of the next vehicle.
With reference to the second possible implementation manner of the first aspect, an embodiment of the present invention provides a third possible implementation manner of the first aspect, where the road traffic data at least includes a preemption time, and the modifying the road traffic data by using the acquired timestamp in the vehicle event packet further includes:
when the first head event packet of the current vehicle is lost, calculating a corrected occupation time according to the first inferred time and the timestamp of the first tail event packet;
or the like, or, alternatively,
and when the third vehicle tail event packet of the current vehicle is lost, calculating the corrected occupation time according to the second inferred time and the timestamp of the third vehicle head event packet.
With reference to the second possible implementation manner of the first aspect, an embodiment of the present invention provides a fourth possible implementation manner of the first aspect, where the road traffic data at least includes a headway time interval and a tailway time interval, and the modifying the road traffic data by using the acquired timestamp in the vehicle event packet further includes:
when the first locomotive event packet of the current vehicle is lost, determining the locomotive time interval according to the first inferred time and the timestamp of the second locomotive event packet;
or the like, or, alternatively,
when the third vehicle tail event packet of the current vehicle is lost, determining the vehicle tail time distance according to the second inferred time and the timestamp of the fourth vehicle tail event packet.
With reference to the third possible implementation manner of the first aspect, an embodiment of the present invention provides a fifth possible implementation manner of the first aspect, where the modifying, by using the obtained timestamp in the vehicle event packet, the road traffic data further includes:
and when the locomotive event packet and the tailstock event packet of the current vehicle are lost, calculating the corrected occupation time of the current vehicle by using the occupation time stored in the cache device.
With reference to the third or fifth possible implementation manner of the first aspect, an embodiment of the present invention provides a sixth possible implementation manner of the first aspect, where the road data at least further includes an occupancy, and the modifying the road data by using the acquired timestamp in the vehicle event packet further includes:
and obtaining the occupancy rate by utilizing the occupation time and the statistical period of all vehicles in the statistical period.
With reference to the first aspect, an embodiment of the present invention provides a seventh possible implementation manner of the first aspect, where the vehicle detector includes a front detector and a rear detector, the road traffic data at least further includes a real-time speed, and the modifying the road traffic data by using the acquired timestamp in the vehicle event packet further includes:
calculating a speed average using timestamps in the vehicle event package received by the front detector and the rear detector;
and when the front detector and/or the rear detector has the vehicle data packet loss, taking the speed average value as the corrected real-time speed.
With reference to the seventh possible implementation manner of the first aspect, an embodiment of the present invention provides an eighth possible implementation manner of the first aspect, where the road traffic data at least further includes an average speed, and the modifying the road traffic data by using the acquired timestamp in the vehicle event packet further includes:
and calculating the average value of the real-time speeds by using the real-time speeds of all vehicles in the statistical period, and taking the average value as the average speed.
In a second aspect, an embodiment of the present invention further provides a system for correcting road data, including a vehicle detector and a data processing unit,
the vehicle detector is used for sequentially acquiring vehicle event packets, wherein the vehicle event packets at least comprise packet serial numbers and timestamps, and sending the vehicle event packets to the data processing unit;
the data processing unit is wirelessly connected with the vehicle detector and is used for acquiring the vehicle event packet sent by the vehicle detector and judging whether packet loss exists or not according to the packet sequence number corresponding to the vehicle event packet; and when the vehicle event package has packet loss, modifying the road traffic data by using the acquired timestamp in the vehicle event package.
The invention provides a method and a system for correcting road traffic data, which comprises the steps of sequentially acquiring vehicle event packages sent by a vehicle detector; judging whether packet loss exists or not according to the packet sequence number corresponding to the vehicle event packet; and when the vehicle event package has packet loss, modifying the road traffic data by using the acquired timestamp in the vehicle event package. The invention reduces the influence of transmission packet loss on the accurate calculation of the data of the road through a built-in statistical algorithm of the data processing unit.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a flowchart of a method for correcting road data according to an embodiment of the present invention;
fig. 2 is a flowchart of step S102 in a method for correcting road data according to an embodiment of the present invention;
fig. 3 is a flowchart of step S103 in a method for correcting road data according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a system for correcting road data according to an embodiment of the present invention.
Icon:
10-a vehicle detector; 20-a data processing unit.
Detailed Description
To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
At present, in the prior art, a geomagnetic detector usually adopts a wireless transmission mode, and although the geomagnetic detector has the advantages of convenience in installation, cost reduction and the like, no matter the geomagnetic detector adopts frequencies of 2.4G, 5.8G, 433M and the like, the problem of wireless interference is inevitable. The wireless interference can affect the accuracy and the integrity of data transmission, and further can have great influence on the accuracy of traffic statistical information, thereby influencing the accuracy control of the current road condition.
Based on this, the embodiment of the invention provides a method and a system for correcting road data,
the following is a detailed description by way of example.
Fig. 1 is a flowchart of a method for correcting road data according to an embodiment of the present invention.
Referring to fig. 1, the method includes the steps of:
step S101, sequentially acquiring vehicle event packages sent by a vehicle detector;
the vehicle event packet at least comprises a packet serial number and a timestamp;
step S102, judging whether packet loss exists or not according to the packet serial number corresponding to the vehicle event packet;
when the vehicle event has packet loss, executing step S103;
when the vehicle event has no packet loss, executing step S104;
step S103, correcting the road traffic data by using the acquired timestamp in the vehicle event package;
the packet serial numbers of the received vehicle event packets are tracked and counted in real time, and different correction algorithms are adopted for different traffic parameters.
And step S104, calculating the road data by using a built-in algorithm of the data processing unit.
Here, the path traffic data when there is no packet loss is calculated more accurately by the algorithm.
Specifically, as shown in fig. 2, in the method for correcting lane data according to the above embodiment, step S102 may also be implemented by the following steps, including:
step S201, extracting a packet serial number corresponding to the vehicle event packet;
judging whether the event packet has packet loss or not according to the packet sequence number corresponding to the vehicle event packet;
step S202, when the packet serial numbers corresponding to the vehicle event packets are continuous, the vehicle event packets do not have packet loss;
step S203, when the packet serial numbers corresponding to the vehicle event packets are not continuous, the vehicle event packets have packet loss.
Further, the vehicle event package at least includes a vehicle head event package and a vehicle tail event package, wherein in the method for correcting road data in the above embodiment, step S103 can also be implemented by the following steps, including two cases:
in the first case: when the first head event packet of the current vehicle is lost, determining first inferred time of the first head event packet by using a first time difference value between a time stamp of the first tail event packet of the current vehicle and a time stamp of a second tail event packet of a subsequent vehicle and a time stamp of the second head event packet of the subsequent vehicle;
specifically, the loss time of the first head event packet of the current vehicle, namely the first inferred time, is estimated by using the difference value of the time stamp of the first tail event packet of the current vehicle and the time stamp of the second tail event packet of the next vehicle and the time stamp of the second head event packet of the next vehicle;
in the second case: when the third vehicle tail event packet of the current vehicle is lost, determining second inferred time of the third vehicle tail event packet by using a second time difference value between the acquired time stamp of the third vehicle head event packet of the current vehicle and the acquired time stamp of the fourth vehicle head event packet of the next vehicle and the acquired time stamp of the fourth vehicle tail event packet of the next vehicle;
specifically, the loss time of the third head event packet of the current vehicle, namely the second inferred time, is estimated by using the difference value of the timestamp of the third head event packet of the current vehicle and the timestamp of the fourth head event packet of the next vehicle and the timestamp of the fourth tail event packet of the next vehicle.
Further, the road data at least includes the occupation time, wherein in the method for correcting the road data in the above embodiment, the step S103 can also be implemented by the following steps, including the following two cases:
in the first case: when the first head event packet of the current vehicle is lost, calculating the corrected occupation time according to the first inferred time and the timestamp of the first tail event packet;
in the second case: and when the third vehicle tail event packet of the current vehicle is lost, calculating the corrected occupation time according to the second inferred time and the timestamp of the third vehicle head event packet.
The occupation time is the difference value of the time stamp of the vehicle tail event packet and the time stamp of the vehicle head event packet of the vehicle;
here, the preemption time is corrected using the above method when there is a single vehicle event packet loss.
Further, the road traffic data at least includes a headway time interval and a tailway time interval, wherein in the method for correcting the road traffic data in the above embodiment, the step S103 may also be implemented by the following steps, including the following two cases:
in the first case: when a first locomotive event packet of the current vehicle is lost, determining a locomotive time interval according to the first inferred time and the timestamp of a second locomotive event packet;
in the second case: and when the third vehicle tail event packet of the current vehicle is lost, determining the vehicle tail time distance according to the second inferred time and the timestamp of the fourth vehicle tail event packet.
Specifically, the headway is an important parameter of traffic information, and refers to a time interval when the headways of two continuous vehicles pass through a certain section in a vehicle queue running on the same lane;
it can be inferred that the occurrence of the packet loss condition will inevitably affect the correct calculation of the headway;
when no packet loss exists, averaging the headway time distances and the tailstock time distances of two vehicles before and after the packet loss, and taking the average as a corrected headway time distance; when the vehicle head event packet is lost, the vehicle tail time interval is taken as the standard; when the vehicle tail event packet is lost, the time headway is taken as the standard, so that the influence caused by the packet loss when the time headway is calculated only by means of a single vehicle passing event is greatly reduced.
Further, in the method for correcting the road data according to the above embodiment, step S103 may also be implemented by the following steps, including:
and when the vehicle head event packet and the vehicle tail event packet of the current vehicle are lost, calculating the corrected occupation time of the current vehicle by using the occupation time stored in the cache device.
Here, by tracking the sequence number of the event packet, the vehicle occupation time Tn under the condition of no packet loss is recorded, and the station occupation time under the condition of no packet loss of the latest 6 times is stored in the occupation time buffer area. When packet loss exists, the calculated occupation time is not the real occupation time value, and the calculated occupation time can be corrected by carrying out average calculation through the values in the occupation time buffer area so as to ensure that the current vehicle station pressing time Tx is close to the real situation.
Wherein the press-to-occupy time buffer is recorded as: tn, Tn-1, Tn-2, Tn-3, Tn-4, Tn-5;
specifically, calculating Tx is known from equation (1):
here, the preset number of times the occupation time buffer stores the occupation time is not limited to 6 times.
Further, the road data at least also includes an occupancy, wherein in the method for modifying road data in the above embodiment, step S103 may also be implemented by the following steps, including: and obtaining the occupancy rate by utilizing the occupation time and the statistical period of all the vehicles in the statistical period.
Specifically, the occupancy is obtained by calculating the ratio of the sum of the pressure-occupied time of all vehicles in the statistical period to the statistical period.
If the locomotive event packet is lost in the middle, the time of the total vehicle occupation detector is shortened; if the vehicle tail event packet is lost, the time of the total vehicle occupation detector is influenced to be prolonged, and the final statistical result of the occupation ratio is inaccurate under the two conditions;
when packet loss exists, the vehicle occupation time is corrected, the occupation ratio is calculated by using the corrected occupation time, and the accurate calculation of the final statistical result of the occupation ratio is realized.
As an optional implementation manner, the vehicle detector includes a front detector and a rear detector, the lane data at least further includes real-time speed, specifically, as shown in fig. 3, in the method for modifying lane data according to the above embodiment, step S103 may further be implemented by the following steps, including:
step S301, calculating a speed average value by utilizing timestamps in the vehicle event packets received by the front detector and the rear detector;
specifically, the real-time speed is calculated according to equation (2):
V＝S/ΔT (2)
v is the real-time speed, S is the actual embedding distance between the front detector and the rear detector, and Delta T is the time difference of the vehicle passing through the front detector and the rear detector, and can be the time difference of the vehicle head passing through the two detectors or the time difference of the vehicle tail passing through the two detectors.
Here, in order to improve the accuracy of vehicle speed detection, the geomagnetic speed measurement generally employs two detectors, namely a front detector and a rear detector, the actual embedding distance S of the two detectors is generally determined according to the average wheel base of the vehicle, and can be set to any value between 4m and 6m, preferably, 4.5m, 4.7m and 5m, and the time difference between the two detectors before and after the vehicle passes through is Δ T;
specifically, when the packet is lost, the real-time speed at the time needs to be corrected;
and step S302, when the front detector and/or the rear detector has the loss of the vehicle data packet, taking the speed average value as the corrected real-time speed.
The data processing unit can perform real-time speed calculation when receiving a vehicle tail event of the rear detector, and simultaneously judges whether the vehicle passing event of the front detector is received:
when the events of the front detector and the rear detector are received and no packet is lost, starting real-time speed calculation to obtain accurate real-time speed Vn, and putting the accurate real-time speed into a real-time speed cache area V _ BUFF, wherein the accurate real-time speed values of the latest 10 vehicles are stored in the V _ BUFF;
when the events of the front detector and the rear detector are received and packet loss occurs, the calculated real-time speed value is distorted under the condition, and the cache values in the real-time speed cache region are averaged to obtain a corrected real-time speed so as to ensure that the obtained corrected real-time speed value is close to an accurate real-time speed value;
wherein the real-time speed buffer records are: vn, Vn-1, Vn-2, Vn-3, Vn-4, Vn-5, Vn-6, Vn-7, Vn-8, Vn-9;
specifically, calculating Vr is known from equation (3):
when only one detector event is received, the real-time speed is not calculated, and if the real-time speed is required, the average value correction method is adopted and the formula (3) is used for obtaining the real-time speed.
Here, the preset number of times of storing the real-time speed buffer area is not limited to 10 times.
Further, the road data at least also includes an average speed, and in the method for correcting the road data in the above embodiment, the step S103 may also be implemented by the following steps, including: and calculating the average value of the real-time speeds by using the real-time speeds of all vehicles in the statistical period, and taking the average value as the average speed.
Here, the calculation is performed by using a smoothing algorithm, and the average speed is obtained by calculating the ratio of the sum of the real-time speeds in the statistical period to the number of calculations of the real-time speed.
Wherein the average speed ∑ real-time speed/number of real-time speed calculations.
By the method, parameters such as occupancy, average speed, headway and the like caused by data transmission packet loss due to poor data communication quality in a short time can be greatly avoided, the problem of large deviation in calculation is solved, and the effect of reflecting actual road condition information more truly under the condition of low data transmission quality is realized.
Fig. 4 is a schematic structural diagram of a system for correcting road data according to an embodiment of the present invention.
Referring to fig. 4, a system for correcting road traffic data includes a vehicle detector 10 and a data processing unit 20;
a vehicle detector 10 for sequentially acquiring vehicle event packets, wherein the vehicle event packets at least include a packet sequence number and a time stamp, and transmitting the vehicle event packets to the data processing unit 20;
the data processing unit 20 is wirelessly connected with the vehicle detector 10, and is configured to acquire a vehicle event packet sent by the vehicle detector 10 and determine whether a packet loss exists according to a packet sequence number corresponding to the vehicle event packet; and when the vehicle event package has packet loss, modifying the road traffic data by using the acquired timestamp in the vehicle event package.
The vehicle head event packet and the vehicle tail event packet detected by the vehicle detector 10 include packet serial numbers and timestamps, and are transmitted to the data processing unit 20 in a wireless manner, and the data processing unit 20 can count traffic information such as traffic flow, occupancy, average speed and the like in a given period through a certain algorithm. Finally, the data processing unit 20 uploads the calculated traffic information to the service center, so as to provide data support for the traffic department to realize real-time control of the road condition.
The invention provides a method and a system for correcting road traffic data, which comprises the steps of sequentially acquiring vehicle event packages sent by a vehicle detector; judging whether packet loss exists or not according to the packet sequence number corresponding to the vehicle event packet; and when the vehicle event package has packet loss, modifying the road traffic data by using the acquired timestamp in the vehicle event package. The invention reduces the influence of transmission packet loss on the accurate calculation of the data of the road through a built-in statistical algorithm of the data processing unit.
The apparatus provided by the embodiment of the present invention may be specific hardware on the device, or software or firmware installed on the device, etc. The device provided by the embodiment of the present invention has the same implementation principle and technical effect as the method embodiments, and for the sake of brief description, reference may be made to the corresponding contents in the method embodiments without reference to the device embodiments. It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the foregoing systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the system and the apparatus described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In addition, in the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (9)
1. A method for correcting road traffic data, comprising:
sequentially acquiring vehicle event packets sent by a vehicle detector, wherein the vehicle event packets at least comprise packet sequence numbers and timestamps;
judging whether packet loss exists or not according to the packet sequence number corresponding to the vehicle event packet;
when the vehicle event package has packet loss, correcting the road traffic data by using the acquired timestamp in the vehicle event package;
the vehicle event package at least comprises a vehicle head event package and a vehicle tail event package, and the correction of the road traffic data by using the acquired timestamp in the vehicle event package comprises the following steps:
when a first head event package of a current vehicle is lost, determining a first inferred time of the first head event package by using a first time difference value between a time stamp of the first tail event package of the current vehicle and a time stamp of a second tail event package of a subsequent vehicle and a time stamp of the second head event package of the subsequent vehicle;
or the like, or, alternatively,
when the third vehicle tail event packet of the current vehicle is lost, determining a second inferred time of the third vehicle tail event packet by using a second time difference value between the acquired time stamp of the third vehicle head event packet of the current vehicle and the acquired time stamp of the fourth vehicle head event packet of the next vehicle and the acquired time stamp of the fourth vehicle tail event packet of the next vehicle.
2. The method for correcting road data according to claim 1, wherein determining whether there is a packet loss according to a packet number corresponding to the vehicle event packet comprises:
extracting a packet sequence number corresponding to the vehicle event packet;
when the packet sequence numbers corresponding to the vehicle event packets are continuous, the vehicle event packets have no packet loss;
and when the packet sequence numbers corresponding to the vehicle event packets are not continuous, the vehicle event packets have packet loss.
3. The method for correcting road data according to claim 1, wherein the road data at least includes a preemption time, and the correcting the road data by using the acquired timestamp in the vehicle event packet further comprises:
when the first head event packet of the current vehicle is lost, calculating a corrected occupation time according to the first inferred time and the timestamp of the first tail event packet;
or the like, or, alternatively,
and when the third vehicle tail event packet of the current vehicle is lost, calculating the corrected occupation time according to the second inferred time and the timestamp of the third vehicle head event packet.
4. The method for correcting road traffic data according to claim 1, wherein the road traffic data at least includes headway and tailway headway, and the correcting the road traffic data by using the acquired timestamp in the vehicle event packet further includes:
when the first locomotive event packet of the current vehicle is lost, determining the locomotive time interval according to the first inferred time and the timestamp of the second locomotive event packet;
or the like, or, alternatively,
when the third vehicle tail event packet of the current vehicle is lost, determining the vehicle tail time distance according to the second inferred time and the timestamp of the fourth vehicle tail event packet.
5. The method for modifying road data according to claim 3, wherein the modifying road data using the acquired timestamp in the vehicle event packet further comprises:
and when the locomotive event packet and the tailstock event packet of the current vehicle are lost, calculating the corrected occupation time of the current vehicle by using the occupation time stored in the cache device.
6. The method for correcting road data according to any one of claims 3 or 5, wherein the road data further includes at least an occupancy, and the correcting road data using the acquired timestamp in the vehicle event packet further includes:
and obtaining the occupancy rate by utilizing the occupation time and the statistical period of all vehicles in the statistical period.
7. The method for correcting road data according to claim 1, wherein the vehicle detector comprises a front detector and a rear detector, the road data at least further comprises real-time speed, and the correcting the road data by using the acquired timestamp in the vehicle event packet further comprises:
calculating a speed average using timestamps in the vehicle event package received by the front detector and the rear detector;
and when the front detector and/or the rear detector has the vehicle data packet loss, taking the speed average value as the corrected real-time speed.
8. The method for correcting road data according to claim 7, wherein the road data further includes at least an average speed, and the correcting road data using the acquired time stamp in the vehicle event packet further includes:
and calculating the average value of the real-time speeds by using the real-time speeds of all vehicles in the statistical period, and taking the average value as the average speed.
9. A system for correcting road traffic data is characterized by comprising a vehicle detector and a data processing unit,
the vehicle detector is used for sequentially acquiring vehicle event packets, wherein the vehicle event packets at least comprise packet serial numbers and timestamps, and sending the vehicle event packets to the data processing unit;
the data processing unit is wirelessly connected with the vehicle detector and is used for acquiring the vehicle event packet sent by the vehicle detector and judging whether packet loss exists or not according to the packet sequence number corresponding to the vehicle event packet; when the vehicle event package has packet loss, correcting the road traffic data by using the acquired timestamp in the vehicle event package;
the vehicle event package at least comprises a head event package and a tail event package, and the data processing unit is further used for determining a first inferred time of the first head event package by using a first time difference value between a time stamp of the first tail event package of the current vehicle and a time stamp of a second tail event package of a subsequent vehicle and a time stamp of the second head event package of the subsequent vehicle when the first head event package of the current vehicle is lost;
or the like, or, alternatively,
when the third vehicle tail event packet of the current vehicle is lost, determining a second inferred time of the third vehicle tail event packet by using a second time difference value between the acquired time stamp of the third vehicle head event packet of the current vehicle and the acquired time stamp of the fourth vehicle head event packet of the next vehicle and the acquired time stamp of the fourth vehicle tail event packet of the next vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610974154.XA CN106506272B (en) | 2016-11-04 | 2016-11-04 | Method and system for correcting road data |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610974154.XA CN106506272B (en) | 2016-11-04 | 2016-11-04 | Method and system for correcting road data |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106506272A CN106506272A (en) | 2017-03-15 |
| CN106506272B true CN106506272B (en) | 2019-12-27 |
Family
ID=58323151
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610974154.XA Active CN106506272B (en) | 2016-11-04 | 2016-11-04 | Method and system for correcting road data |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN106506272B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109974726A (en) * | 2017-12-28 | 2019-07-05 | 北京搜狗科技发展有限公司 | A kind of road state determines method and device |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101297299A (en) * | 2005-10-28 | 2008-10-29 | 通用汽车环球科技运作公司 | System for and method of updating traffic data using probe vehicles having exterior sensors |
| CN102169630A (en) * | 2011-03-31 | 2011-08-31 | 上海电科智能系统股份有限公司 | Quality control method of road continuous traffic flow data |
| CN102364546A (en) * | 2011-10-19 | 2012-02-29 | 北京世纪高通科技有限公司 | Method and device for processing traffic information data fault |
| CN102542794A (en) * | 2012-02-02 | 2012-07-04 | 北京捷易联科技有限公司 | Method and device for processing traffic data |
| CN102881162A (en) * | 2012-09-29 | 2013-01-16 | 北京市交通信息中心 | Data processing and fusion method for large-scale traffic information |
| CN103593989A (en) * | 2013-11-26 | 2014-02-19 | 生茂光电科技股份有限公司 | Urban road traffic bus priority signal control method |
| CN103824461A (en) * | 2014-03-18 | 2014-05-28 | 中国汽车技术研究中心 | Vehicle driving situation data recognition and modification method |
| JP2014179915A (en) * | 2013-03-15 | 2014-09-25 | Hitachi Ltd | Relay device in communication system using disappearance correction code, its communication system and relay method |
-
2016
- 2016-11-04 CN CN201610974154.XA patent/CN106506272B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101297299A (en) * | 2005-10-28 | 2008-10-29 | 通用汽车环球科技运作公司 | System for and method of updating traffic data using probe vehicles having exterior sensors |
| CN102169630A (en) * | 2011-03-31 | 2011-08-31 | 上海电科智能系统股份有限公司 | Quality control method of road continuous traffic flow data |
| CN102364546A (en) * | 2011-10-19 | 2012-02-29 | 北京世纪高通科技有限公司 | Method and device for processing traffic information data fault |
| CN102542794A (en) * | 2012-02-02 | 2012-07-04 | 北京捷易联科技有限公司 | Method and device for processing traffic data |
| CN102881162A (en) * | 2012-09-29 | 2013-01-16 | 北京市交通信息中心 | Data processing and fusion method for large-scale traffic information |
| JP2014179915A (en) * | 2013-03-15 | 2014-09-25 | Hitachi Ltd | Relay device in communication system using disappearance correction code, its communication system and relay method |
| CN103593989A (en) * | 2013-11-26 | 2014-02-19 | 生茂光电科技股份有限公司 | Urban road traffic bus priority signal control method |
| CN103824461A (en) * | 2014-03-18 | 2014-05-28 | 中国汽车技术研究中心 | Vehicle driving situation data recognition and modification method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN106506272A (en) | 2017-03-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8160616B2 (en) | Dead spot prediction method for wireless vehicular applications | |
| US10880415B2 (en) | Detecting device, gateway device, and detecting method | |
| EP2232892B1 (en) | Maintaining the integrity of configuration information of a network of access points for use in positioning an apparatus | |
| JP7276670B2 (en) | DETECTION DEVICE, DETECTION METHOD AND DETECTION PROGRAM | |
| EP3092462B1 (en) | Methods and systems for detecting a closure of a navigable element | |
| CN103477376A (en) | Traffic situation monitoring system, method, and storage medium | |
| US20130030681A1 (en) | Method and apparatus for updating travel time estimation | |
| JP2005084790A (en) | On-vehicle device and other vehicle position computing method | |
| US10720051B2 (en) | Abnormal travel detecting device, abnormal travel detecting method, storage medium storing program for same, and abnormal travel detecting system | |
| US10672274B2 (en) | Trajectory detection | |
| US20190232972A1 (en) | Accuracy system for connected vehicles | |
| WO2012013228A1 (en) | A method and a system for monitoring traffic of vehicles | |
| CN106506272B (en) | Method and system for correcting road data | |
| CN114141057B (en) | Intersection vehicle collision early warning evaluation method, device and system | |
| CN110553649A (en) | Track optimization algorithm, storage medium and supervision system | |
| JP6760137B2 (en) | Communication device and communication terminal device | |
| CN109040019A (en) | Intrusion detection method, device, terminal and storage medium based on car networking | |
| JP6244625B2 (en) | Traffic jam detection system and traffic jam detection method | |
| US20220295336A1 (en) | Systems And Methods Of Detecting And Predicting Quality Of Service Of Communication Links Of Connected Vehicles | |
| KR101472576B1 (en) | Method for managing quality of the machine to machine enabled digital tachograph | |
| KR101386659B1 (en) | Method for exchanging signals between a tire pressure sensor and a central processing unit in a motor vehicle | |
| CN111127681A (en) | ETC vehicle identification method and device based on signal intensity and storage medium | |
| CN114973160B (en) | Vehicle state judging method and system based on digital twin model | |
| WO2023074393A1 (en) | Detection device, detection method, and detection program | |
| US11824687B2 (en) | Information processing apparatus and legitimate communication determination method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |