CN113538921A - Method for constructing monitoring system based on T-CPS system - Google Patents
Method for constructing monitoring system based on T-CPS system Download PDFInfo
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Abstract
The invention provides a method for constructing a monitoring system based on a T-CPS system, which comprises the following steps: dividing an urban traffic system into a plurality of regional systems; connecting the regional systems according to the number of road connections among the regional systems and the correlation relationship to establish a global T-CPS system; setting corresponding monitoring strategies according to the traffic jam degree in each regional system and/or the preset state grade of a static traffic system structure in the T-CPS system; and parameterizing a monitoring result corresponding to the monitoring strategy. The invention can effectively improve the utilization rate of the traffic monitoring facilities in the whole monitoring system and further improve the urban traffic operation level on the premise that the number of the traffic monitoring facilities in each regional system is not changed.
Description
Technical Field
The invention relates to the technical field of intelligent traffic, in particular to a method for constructing a monitoring system based on a T-CPS system.
Background
In recent years, advanced technologies such as computer communication, sensors, and automatic control have been widely used in the operation management of urban Traffic, and an urban Intelligent Traffic System (ITS) has been built. Moreover, with the application of ITS technology in various large cities, the traffic jam condition is relieved to a certain extent.
At present, due to the fact that levels of intelligent traffic systems of various cities are uneven, the understanding of mechanisms and laws of traffic jam is deficient, and the pertinence is insufficient when management strategies are actually adopted, the utilization rate of existing traffic monitoring facilities is low, and the problem of urban traffic jam is still severe and urgent.
Disclosure of Invention
The invention solves the problems that: how to improve the utilization ratio of the existing traffic monitoring facilities so as to further relieve the urban traffic jam condition.
In order to solve the above problems, the present invention provides a method for constructing a monitoring system based on a T-CPS system, comprising the following steps:
dividing an urban traffic system into a plurality of regional systems;
connecting the regional systems according to the number of road connections among the regional systems and the correlation relationship to establish a global T-CPS system;
setting corresponding monitoring strategies according to the traffic jam degree in each regional system and/or the preset state grade of a static traffic system structure in the T-CPS system;
and parameterizing a monitoring result corresponding to the monitoring strategy.
Optionally, the dividing the urban traffic system into a plurality of regional systems includes:
dividing the urban traffic system into a plurality of subsystems according to the basic characteristics of the urban traffic network;
determining traffic association degrees between adjacent subsystems according to traffic running conditions of the subsystems, and determining spatial association degrees between the adjacent subsystems according to geographical position relations of the subsystems;
and merging or splitting the subsystems according to the traffic association degree, the spatial association degree and a preset proportionality coefficient to form a plurality of regional systems.
Optionally, the merging or splitting the multiple subsystems according to the traffic relevance, the spatial relevance and a preset scaling factor to form multiple regional systems includes:
normalizing the traffic correlation degree and the space correlation degree between the adjacent subsystems;
calculating the sum of the traffic correlation degree and the space correlation degree after normalization processing between the adjacent subsystems, and recording the sum as a comprehensive correlation degree;
if the comprehensive association degree between the adjacent subsystems is greater than a first preset association degree and the area of the adjacent subsystems is smaller than a first preset area, combining the adjacent subsystems; if the comprehensive association degree between the adjacent subsystems is smaller than a second preset association degree and the area of the adjacent subsystems is larger than a second preset area, splitting the adjacent subsystems, wherein the first preset association degree is larger than the second preset association degree and the first preset area is smaller than the second preset area;
and adjusting the number of the subsystems subjected to the merging and splitting according to the proportionality coefficient to finally form a plurality of regional systems.
Optionally, the connecting the region systems according to the number of road connections and the correlation between the region systems to establish a global T-CPS system includes:
dividing the area systems into a key guarantee area and a non-key guarantee area according to the importance of the area systems;
selecting any one of the regional systems as a target region, and assigning a satellite region for the target region, wherein the satellite region refers to the regional system adjacent to the target region;
when the target area is the key guarantee area, determining the connection strength between the target area and the satellite area according to the road connection quantity and the correlation between the target area and the satellite area, and connecting the target area and the satellite area;
and when the target area is the non-key guarantee area, determining the connection strength between the target area and the satellite area according to the road connection quantity and the correlation between the target area and the satellite area, and connecting the target area with the satellite area corresponding to the maximum connection strength.
Optionally, the determining the connection strength between the target region and the satellite region according to the number of road connections between the target region and the satellite region and the correlation relationship includes:
counting the number of road connections between the target area and the satellite area one by one and the running speed sequence corresponding to the connection road;
determining Pearson correlation coefficients of the running speed sequence between the target area and the satellite area one by one according to the road connection number and the running speed sequence;
and determining the connection strength between the target area and the satellite area one by one according to the road connection number and the Pearson correlation coefficient.
Optionally, the setting of the corresponding monitoring policy according to the traffic congestion degree in each regional system and/or the preset state level of the static traffic system structure in the T-CPS system includes:
acquiring preset state grades of a static traffic system structure in the regional system, wherein the preset state grades comprise a first grade, a second grade, a third grade and a fourth grade, and the initial state grade of the static traffic system structure is the first grade;
when the preset state level is a first level, calling a static structure monitoring facility corresponding to the static traffic system structure in the regional system to monitor the static structure condition of the static traffic system structure;
when the preset state level is a second level, calling a static structure monitoring facility and a dynamic function monitoring facility corresponding to the static traffic system structure in the regional system, and respectively monitoring the static structure state and the dynamic traffic function state of the static traffic system structure;
when the preset state level is a third level, calling a static structure monitoring facility corresponding to the static traffic system structure in the area system, monitoring the static structure condition of the static traffic system structure, calling a dynamic function monitoring facility corresponding to the static traffic system structure in the area system and a satellite area of the area system, and monitoring the dynamic traffic function state of the static traffic system structure;
and when the preset state level is the fourth level, giving out a warning to a management center, and adjusting down the upper limit threshold of the dynamic traffic function state of the static traffic system structure.
Optionally, the setting of the corresponding monitoring policy according to the traffic congestion degree in each regional system and/or the preset state level of the static traffic system structure in the T-CPS system includes:
acquiring the traffic jam degree in the regional system;
when the traffic jam degree reaches unblocked, basically unblocked or slightly jammed, calling a dynamic function monitoring facility in the regional system to monitor the dynamic traffic function state of the regional system;
when the traffic jam degree reaches moderate jam, calling the regional system and a dynamic function monitoring facility in a satellite region of the regional system to monitor the dynamic traffic function state of the regional system;
and when the traffic jam degree reaches severe jam, warning a management center, and managing and controlling the traffic flow flowing from the satellite area of the area system to the area system.
Optionally, the parameterizing the monitoring result corresponding to the monitoring policy includes:
acquiring actual dynamic function parameters of a static traffic system structure in the regional system and condition parameters corresponding to the actual dynamic function parameters;
and determining the actual dynamic function state value of the static traffic system structure according to the actual dynamic function parameter and the condition parameter.
Optionally, the calculation formula of the actual dynamic function state value is:
wherein the content of the first and second substances,
is the actual dynamic function parameter that is,
is the value of the evaluation of the actual state,
is the maximum dynamic function parameter corresponding to the actual state evaluation value,
is an optimal state assessment of the static traffic system structure,
is the current time.
Optionally, the actual dynamic function parameter comprises an actual capacity value and an actual operating speed of the static traffic structure.
Compared with the prior art, the urban traffic system is divided into small regional systems, so that the monitoring system constructed by the method is more flexible and reliable in monitoring, the regional systems are connected according to the number of road connections among the regional systems and the correlation relationship to establish a global T-CPS system, on the basis of the constructed T-CPS system, corresponding monitoring strategies are set according to the traffic jam degree in the regional systems and/or the preset state grade of a static traffic system structure, an urban traffic monitoring network is established, and monitoring results corresponding to the monitoring strategies are parameterized, so that the intelligent monitoring system based on the T-CPS system is constructed. Therefore, when the abnormal traffic operation condition in a certain regional system is monitored, such as moderate traffic jam, the monitoring result of the traffic monitoring facilities in the regional system adjacent to the regional system can be called according to the connection relationship among the regional systems to assist in monitoring and controlling the traffic flow of the regional system with abnormal traffic, so that the utilization rate of the traffic monitoring facilities in the whole monitoring system can be effectively improved on the premise that the number of the traffic monitoring facilities in each regional system is not changed, and the urban traffic operation level is further improved; moreover, an overall monitoring network is constructed for the nodes through the traffic monitoring facilities in the individual regional systems, and the overall monitoring of the traffic network can be mastered from the whole situation while the monitoring accuracy is ensured.
Drawings
FIG. 1 is a flow chart of a method for constructing a monitoring system based on a T-CPS system according to an embodiment of the present invention;
FIG. 2 is a flowchart of step S100 according to an embodiment of the present invention;
fig. 3 is a flowchart of step S200 according to an embodiment of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein.
The Cyber-Physical Systems (CPS) is a multi-dimensional complex system integrating computing, network and Physical environments, and realizes real-time sensing, dynamic Control and information service of a large-scale engineering system through organic fusion and deep cooperation of 3C (computing, Communication and Control) technologies. The invention firstly establishes an information Physical system based on urban traffic according to an urban traffic system, namely a traffic information Physical system (T-CPS for short), and then establishes a monitoring network on the basis of the T-CPS system, thereby establishing a monitoring system based on the T-CPS system. And the emergence of the information physical system enables each monitoring facility to be combined more organically, improves the utilization rate of the existing monitoring facility, and achieves the operation requirement of higher level through the function cooperation.
Referring to fig. 1, an embodiment of the present invention provides a method for constructing a monitoring system based on a T-CPS system, including the following steps:
s100, dividing an urban traffic system into a plurality of regional systems;
step S200, connecting the regional systems according to the road connection number and the road running speed sequence among the regional systems to establish a global T-CPS system;
step S300, setting corresponding monitoring strategies according to the traffic jam degree in each regional system in the T-CPS system and/or the preset state grade of the static traffic system structure;
and S400, parameterizing a monitoring result corresponding to the monitoring strategy.
In particular, since urban traffic is a large open system, the variety and number of the contained and related element facilities and even the system are complicated, which causes great diversity in the structure and function of urban traffic. Therefore, in step S100, the whole urban transportation system is divided into a plurality of regional systems to form small regional function blocks, so that after a monitoring system based on the T-CPS system is constructed, a local monitoring network can be formed by monitoring the regional function blocks individually, and an overall monitoring network can be formed by monitoring the whole T-CPS system. The parameters capable of reflecting the traffic conditions in the regional system mainly include traffic congestion degrees and state levels of static traffic system structures, where the static traffic system structures refer to static traffic facilities such as roads, bridges, tunnels, etc., and the preset state levels of the static traffic system structures refer to state levels set in advance according to the operating conditions of the static traffic system structures, and the state levels of the static traffic system structures can indirectly reflect the traffic flows of the static traffic system structures, for example, the larger the deformation degree of the bridge structures is, the larger the traffic flows of the bridges are. Therefore, in step S300, different monitoring strategies are set according to different traffic congestion degrees in each regional system and/or different preset state levels of the static traffic system structure, so that when the traffic in the regional system is in different congestion degrees and/or the static traffic system structure in the regional system is in different states, different monitoring means are adopted to perform targeted monitoring.
Therefore, the urban traffic system is divided into small regional systems, so that the monitoring system constructed by the method is more flexible and reliable in monitoring, the regional systems are connected according to the number of road connections among the regional systems and the correlation relationship to establish a global T-CPS system, on the basis of the constructed T-CPS system, corresponding monitoring strategies are set according to the traffic jam degree in each regional system and/or the preset state grade of a static traffic system structure, an urban traffic monitoring network is established, and monitoring results corresponding to the monitoring strategies are parameterized, so that the intelligent monitoring system based on the T-CPS system is constructed. Therefore, when the abnormal traffic operation condition in a certain regional system is monitored, such as moderate traffic jam, the monitoring result of the traffic monitoring facilities in the regional system adjacent to the regional system can be called according to the connection relationship among the regional systems to assist in monitoring and controlling the traffic flow of the regional system with abnormal traffic, so that the utilization rate of the traffic monitoring facilities in the whole monitoring system can be effectively improved on the premise that the number of the traffic monitoring facilities in each regional system is not changed, and the urban traffic operation level is further improved; moreover, an overall monitoring network is constructed for the nodes through the traffic monitoring facilities in the individual regional systems, and the overall monitoring of the traffic network can be mastered from the whole situation while the monitoring accuracy is ensured.
Optionally, as shown in fig. 2, step S100 includes the following steps:
step S110, dividing an urban traffic system into a plurality of subsystems according to the basic characteristics of the urban traffic network;
step S120, determining traffic association degrees between adjacent subsystems according to traffic operation conditions of the subsystems, and determining spatial association degrees between the adjacent subsystems according to geographical position relations of the subsystems;
and S130, merging or splitting the subsystems according to the traffic association degree, the spatial association degree and a preset proportionality coefficient to form a plurality of regional systems.
In this embodiment, when the whole urban transportation system is divided into the individual regional systems in step S100, the attribute characteristics of the individual regional systems and the action results of the relevant physical environments are mainly used as the basis. In particular, the amount of the solvent to be used,in step S110, basic features of the urban traffic network, such as a maximum radius of a city, a type of urban traffic structure, an urban traffic center area, etc., are first obtained based on the urban traffic network data, and then the urban traffic system is preliminarily divided into a plurality of subsystems according to urban land attributes (i.e., whether the land is used for education, business or residence), urban interest point (i.e., POI) data, and experiences of professionals. In step S120, from the perspective of traffic operation and spatial relationship, the traffic association degree and spatial association degree between adjacent subsystems are calculated respectively. Wherein the traffic relevance
The calculation formula of (2) is as follows:
in the formula (I), the compound is shown in the specification,
in order to be a sub-system,
the number of inflow directions of the upstream intersection,
is the first of the upstream intersection
The incoming flow is directed to the flow rate,
the maximum inflow flow to the upstream junction,
and represents the average travel time of the traffic flow from the entrance stop line of the upstream intersection to the tail of the vehicle queue of the entrance of the downstream intersection (when the vehicles are queued at the entrance) or the entrance stop line (when the vehicles are not queued at the entrance), and the average travel time is taken in minutes.
Since anything is related to something else, something close is simply more closely related. Based on this, the present embodiment analyzes the monitoring facilities in each adjacent subsystem from a spatial perspective and obtains the spatial correlation degree of the interaction of the elements, where the elements refer to places such as schools, hospitals, stadiums, etc. which may cause a large traffic flow at a specific time (such as student's school, events held in gyms, and large traffic flow at weekends in hospitals). Wherein the spatial correlation degree
The calculation formula of (2) is as follows:
in the formula (I), the compound is shown in the specification,
and
respectively representing the area coverage of the two subsystems,
、
respectively represent
And
a sufficiently small neighborhood of the surroundings is obtained,
represents a mathematical expectation;
and
are respectively indicated
And
the number of inter-related events.
In step S130, according to the calculated traffic relevance and spatial relevance, the results of the initial division are merged or split by a preset proportionality coefficient, so as to implement validity check on the results of the initial division, and finally obtain a more scientific and effective region division result.
Thus, through the steps S110 to S130, the division of the regional systems is more scientific and effective, so that the accuracy of the overall monitoring network constructed by the regional systems as nodes is improved, and the utilization rate of the monitoring facilities in each regional system is further improved.
Optionally, step S130 includes the steps of:
carrying out normalization processing on the traffic association degree and the space association degree between adjacent subsystems;
calculating the sum of the traffic correlation degree and the space correlation degree after normalization processing between the adjacent subsystems, and recording the sum as a comprehensive correlation degree;
if the comprehensive association degree between the adjacent subsystems is greater than the first preset association degree and the area of the adjacent subsystems is smaller than the first preset area, merging the adjacent subsystems; if the comprehensive association degree between the adjacent subsystems is smaller than a second preset association degree and the area of the adjacent subsystems is larger than a second preset area, splitting the adjacent subsystems, wherein the first preset association degree is larger than the second preset association degree and the first preset area is smaller than the second preset area;
and adjusting the number of the subsystems subjected to the merging and splitting according to the proportionality coefficient to finally form a plurality of regional systems.
Since the calculated traffic correlation degree is usually a few tenths, and the spatial correlation degree is usually tens or even twenty-several, the magnitude of the two is greatly different. If the two are directly added, the traffic relevance between the subsystems is easily weakened. In this embodiment, normalization processing is performed on the traffic relevance and the spatial relevance of adjacent subsystems, the traffic relevance and the spatial relevance after normalization processing are added to obtain a comprehensive relevance, and finally, a merging mode is performed on a small-area system with a higher comprehensive relevance according to the principle of 'merging on small rules and splitting on large rules'; for a large-area with low comprehensive relevance, a splitting mode is adopted, for example, a regional system including a mountain and a river has a large area, and the relevance between the side of the mountain and the side of the mountain is low, so that the large-area can be split according to the mountain and the river, and the number of the subsystems after merging and splitting is adjusted through a scaling factor, for example, 300 subsystems are initially divided, and when the scaling factor is selected to be 0.5, the number of the subsystems initially divided is reduced by half, namely, the large-area is finally divided into 150 regional systems. Thus, more scientific and effective region division results are obtained.
Optionally, as shown in fig. 3, step S200 includes the following steps:
step S210, dividing a plurality of regional systems into a key guarantee region and a non-key guarantee region according to the importance of the regional systems;
step S220, selecting any one area system as a target area, and assigning a satellite area for the target area, wherein the satellite area refers to an area system adjacent to the target area;
step S230, when the target area is a key guarantee area, determining the connection strength between the target area and the satellite area according to the road connection quantity and the correlation between the target area and the satellite area, and connecting the target area and the satellite area;
and S240, when the target area is a non-key guarantee area, determining the connection strength between the target area and the satellite area according to the road connection quantity and the correlation between the target area and the satellite area, and connecting the target area and the satellite area corresponding to the maximum connection strength.
Specifically, in step S210, the importance of the regional system refers to the importance of the regional system in terms of population, business, key facilities, and the like. Considering that the central area of the urban traffic system has concentrated traffic relative to other areas, a small-world network structure is adopted, all area systems are sorted according to importance according to past operation data of the urban traffic system, the area system with the top importance is selected as a key guarantee area, and the other area systems are non-key guarantee areas. Then, through steps S220 to S240, the key guarantee areas are connected one-to-many with the satellite areas thereof one by one, and the non-key guarantee areas are connected one-to-one with the satellite areas thereof one by one, so as to establish a connection relationship between the area systems, and further establish a global T-CPS system.
Optionally, in steps S230 and S240, determining the connection strength between the target region and the satellite region according to the number of road connections between the target region and the satellite region and the correlation includes:
counting the number of road connections between the target area and the satellite area one by one and the running speed sequence corresponding to the connection road;
determining Pearson correlation coefficients of the running speed sequence between the target area and the satellite area one by one according to the road connection number and the running speed sequence;
and determining the connection strength between the target area and the satellite area one by one according to the road connection number and the Pearson correlation coefficient.
In particular, two regional systems are analyzed from the road structure with geographical proximity as a priority
And
number of road connections therebetween
(first and second order neighbors) and statistics of peak periods
Connecting road running speed sequence by bars, and calculating Pearson correlation coefficient of running speed sequence
：
In the formula (I), the compound is shown in the specification,
and
respectively represent
The bar connects the running speed sequences of any two roads in the road,
to represent
And
the covariance of the sequence is determined by the covariance,
and
respectively represent
And
the variance of the sequence.
Finally, any two systems in adjacent areas are usedThe Pearson correlation coefficients of the running speed sequence of the connected roads are added and then connected with the number of the roads
Multiplying to obtain the connection strength
I.e. by
。
Therefore, the purpose of determining the connection strength between the target area and the satellite area according to the road connection quantity and the correlation between the target area and the satellite area is achieved, the connection tightness between the area systems can be intuitively known through the connection strength between the area systems, and a traffic control means can be accurately and effectively formulated according to the connection strength between the area systems when traffic is abnormal.
Optionally, step S300 includes the steps of:
acquiring preset state grades of a static traffic system structure in a regional system, wherein the preset state grades comprise a first grade, a second grade, a third grade and a fourth grade, and the initial state grade of the static traffic system structure is the first grade;
when the preset state level is a first level, calling a static structure monitoring facility corresponding to the static traffic system structure in the regional system, and monitoring the static structure condition of the static traffic system structure;
when the preset state level is the second level, calling a static structure monitoring facility and a dynamic function monitoring facility corresponding to the static traffic system structure in the regional system, and respectively monitoring the static structure state and the dynamic traffic function state of the static traffic system structure;
when the preset state level is the third level, calling a static structure monitoring facility corresponding to the static traffic system structure in the regional system, monitoring the static structure condition of the static traffic system structure, calling a dynamic function monitoring facility corresponding to the static traffic system structure in the regional system and a satellite region of the regional system, and monitoring the dynamic traffic function state of the static traffic system structure;
and when the preset state level is the fourth level, giving out a warning to the management center, and adjusting down the upper limit threshold of the dynamic traffic function state of the static traffic system structure.
The upper limit threshold of the dynamic traffic function state comprises one or more of a traffic flow upper limit threshold, an operation speed upper limit threshold and the like. In this embodiment, a corresponding monitoring strategy is set according to a preset state level of a static traffic system structure in each regional system in the T-CPS system. Due to the fact that the operation modes of most of the existing monitoring facilities are low in efficiency, once problems occur locally, the causes of the diseases are difficult to find and process in time. Meanwhile, each monitoring facility of the urban traffic system is used as a part for supporting the operation of urban traffic, and strong or weak correlation exists among the monitoring facilities, and by utilizing the correlation, on the basis of the T-CPS system constructed in the step S200, corresponding monitoring strategies are formulated for the monitoring facilities in each regional system so as to establish an urban traffic monitoring network. Specifically, monitoring facilities are first classified into two major categories, static structure monitoring facilities and dynamic function monitoring facilities, respectively. The static structure monitoring device is used for monitoring the static structure condition of the static traffic system structure, such as monitoring the road surface of a road or the bridge deck condition of a bridge, so that the state grade of the road can be judged according to the damage degree of the road surface or the bridge deck. The dynamic function monitoring facility refers to monitoring the dynamic traffic function state, such as monitoring the traffic flow or the running speed of a road. And then setting corresponding monitoring strategies according to the state grade of the static traffic system structure to establish the incidence relation between monitoring facilities in the regional system and among the regional systems, and finally constructing the local and overall monitoring networks of the T-CPS system.
Therefore, when the regional system has abnormal traffic, monitoring facilities related to the corresponding monitoring strategy can be called according to the state grade of the static traffic system structure for monitoring, so that the utilization rate of the monitoring facilities in the regional system is improved; on the premise of ensuring the original functions of the monitoring facilities, the static structure monitoring facilities and the dynamic function monitoring facilities are independently separated, and the interaction between the static structure monitoring facilities and the dynamic function monitoring facilities is considered, so that the actual monitoring effect is improved to a certain extent; in addition, traffic control means can be established in time and pertinently, and traffic jam conditions are relieved.
Optionally, step S300 includes the steps of:
acquiring the traffic congestion degree in a regional system;
when the traffic jam degree reaches unblocked, basically unblocked or slightly jammed, calling a dynamic function monitoring facility in the regional system to monitor the dynamic traffic function state of the regional system;
when the traffic jam degree reaches moderate jam, calling a regional system and a dynamic function monitoring facility in a satellite region of the regional system to monitor the dynamic traffic function state of the regional system;
and when the traffic jam degree reaches severe jam, warning the management center, and managing and controlling the traffic flow flowing from the satellite area of the area system to the area system.
Different from the above embodiments, in the present embodiment, the corresponding monitoring strategy is set according to the traffic congestion degree in each regional system in the T-CPS system. Therefore, the incidence relation between each monitoring facility in the regional system and among the regional systems is established, and the local and overall monitoring network of the T-CPS system is finally established, so that when the regional system has abnormal traffic, the monitoring facilities related to the corresponding monitoring strategies can be called according to the traffic jam degree in the regional system for monitoring, the utilization rate of the monitoring facilities in the regional system is improved, traffic control means can be established in time and pertinently, and the traffic jam condition is relieved.
Optionally, step S400 includes the steps of:
acquiring actual dynamic function parameters and actual condition parameters of a static traffic system structure in a regional system;
and determining the actual dynamic function state value of the static traffic system structure according to the actual dynamic function parameter and the actual condition parameter.
In the embodiment, when the traffic abnormality occurs, based on the parameterized monitoring result, namely the actual condition parameter and the actual dynamic function state value of the static traffic system structure, a control means is conveniently set for the static traffic system structure with the abnormal actual operation state so as to help to recover the normal operation. When parameterizing a monitoring result, setting a threshold early warning mechanism for the static structure monitoring facility, namely, when monitoring that the actual condition parameter of the static traffic system structure reaches the highest level or the actual dynamic function state value of the static traffic system structure reaches the threshold of the corresponding state level, sending out a warning; and for the monitoring object of the dynamic function monitoring facility, the topological structure of the road network structure and the rapid calculation and effective control means of the T-CPS system are combined, the actual dynamic function state value is corrected in real time according to the actual dynamic function parameter and the actual condition parameter, and finally, an intelligent monitoring system based on the T-CPS system is constructed.
Thus, for a static structure monitoring facility, the existing condition monitoring and warning functions are mainly maintained, the actual condition of the static traffic system structure is parameterized and output, and meanwhile, the monitoring result is used as one input of the T-CPS system sensing to provide multi-view evaluation for the monitoring of the dynamic traffic function state; for a dynamic function monitoring facility, firstly, the structure characteristics of a road network and actual dynamic function parameters such as the inherent capacity attribute of a static traffic system structure are combined to carry out state monitoring on an object directly facing the dynamic function monitoring facility, meanwhile, the state parameters of the static traffic system structure are combined to carry out state evaluation on the actual dynamic function state value, when the actual dynamic function state value exceeds a normal operation range, the actual dynamic function state value is controlled to be corrected by means of the real-time calculation function of a T-CPS system, direct and effective suggestions and support can be provided for relieving traffic jam, and the normal operation of an urban traffic system is finally ensured.
Optionally, the calculation formula of the actual dynamic function state value is:
wherein the content of the first and second substances,
is the actual dynamic function parameter that is,
is the value of the evaluation of the actual state,
is the maximum dynamic function parameter corresponding to the actual state evaluation value,
is an optimal state evaluation value of the static traffic system structure,
is the current time.
In particular, the actual condition parameter of the static traffic system structure refers to an actual state evaluation value of the static traffic system structure
For bridges, the actual state evaluation value
Refers to the condition parameter of the bridge, the maximum dynamic function parameter
The actual dynamic function state value refers to the actual flow state value of the bridge; actual state evaluation value for road
Refers to road condition parameter, maximum dynamic function parameter
The speed limit is the maximum speed limit, and the actual dynamic function state value is the actual running speed state value of the road. And the evaluation value of the actual state
And maximum dynamic function parameter
There is a corresponding relationship between them, different actual state evaluation values
Corresponding maximum dynamic function parameter
And on the basis of the difference, a D-A curve library is formed in advance according to the corresponding relation so as to obtain the corresponding maximum dynamic function parameter according to the obtained actual state evaluation value.
The state evaluation value of the static traffic system structure such as a bridge or a road is also the state evaluation value after the static traffic system structure is qualified after the initial acceptance of the construction, and the state evaluation value of the static traffic system structure is the maximum at the moment. With the increase of the time for putting the static traffic system structure such as a road or a bridge into use, the actual state evaluation value of the static traffic system structure is gradually reduced.
Therefore, after the actual dynamic function parameters and the actual condition parameters are obtained, the actual dynamic function parameters and the actual condition parameters are brought into a calculation formula of the actual dynamic function state value to calculate the actual dynamic function state value at the current moment, so that the parameterization of the monitoring result corresponding to the monitoring strategy is realized.
Optionally, the actual dynamic function parameters include actual capacity values and actual operating speeds of the static traffic structure. The actual capacity value of the static traffic structure includes, but is not limited to, an actual capacity value of a bridge or a road, and the actual operation speed of the static traffic structure includes, but is not limited to, an actual operation speed of a bridge or a road.
Therefore, the monitoring result of the dynamic function monitoring facility is parameterized into the actual capacity value and the actual running speed of the static traffic structure, so that the traffic condition of each regional system in the monitoring system can be known more intuitively.
Although the present disclosure has been described above, the scope of the present disclosure is not limited thereto. Various changes and modifications may be effected therein by one of ordinary skill in the pertinent art without departing from the spirit and scope of the present disclosure, and these changes and modifications are intended to be within the scope of the present disclosure.
Claims (10)
1. A method for constructing a monitoring system based on a T-CPS system is characterized by comprising the following steps:
dividing an urban traffic system into a plurality of regional systems;
connecting the regional systems according to the number of road connections among the regional systems and the correlation relationship to establish a global T-CPS system;
setting corresponding monitoring strategies according to the traffic jam degree in each regional system and/or the preset state grade of a static traffic system structure in the T-CPS system;
and parameterizing a monitoring result corresponding to the monitoring strategy.
2. The method for constructing the monitoring system based on the T-CPS system as claimed in claim 1, wherein the dividing the urban traffic system into a plurality of regional systems comprises:
dividing the urban traffic system into a plurality of subsystems according to the basic characteristics of the urban traffic network;
determining traffic association degrees between adjacent subsystems according to traffic running conditions of the subsystems, and determining spatial association degrees between the adjacent subsystems according to geographical position relations of the subsystems;
and merging or splitting the subsystems according to the traffic association degree, the spatial association degree and a preset proportionality coefficient to form a plurality of regional systems.
3. The method for constructing a monitoring system based on a T-CPS system as claimed in claim 2, wherein the merging or splitting the plurality of subsystems according to the traffic relevance, the spatial relevance and a preset proportionality coefficient to form the plurality of regional systems comprises:
normalizing the traffic correlation degree and the space correlation degree between the adjacent subsystems;
calculating the sum of the traffic correlation degree and the space correlation degree after normalization processing between the adjacent subsystems, and recording the sum as a comprehensive correlation degree;
if the comprehensive association degree between the adjacent subsystems is greater than a first preset association degree and the area of the adjacent subsystems is smaller than a first preset area, combining the adjacent subsystems; if the comprehensive association degree between the adjacent subsystems is smaller than a second preset association degree and the area of the adjacent subsystems is larger than a second preset area, splitting the adjacent subsystems, wherein the first preset association degree is larger than the second preset association degree and the first preset area is smaller than the second preset area;
and adjusting the number of the subsystems subjected to the merging and splitting according to the proportionality coefficient to finally form a plurality of regional systems.
4. The method for constructing the monitoring system based on the T-CPS system as claimed in claim 1, wherein the connecting the region systems according to the number of the road connections and the correlation relationship among the region systems to establish the global T-CPS system comprises:
dividing the area systems into a key guarantee area and a non-key guarantee area according to the importance of the area systems;
selecting any one of the regional systems as a target region, and assigning a satellite region for the target region, wherein the satellite region refers to the regional system adjacent to the target region;
when the target area is the key guarantee area, determining the connection strength between the target area and the satellite area according to the road connection quantity and the correlation between the target area and the satellite area, and connecting the target area and the satellite area;
and when the target area is the non-key guarantee area, determining the connection strength between the target area and the satellite area according to the road connection quantity and the correlation between the target area and the satellite area, and connecting the target area with the satellite area corresponding to the maximum connection strength.
5. The method for constructing the monitoring system based on the T-CPS system as claimed in claim 4, wherein the determining the connection strength between the target area and the satellite area according to the number of road connections and the correlation relationship between the target area and the satellite area comprises:
counting the number of road connections between the target area and the satellite area one by one and the running speed sequence corresponding to the connection road;
determining Pearson correlation coefficients of the running speed sequence between the target area and the satellite area one by one according to the road connection number and the running speed sequence;
and determining the connection strength between the target area and the satellite area one by one according to the road connection number and the Pearson correlation coefficient.
6. The method for constructing a monitoring system based on a T-CPS system as claimed in claim 1, wherein the setting of the corresponding monitoring strategy according to the traffic congestion degree in each regional system and/or the preset state level of the static traffic system structure in the T-CPS system comprises:
acquiring preset state grades of a static traffic system structure in the regional system, wherein the preset state grades comprise a first grade, a second grade, a third grade and a fourth grade, and the initial state grade of the static traffic system structure is the first grade;
when the preset state level is a first level, calling a static structure monitoring facility corresponding to the static traffic system structure in the regional system to monitor the static structure condition of the static traffic system structure;
when the preset state level is a second level, calling a static structure monitoring facility and a dynamic function monitoring facility corresponding to the static traffic system structure in the regional system, and respectively monitoring the static structure state and the dynamic traffic function state of the static traffic system structure;
when the preset state level is a third level, calling a static structure monitoring facility corresponding to the static traffic system structure in the area system, monitoring the static structure condition of the static traffic system structure, calling a dynamic function monitoring facility corresponding to the static traffic system structure in the area system and a satellite area of the area system, and monitoring the dynamic traffic function state of the static traffic system structure;
and when the preset state level is the fourth level, giving out a warning to a management center, and adjusting down the upper limit threshold of the dynamic traffic function state of the static traffic system structure.
7. The method for constructing a monitoring system based on a T-CPS system as claimed in claim 1, wherein the setting of the corresponding monitoring strategy according to the traffic congestion degree in each regional system and/or the preset state level of the static traffic system structure in the T-CPS system comprises:
acquiring the traffic jam degree in the regional system;
when the traffic jam degree reaches unblocked, basically unblocked or slightly jammed, calling a dynamic function monitoring facility in the regional system to monitor the dynamic traffic function state of the regional system;
when the traffic jam degree reaches moderate jam, calling the regional system and a dynamic function monitoring facility in a satellite region of the regional system to monitor the dynamic traffic function state of the regional system;
and when the traffic jam degree reaches severe jam, warning a management center, and managing and controlling the traffic flow flowing from the satellite area of the area system to the area system.
8. The method for constructing a monitoring system based on a T-CPS system as claimed in claim 1, wherein the parameterization of the monitoring result corresponding to the monitoring strategy comprises:
acquiring actual dynamic function parameters of a static traffic system structure in the regional system and condition parameters corresponding to the actual dynamic function parameters;
and determining the actual dynamic function state value of the static traffic system structure according to the actual dynamic function parameter and the condition parameter.
9. The method for constructing the monitoring system based on the T-CPS system as claimed in claim 8, wherein the calculation formula of the actual dynamic function state value is as follows:
wherein the content of the first and second substances,
is the actual dynamic function parameter that is,
is the value of the evaluation of the actual state,
is the maximum dynamic function parameter corresponding to the actual state evaluation value，
Is an optimal state assessment of the static traffic system structure,
is the current time.
10. The method for building a T-CPS system based monitoring architecture according to claim 8 or 9 wherein the actual dynamic function parameters comprise actual capacity values and actual operating speeds of the static traffic structure.
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