Digital construction site vehicle management method, system and equipment and storage medium

Abstract

The invention provides a digital construction site vehicle management method, system and device and a storage medium, and relates to the technical field of vehicle dispatch, and the method comprises the steps: calculating a congestion index of a target construction site based on a road network topology structure of the target construction site in combination with vehicle types and the number of vehicles of each type; generating a vehicle accommodation margin in the target construction site according to the congestion index; acquiring task emergency degrees of a plurality of waiting vehicles outside the target construction site and vehicle types of the waiting vehicles; and according to the task emergency degree, determining the sequence of each waiting vehicle entering the target construction site, and on the basis of the sequence of each waiting vehicle entering the target construction site, determining the time of each waiting vehicle entering the target construction site in combination with the vehicle accommodation allowance and the vehicle type of each waiting vehicle. The method has the technical effects that the entering sequence and time of a plurality of waiting vehicles are scientifically and reasonably arranged, and the problem of traffic jam in the construction site or overlong waiting time of the vehicles is solved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle dispatching, and in particular to a digital construction site vehicle management method, system, device and storage medium. Background Art

[0002] As the scale and complexity of construction projects continue to increase, vehicle management on construction sites faces severe challenges. Especially in large-scale projects, various types of construction vehicles frequently enter and exit. How to scientifically manage the timing of vehicle entry, reasonably allocate limited site resources, and avoid traffic congestion within the construction site has become a technical problem that needs to be solved urgently.

[0003] The existing technology usually adopts a simple real-time monitoring method, which uses video surveillance equipment to observe the internal traffic conditions of the construction site to decide whether to allow vehicles to enter. Although this method can achieve basic vehicle control, it has great limitations to rely solely on visual observation to judge traffic conditions. When there are multiple waiting vehicles outside the construction site, it is difficult to scientifically and reasonably arrange the entry order and time of multiple waiting vehicles, which can easily cause traffic congestion within the construction site or long waiting time for vehicles. Summary of the invention

[0004] The present application provides a digital construction site vehicle management method, system, device and storage medium, which are used to scientifically and reasonably arrange the entry sequence and time of multiple waiting vehicles, thereby reducing traffic congestion within the construction site or the problem of long waiting time for vehicles.

[0005] In a first aspect, the present application provides a digital construction site vehicle management method, the method comprising: obtaining a road network topology structure within a target construction site, as well as the vehicle types and the number of vehicles of each type within the target construction site; based on the road network topology structure, calculating the congestion index of the target construction site in combination with the vehicle types and the number of vehicles of each type; generating a vehicle accommodation margin within the target construction site based on the congestion index; obtaining the task urgency of multiple waiting vehicles outside the target construction site, as well as the vehicle type of each waiting vehicle; determining the order in which each waiting vehicle enters the target construction site based on the task urgency, and determining the time for each waiting vehicle to enter the target construction site based on the order in which each waiting vehicle enters the target construction site in combination with the vehicle accommodation margin and the vehicle type of each waiting vehicle.

[0006] By adopting the above technical solution, the road network topology, vehicle type and number within the target construction site are obtained, and the congestion index of the construction site is calculated, thereby generating a vehicle capacity margin, and determining the entry order based on the task urgency of the waiting vehicles. Finally, the specific entry time is determined based on the vehicle capacity margin and vehicle type, so as to accurately grasp the actual traffic capacity within the construction site, reasonably arrange the entry order of waiting vehicles, and realize scientific and reasonable arrangement of the entry order and time of multiple waiting vehicles, thereby reducing traffic congestion within the construction site or the problem of long waiting time for vehicles.

[0007] Optionally, the calculating of the congestion index of the target construction site based on the road network topology structure in combination with the vehicle types and the number of vehicles of each type includes: determining the vehicle types on each road in the target construction site and the number of vehicles of each type on each road in combination with the vehicle types and the number of vehicles of each type on each road based on the road network topology structure; substituting the vehicle types on each road and the number of vehicles of each type on each road into a preset formula to generate the congestion index of the target construction site; wherein the preset formula is: In the formula, CI total is the congestion index of the target construction site, α i is the road weight coefficient corresponding to the i-th road, ω k is the vehicle weight coefficient corresponding to the k-th vehicle, N i,k is the number of vehicles of the kth category on the i-th road, C i is the vehicle capacity on the i-th road.

[0008] By adopting the above technical solution, by determining the type and number of vehicles on each road based on the road network topology, and substituting it into a preset formula that takes into account the road weight coefficient, vehicle weight coefficient and road capacity, the congestion index of the target construction site can be calculated more accurately. It not only takes into account the importance of different roads and the different impacts of different types of vehicles on traffic, but also combines the capacity of the road itself, so that the congestion index can truly reflect the traffic conditions within the construction site.

[0009] Optionally, generating the vehicle accommodation margin in the target construction site based on the congestion index includes: matching the congestion index with a preset congestion level comparison table to determine the congestion level of the target construction site; determining the maximum accommodation number of each type of vehicle corresponding to the target construction site based on the congestion level; comparing the maximum accommodation number of each type of vehicle with the existing number of each type of vehicle in the target construction site, and determining the accommodation margin of each type of vehicle in the target construction site based on the comparison result.

[0010] By adopting the above technical solution, the congestion level is determined by matching the congestion index of the construction site with the preset congestion level comparison table, and the maximum capacity of each type of vehicle is determined based on the congestion level, and then compared with the number of existing vehicles. In this way, the actual capacity of each type of vehicle in the construction site can be accurately calculated, making the vehicle entry management more targeted and avoiding the problem of uneven distribution of the number of different types of vehicles.

[0011] Optionally, determining the order in which each waiting vehicle enters the target construction site according to the urgency of the task includes: grading each waiting vehicle according to the urgency of the task to determine the urgency level of each waiting vehicle; generating an initial sorting of the waiting vehicles according to the urgency level of each waiting vehicle from high to low; if there are not multiple waiting vehicles with the same urgency level, using the initial sorting as the order in which each waiting vehicle enters the target construction site; if there are multiple waiting vehicles with the same urgency level, adjusting the initial sorting according to the waiting time of each waiting vehicle to determine the final order in which each waiting vehicle enters the target construction site.

[0012] By adopting the above technical solution, by grading the waiting vehicles according to the urgency of the task and generating an initial sort, and adjusting the sorting by considering the waiting time when the same urgency level exists, a reasonable scheduling mechanism is achieved that ensures that urgent tasks are given priority and that low-urgency-level vehicles can avoid waiting for a long time, making the arrangement of the vehicle entry order more scientific and reasonable.

[0013] Optionally, the time for each waiting vehicle to enter the target construction site is determined based on the order in which each of the waiting vehicles enters the target construction site, in combination with the vehicle accommodating margin and the vehicle type of each waiting vehicle, including: judging in turn whether the vehicle accommodating margin of the type to which each of the waiting vehicles belongs in the target construction site is greater than zero in the order in which each of the waiting vehicles enters the target construction site; if the vehicle accommodating margin of the type to which the first waiting vehicle belongs is greater than zero, the judgment moment is determined as the time when the first waiting vehicle enters the target construction site; if the vehicle accommodating margin of the type to which the second waiting vehicle belongs is equal to zero, the estimated departure time of vehicles of the same type as the second waiting vehicle in the target construction site is calculated, and the estimated departure time of the first vehicle of the same type as the second waiting vehicle is used as the time for the second waiting vehicle to enter the target construction site, and the multiple waiting vehicles include the first waiting vehicle and the second waiting vehicle.

[0014] By adopting the above technical solution, the capacity of the waiting vehicle type is judged in turn. If the capacity is sufficient, the vehicle can be directly arranged to enter the site. If the capacity is insufficient, the entry time is determined based on the estimated departure time of the same type of vehicles. This dynamic scheduling mechanism not only ensures that the construction site will not be congested due to too many vehicles of a certain type, but also can accurately predict the vehicle entry time, making the entire vehicle scheduling process smoother and more efficient.

[0015] Optionally, after determining the time for each of the waiting vehicles to enter the target construction site, it also includes: acquiring historical driving data of each of the waiting vehicles; predicting the expected stay time of each of the waiting vehicles in the target construction site based on the historical driving data; sending the time for each of the waiting vehicles to enter the target construction site and the expected stay time of each of the waiting vehicles to the terminal device corresponding to each of the waiting vehicles, and updating the vehicle capacity in the target construction site.

[0016] By adopting the above technical solution, the historical driving data of waiting vehicles is analyzed to predict their stay time on the construction site, and the entry time and expected stay time are promptly notified to the corresponding terminal equipment. At the same time, the vehicle capacity on the construction site is dynamically updated, making vehicle scheduling more forward-looking and predictable, facilitating vehicle drivers to reasonably arrange their working time, and providing accurate data support for the scheduling management of subsequent vehicles.

[0017] Optionally, the method also includes: obtaining vehicle information of the waiting vehicle, and determining whether the waiting vehicle meets the access conditions for entering the construction site based on the vehicle information; if the waiting vehicle meets the access conditions, adding the waiting vehicle to the queue of vehicles to be entered; if the waiting vehicle does not meet the access conditions, generating an alarm message and refusing the waiting vehicle to enter the target construction site.

[0018] By adopting the above technical solution, the access conditions of waiting vehicles are pre-examined, vehicles that meet the conditions are included in the waiting queue, and alarms are generated in time for vehicles that do not meet the conditions and entry is denied. In this way, qualification screening is completed before the vehicle enters the site, avoiding safety hazards caused by non-compliant vehicles entering the construction site, and improving the standardization and safety of construction site vehicle management.

[0019] In a second aspect, the present application provides a digital construction site vehicle management system, the system comprising: a first acquisition module, a calculation module, a generation module, a second acquisition module and an output module; wherein the first acquisition module is used to acquire a road network topology structure within a target construction site, as well as the vehicle types and the number of each type of vehicles within the target construction site; the calculation module is used to calculate a congestion index of the target construction site based on the road network topology structure, in combination with the vehicle types and the number of each type of vehicles; the generation module is used to generate a vehicle accommodation margin within the target construction site based on the congestion index; the second acquisition module is used to acquire the task urgency of multiple waiting vehicles outside the target construction site, and the vehicle type of each waiting vehicle; the output module is used to determine the order in which each of the waiting vehicles enters the target construction site based on the task urgency, and determine the time for each of the waiting vehicles to enter the target construction site based on the order in which each of the waiting vehicles enters the target construction site, in combination with the vehicle accommodation margin and the vehicle type of each of the waiting vehicles.

[0020] In the third aspect, the present application provides an electronic device, adopting the following technical solution: including a processor, a memory, a user interface and a network interface, the memory is used to store instructions, the user interface and the network interface are used to communicate with other devices, and the processor is used to execute the instructions stored in the memory so that the electronic device executes a computer program such as any of the above-mentioned digital construction site vehicle management methods.

[0021] In a fourth aspect, the present application provides a computer-readable storage medium, which adopts the following technical solution: storing a computer program that can be loaded by a processor and execute any of the above-mentioned digital construction site vehicle management methods.

[0022] In summary, the present application includes at least one of the following beneficial technical effects: By obtaining the road network topology, vehicle type and number within the target construction site, the congestion index of the construction site is calculated, and then the vehicle capacity margin is generated. The entry order is determined based on the task urgency of the waiting vehicles, and finally the specific entry time is determined based on the vehicle capacity margin and vehicle type. This allows us to accurately grasp the actual traffic capacity within the construction site, reasonably arrange the entry order of waiting vehicles, and achieve scientific and reasonable arrangement of the entry order and time of multiple waiting vehicles, reducing traffic congestion within the construction site or the problem of long waiting time for vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a flowchart of a digital construction site vehicle management method provided by an embodiment of the present application; Figure 2It is a structural diagram of a digital construction site vehicle management system provided by an embodiment of the present application; Figure 3 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application.

[0024] Description of reference numerals: 1000, electronic device; 1001, processor; 1002, communication bus; 1003, user interface; 1004, network interface; 1005, memory. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments.

[0026] In the description of the embodiments of the present application, words such as "illustrative", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "illustrative", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "illustrative", "for example" or "for example" is intended to present related concepts in a concrete way.

[0027] Figure 1 FIG. 1 is a flow chart of a digital construction site vehicle management method provided by an embodiment of the present application. Figure 1 As shown, the method includes S101-S105: S101, obtaining a road network topology structure in a target construction site, as well as vehicle types and the number of each type of vehicles in the target construction site.

[0028] In this embodiment, since the construction site vehicle management needs to be performed based on the actual situation inside the construction site, the road network topology structure inside the target construction site, as well as the vehicle types and the number of each type of vehicles inside the target construction site are firstly acquired.

[0029] Specifically, a camera installed in the target construction site collects real-time images of the construction site, and uses image recognition technology to identify the distribution of roads in the target construction site from the collected real-time images. The road distribution includes information such as the location, direction, width of each road, and the connection relationship between roads. Based on the identified road distribution, a road network topology structure in the target construction site is established, wherein the road network topology structure is used to characterize the connection relationship between the roads in the construction site.

[0030] At the same time, vehicles entering and leaving the target construction site are identified by vehicle identification devices installed at the entrance and exit of the target construction site. Specifically, the vehicle identification device includes but is not limited to a camera, a radio frequency identifier, etc., which is used to collect vehicle images or read vehicle electronic tags. By analyzing the collected vehicle information, the type of vehicle is identified, such as a concrete mixer truck, a muck truck, a truck, etc. By real-time counting the number of different types of vehicles entering and leaving the construction site, the existing vehicle types and the number of each type of vehicle in the target construction site are obtained.

[0031] Based on the road network topology and vehicle information, the internal road capacity and current vehicle distribution of the construction site can be accurately grasped, providing the necessary data support for the subsequent calculation of the construction site congestion index. For example, when it is known that a road is 6 meters wide and there are currently 3 concrete mixer trucks driving on the road, the congestion of the road can be evaluated in combination with the road capacity. In this way, the accuracy and real-time nature of the data can be guaranteed, and a reliable basis can be provided for subsequent vehicle management decisions.

[0032] It should be noted that the target construction site refers to a specific construction site that requires vehicle management, and the vehicle type refers to vehicles of different functional types that travel within the construction site, such as concrete mixer trucks, muck trucks, and trucks. The road network topology refers to the spatial connection relationship between the roads within the construction site, including the physical characteristics of the roads such as location, direction, width, and the connection method between the roads. The collection and processing of this basic information lays the foundation for scientific and efficient construction site vehicle management.

[0033] S102, based on the road network topology, combined with vehicle types and the number of each type of vehicles, calculate the congestion index of the target construction site.

[0034] After obtaining the road network topology and vehicle distribution information in the target construction site, in order to scientifically evaluate the traffic conditions in the construction site, it is necessary to calculate the congestion index of the target construction site. First, based on the acquired road network topology and combined with the real-time vehicle positioning information, determine the type of vehicles on each road in the target construction site and the number of each type of vehicles. Specifically, by installing a GPS positioning device on the vehicle, the vehicle's location information is collected in real time, and the vehicle location information is matched with the road network topology to determine the vehicle conditions on each road.

[0035] After determining the vehicle distribution on each road, the preset congestion index calculation formula is used for calculation. The congestion index calculation formula is: In the formula, CI total is the congestion index of the target construction site, α i is the road weight coefficient corresponding to the i-th road, ω kis the vehicle weight coefficient corresponding to the k-th vehicle, N i,k is the number of vehicles of the kth category on the i-th road, C i is the vehicle capacity on the i-th road.

[0036] The formula consists of two parts. The first part is The weighted total number of all types of vehicles on a single road is calculated, taking into account the impact of different types of vehicles; the weighted total number of vehicles is then compared with the road capacity to obtain the relative congestion level of a single road; different weights are then assigned to the congestion conditions of roads of different levels; and finally, the weighted congestion levels of all roads are accumulated.

[0037] Vehicle weight coefficient (ω k ) is determined mainly based on the physical characteristics of the vehicle and the quantification of its traffic impact, mainly considering the following factors: vehicle size: the combined impact of length, width, and height; turning radius: the space required for the vehicle to turn around and turn; driving characteristics: acceleration performance, braking distance; safety impact: obstruction of vision, spillage risk; Specific value reference: Concrete mixer truck: ω k =1.8~2.0, the vehicle body is long, the turning radius is large; the load is heavy, the braking distance is long; the height is high, which affects the line of sight.

[0038] Muck truck: k =1.5~1.8, large size, poor maneuverability; there is a risk of debris spilling.

[0039] Large truck: k =1.2~1.5, the vehicle body is longer, turning is limited; the load capacity is larger.

[0040] Medium truck: k =0.8~1.2, reference value for standard vehicle models.

[0041] Small vehicles: k =0.3~0.5, small size and good flexibility.

[0042] Road capacity (C i ) is mainly determined based on the physical characteristics of the road and safety requirements: Standard lane capacity calculation formula: C i =(L×W) / (l×w×s); where: L: effective length of road (m), W: effective width of road (m); l: standard vehicle length (generally 6 meters); w: standard lane width (generally 3.5 meters); s: safety factor (usually 1.5~2.0).

[0043] For example: a road is 100 meters long and 7 meters wide, C i=(100×7) / (6×3.5×1.5)≈8 standard cars.

[0044] Road weight coefficient (α i ) is mainly based on the importance of the road in the construction site transportation network: Functional importance: connecting to the main construction area: +0.3; connecting to the material yard: +0.2; connecting to the office area: +0.1.

[0045] Frequency of traffic: high frequency use: +0.2; medium frequency use: +0.1; low frequency use: +0.05.

[0046] Alternatives: No alternative path: +0.2; With suboptimal path: +0.1; Multiple alternative paths: +0.05.

[0047] Specific value example: Main road: α i =0.8~1.0, connecting the main construction area, high frequency use, no alternative path. Secondary road: α i = 0.5~0.7, connecting material yard, medium frequency use, and alternative path. Branch: α i =0.3~0.4, connecting secondary areas, low frequency use, multiple alternative paths.

[0048] The method for determining these parameters can be appropriately adjusted according to the specific conditions of the construction site to ensure that the congestion index calculation results can accurately reflect the actual traffic conditions on the construction site.

[0049] The second part is This part is to sum up the weight coefficients of all roads for normalization. Its purpose is to make the final calculated congestion index comparable and standardized. For example: main road (α = 0.9); secondary road (α = 0.6); branch road (α = 0.3); the sum of weights is 0.9 + 0.6 + 0.3 = 1.8. This sum value will be used as a normalization factor to make the final calculated congestion index have the following characteristics: eliminate the impact of the difference in the number of roads, so that the congestion index of construction sites of different sizes is comparable; maintain the influence weight of the importance of the road; obtain a relatively stable value range, which is convenient for setting management thresholds; reflect the overall traffic conditions of the construction site, rather than the local conditions of a single road.

[0050] This weight coefficient design method can ensure that the congestion index calculation results not only take into account the actual importance of the road, but also maintain the comparability and practicality of the results.

[0051] S103: Generate vehicle accommodation margin in the target construction site according to the congestion index.

[0052] After obtaining the congestion index of the target construction site, in order to better guide the construction site vehicle management, it is necessary to calculate the vehicle capacity margin within the construction site. The vehicle capacity margin reflects the number of additional vehicles that the construction site can safely accommodate under the current traffic conditions, which has important guiding significance for vehicle scheduling and access management.

[0053] First, the overall traffic pressure level of the construction site is determined based on the calculated congestion index. The traffic conditions of the construction site are evaluated by setting three key nodes: safety threshold, warning threshold, and critical threshold. When the congestion index is below the safety threshold, it means that the traffic conditions of vehicles on the construction site are good; when it exceeds the safety threshold but does not reach the warning threshold, it means that the construction site is in normal operation; when it exceeds the warning threshold but does not reach the critical threshold, traffic control is required; when it reaches or exceeds the critical threshold, it means that the construction site has reached or exceeded the maximum carrying capacity.

[0054] After determining the current traffic pressure level, calculate the vehicle capacity of the construction site. The calculation process needs to consider the capacity of each road, the difference between the current actual congestion level and the safety threshold, and the impact of different types of vehicles. To ensure the safety of the calculation results, the capacity is expressed in units of the maximum number of vehicles.

[0055] Take a trunk road as an example. Assume that there are currently 5 concrete mixer trucks and 8 ordinary trucks on the road. By calculating the difference between the actual congestion level and the safety threshold, and combining it with the road capacity, the road capacity can be obtained. If the calculation result is a negative value, such as -2, it means that the road has exceeded the safety capacity and needs to evacuate 2 of the largest vehicles; if it is a positive value, such as 3, it means that the road can still safely accommodate 3 of the largest vehicles.

[0056] By performing similar calculations and summarizing all roads within the construction site, the overall vehicle capacity of the construction site can be obtained. This margin value intuitively reflects the vehicle management needs of the construction site: a positive value indicates that the construction site can still safely accommodate a corresponding number of vehicles; a zero value indicates that the construction site has reached the optimal operating state; a negative value indicates that the construction site has exceeded the safe capacity and control measures need to be taken.

[0057] Based on the above embodiment, as an optional implementation, in S103, generating the vehicle accommodation margin in the target construction site according to the congestion index specifically includes S31-33: S31, matching the congestion index with a preset congestion level comparison table to determine the congestion level of the target construction site.

[0058] The congestion level comparison table is set according to the construction characteristics and safety management requirements of the construction site, and is divided into five levels: unobstructed, slightly congested, moderately congested, severely congested and extremely congested. When the congestion index is between 0 and 0.4, it is unobstructed, indicating that the traffic on the construction site is running well and vehicles are passing smoothly; between 0.4 and 0.6, it is slightly congested, indicating that the traffic on the construction site is basically normal, but attention needs to be paid to local sections; between 0.6 and 0.8, it is moderately congested, indicating that the traffic pressure on the construction site is obvious and management needs to be strengthened; between 0.8 and 1.0, it is severely congested, indicating that the traffic on the construction site is close to saturation and control measures need to be taken; above 1.0, it is extremely congested, indicating that the traffic on the construction site is overloaded and traffic control must be implemented immediately.

[0059] Taking a construction site as an example, assuming that the calculated congestion index is 0.75, match this value with the comparison table to determine that the construction site is currently in a moderately congested state. This level prompts managers to take corresponding management measures: strengthen on-site traffic diversion, reasonably regulate the rhythm of vehicle entry, and enable backup channels to divert vehicles when necessary. By monitoring changes in the congestion index in real time, management strategies can be adjusted dynamically. For example, if it is found that the congestion index continues to rise and approaches 0.8, it is necessary to take more stringent control measures in a timely manner, such as temporarily restricting the entry of large vehicles or adjusting the construction plan.

[0060] S32, determining the maximum number of vehicles of each type that can be accommodated at the target construction site according to the congestion level.

[0061] Take a construction site as an example. The main types of vehicles on the site include concrete mixer trucks, muck trucks and trucks. Assume that the base capacity of the construction site under normal conditions is: 15 concrete mixer trucks, 12 muck trucks and 20 trucks. When the construction site is in a moderately crowded state (crowding index 0.75), the maximum number of vehicles of each type needs to be adjusted to 60% of the base capacity, that is, a maximum of 9 concrete mixer trucks, a maximum of 7 muck trucks and a maximum of 12 trucks.

[0062] When determining the maximum capacity, the characteristics of different types of vehicles and construction requirements also need to be considered. For concrete mixer trucks, since their operation requires continuity, basic operating requirements must be ensured even in a crowded state. Therefore, necessary operating margins can be reserved for them when calculating the maximum capacity. For example, when continuous pouring operations are required, even if the construction site is in a moderately crowded state, it is necessary to ensure that at least 5 concrete mixer trucks can operate simultaneously to ensure the continuity of the pouring process.

[0063] For muck trucks and cargo trucks, more flexible regulation can be carried out according to the urgency of the construction plan. In a congested state, priority can be given to trucks transporting key construction materials, while non-urgent operations such as muck removal can be scheduled during periods with less traffic pressure. For example, when the construction site is moderately congested, although the theoretical maximum capacity of muck trucks is 7, in actual management it can be controlled to less than 5, leaving the remaining capacity for more urgent transportation tasks.

[0064] S33, comparing the maximum accommodating number of each type of vehicles with the existing number of each type of vehicles in the target construction site, and determining the accommodating margin of each type of vehicles in the target construction site according to the comparison result.

[0065] The calculation of the capacity margin is the maximum capacity minus the number of existing vehicles. Taking the above construction site as an example, when it is in a moderately congested state, the maximum capacity of concrete mixer trucks is 9. Assuming that there are 6 concrete mixer trucks currently operating in the construction site, the capacity margin is 3; the maximum capacity of muck trucks is 7, and there are 4 currently, so the capacity margin is 3; the maximum capacity of trucks is 12, and there are 8 currently, so the capacity margin is 4.

[0066] When calculating the capacity margin, the dynamic changes of vehicles need to be considered. The construction site management system records the vehicle entry and exit information in real time, including the entry time, the expected operation time and the planned departure time. For example, if two of the six concrete mixer trucks are about to complete unloading and leave the site, this factor can be taken into account when calculating the actual capacity margin, and the capacity margin can be adjusted to 5 vehicles (the basic capacity margin of 3 vehicles plus the two vehicles that are about to leave the site). This dynamic calculation method more accurately reflects the actual traffic capacity of the construction site.

[0067] The calculation of the capacity margin also needs to consider the distribution of traffic within the construction site. Even if the overall capacity margin for a certain type of vehicle is sufficient, care should be taken to avoid excessive concentration of vehicles in a specific area. For example, when the capacity margin for trucks is 4, if a large number of vehicles are already parked in a material yard area on the construction site, the newly entered vehicles should be guided to other areas to avoid local congestion. To this end, the construction site can be divided into several functional areas, and the vehicle capacity margin of each area can be calculated and controlled separately.

[0068] S104, obtaining the task urgency of multiple waiting vehicles outside the target construction site and the vehicle type of each waiting vehicle.

[0069] In the process of site vehicle management, in order to reasonably arrange the entry order of waiting vehicles, it is necessary to obtain the task urgency and vehicle type information of the vehicles waiting outside the target site. The acquisition and analysis of this information is of great significance for optimizing the vehicle entry order, improving construction efficiency and reducing vehicle waiting time.

[0070] The urgency of the task is determined by comprehensively evaluating factors such as the construction plan, material requirements, and process connection. First, the basic information of the waiting vehicles is obtained from the construction site management system, including the vehicle number, vehicle type (such as concrete mixer trucks, muck trucks, trucks, etc.), and the type of construction task carried. Then, the urgency is evaluated based on the characteristics of the construction task. For example, concrete pouring operations have timeliness requirements, and continuous pouring requires the timely supply of concrete mixer trucks. Therefore, vehicles that undertake concrete transportation tasks usually have a higher degree of urgency.

[0071] The specific evaluation of the urgency adopts a multi-factor weighted scoring method. The key evaluation factors include: the urgency of process connection (reflecting the degree of correlation between the process served by the vehicle and other processes), material timeliness (reflecting the shelf life requirements of the transported materials), the degree of conformity with the construction plan (reflecting the degree of conformity with the scheduled construction plan), and the waiting time (reflecting the waiting time of the vehicle outside the construction site). Each factor is set with a weight coefficient according to its importance, and the comprehensive urgency score is obtained through weighted calculation.

[0072] There are two main ways to identify vehicle types: one is to read the vehicle reservation registration information to obtain the vehicle type attribute; the other is to use the video surveillance equipment of the construction site access control system to perform real-time identification to verify whether the actual vehicle type is consistent with the registration information. The vehicle type information corresponds to the vehicle weight coefficient in the above-mentioned congestion index calculation. Different types of vehicles have different weight values. This information will be used for subsequent entry priority sorting.

[0073] Take a construction site as an example. Suppose there are many waiting vehicles: 3 concrete mixer trucks are preparing to pour the main structure, 2 muck trucks need to remove construction waste, and 4 trucks are transporting various building materials. Through evaluation, it is found that the pouring process served by the concrete mixer truck is in progress and needs continuous supply, with an urgency score of 90 points; although the muck truck has a long waiting time, the task can be postponed, with an urgency score of 60 points; 2 of the trucks are transporting steel bars that are about to be in short supply, with an urgency score of 85 points, and the remaining 2 are transporting conventional materials, with an urgency score of 50 points. At the same time, the type information of each vehicle is recorded: the weight of the concrete mixer truck is 1.8, the weight of the muck truck is 1.5, and the weight of the truck is 1.2.

[0074] Based on the above embodiment, as an optional implementation, in S104, determining the order of each waiting vehicle entering the target construction site according to the urgency of the task specifically includes S41-S44: S41, classifying each waiting vehicle according to the urgency of the task, and determining the urgency level of each waiting vehicle.

[0075] S42, generating an initial ranking of the waiting vehicles according to the order of the emergency levels of the waiting vehicles from high to low.

[0076] S43: If there are not multiple waiting vehicles with the same emergency level, the initial ranking is used as the order for each waiting vehicle to enter the target construction site.

[0077] S44: If there are multiple waiting vehicles with the same emergency level, the initial sorting is adjusted according to the waiting time of each waiting vehicle to determine the final order of each waiting vehicle entering the target construction site.

[0078] In the process of site vehicle management, in order to more scientifically determine the order of waiting vehicles entering the site, a complete vehicle sorting mechanism needs to be established. This mechanism first sorts the vehicles based on the urgency of the task, then optimizes and adjusts them based on the waiting time factor, and finally forms a reasonable entry order.

[0079] When classifying vehicles, waiting vehicles are divided into four emergency levels according to the urgency of the task: special urgent, emergency, ordinary and non-urgent. Taking the aforementioned construction site as an example, the concrete mixer truck that undertakes the continuous pouring of the main structure is classified as the special urgent level because its task has timeliness and continuity requirements; the truck that transports the steel bars that are about to be in short supply is classified as the emergency level because the material supply directly affects the construction progress; the muck truck responsible for the removal of muck is classified as the ordinary level because its operation has a certain time flexibility; the truck that transports conventional construction materials is classified as the non-urgent level because of sufficient inventory.

[0080] Based on this classification result, the system automatically generates an initial order: 3 emergency concrete mixer trucks are in the first place, followed by 2 emergency steel bar trucks, then 2 ordinary muck trucks, and finally 2 non-emergency trucks. If the urgency levels of the waiting vehicles are different, then this initial order can be directly used as the final entry order.

[0081] However, in actual situations, there are often multiple vehicles with the same urgency level. For example, three concrete mixer trucks are all of the emergency level. In this case, it is necessary to consider the waiting time of the vehicles for sorting optimization. Assuming that the waiting time of these three mixer trucks is 45 minutes, 30 minutes, and 60 minutes respectively, then, while keeping the priority of the emergency level, adjust their order from long to short according to the waiting time: the vehicle waiting for 60 minutes enters first, followed by the vehicle waiting for 45 minutes, and finally the vehicle waiting for 30 minutes.

[0082] S105, determining the order of each waiting vehicle entering the target construction site according to the urgency of the task, and determining the time for each waiting vehicle to enter the target construction site based on the order of each waiting vehicle entering the target construction site in combination with the vehicle capacity and the vehicle type of each waiting vehicle.

[0083] After obtaining the task urgency and vehicle type information of the waiting vehicles, it is necessary to reasonably arrange the order and time of vehicle entry to achieve efficient and orderly operation of construction site traffic. This process must ensure the timely implementation of emergency construction tasks and avoid excessive traffic pressure within the construction site. At the same time, it is also necessary to consider the impact of different types of vehicles on construction site traffic.

[0084] When determining the order of vehicle entry, we first conduct a preliminary sorting based on the urgency of the tasks. Based on the above construction site case, the 9 vehicles currently waiting are sorted from high to low in terms of urgency: 3 concrete mixer trucks with an urgency of 90 points, 2 trucks transporting steel bars with an urgency of 85 points, 2 muck trucks with an urgency of 60 points, and 2 trucks transporting conventional materials with an urgency of 50 points. This preliminary sorting based on urgency ensures that important construction tasks are prioritized.

[0085] However, directly sorting by urgency may lead to the concentrated entry of large vehicles of the same type, causing a sudden increase in traffic pressure on the construction site. Therefore, it is necessary to optimize and adjust the preliminary sorting in combination with the vehicle accommodation margin. When the construction site accommodation margin is positive, the number of vehicles entering the site at the same time can be appropriately increased; when the accommodation margin is close to zero, it is necessary to control the concentrated entry of large vehicles. For example, if the current construction site accommodation margin is 4 largest vehicles, considering that the weight coefficient of the concrete mixer truck is large (1.8), it is not appropriate to arrange 3 concrete mixer trucks to enter the site at the same time. Instead, a staggered entry method can be adopted: first arrange 2 concrete mixer trucks and 1 truck carrying steel bars to enter the site, and then arrange subsequent vehicles to enter the site after some vehicles leave.

[0086] After determining the order of entry, it is also necessary to specify a specific entry time for each vehicle. The determination of the entry time needs to consider the following factors: the dynamic changes in the current vehicle capacity of the construction site, the expected departure time of the vehicles already on site, the estimated operation time of each type of vehicle, and the time node requirements of the construction process. Continuing with the above case, assume that the unloading time of the concrete mixer truck is about 20 minutes, the loading and unloading time of the truck is about 30 minutes, and the loading time of the muck truck is about 15 minutes. Combined with the dynamic prediction of the construction site capacity, the following entry time schedule can be formulated: the first batch (0 minutes): 2 concrete mixer trucks and 1 truck for transporting steel bars; the second batch (20 minutes later): 1 concrete mixer truck and 1 truck for transporting steel bars; the third batch (40 minutes later): 2 muck trucks; the fourth batch (60 minutes later): 2 trucks for transporting conventional materials.

[0087] Based on the above embodiment, as an optional implementation, in S105, based on the order of each waiting vehicle entering the target construction site, combined with the vehicle capacity and the vehicle type of each waiting vehicle, determining the time for each waiting vehicle to enter the target construction site specifically includes S51-S3: S51, according to the order in which the waiting vehicles enter the target construction site, it is determined in turn whether the vehicle accommodation margin of the type of each waiting vehicle in the target construction site is greater than zero.

[0088] S52: If the vehicle capacity margin of the type to which the first waiting vehicle belongs is greater than zero, the determination time is determined as the time when the first waiting vehicle enters the target construction site.

[0089] S53, if there is a vehicle capacity margin of zero for the type to which the second waiting vehicle belongs, then the estimated departure time of vehicles of the same type as the second waiting vehicle in the target construction site is calculated, and the estimated departure time of the first vehicle of the same type as the second waiting vehicle is used as the time for the second waiting vehicle to enter the target construction site. The multiple waiting vehicles include the first waiting vehicle and the second waiting vehicle.

[0090] After determining the order of waiting vehicles entering the site, in order to scientifically arrange the vehicle entry time, it is necessary to establish a dynamic time allocation mechanism based on the real-time capacity of the construction site and the characteristics of the vehicle type. This mechanism determines the optimal entry time for each waiting vehicle by judging the capacity and predicting the departure time.

[0091] This time allocation mechanism first focuses on the first waiting vehicle in the order of entry. Assuming that the current capacity of concrete mixer trucks on the construction site is 2, and the first waiting vehicle happens to be a concrete mixer truck, since the capacity is greater than zero, the system directly determines the current time (assuming it is 9:00 am) as the entry time of the vehicle. This instant entry arrangement ensures that high-priority vehicles can start operations in a timely manner and ensure the construction progress.

[0092] However, for the second waiting vehicle, the situation may be more complicated. Assume that the second waiting vehicle is also a concrete mixer truck, but after the first vehicle enters the site, the capacity of concrete mixer trucks has been reduced to 1. At this time, the system will continue to determine the capacity. If the capacity is still greater than zero, the second vehicle can be arranged to follow the first vehicle. However, if the capacity has been reduced to zero (for example, at the same time as the first vehicle enters the site, another concrete mixer truck enters another area of ​​the site), the system needs to query the estimated departure time of the existing concrete mixer trucks on the site.

[0093] When calculating the estimated departure time, the system will take into account the operating characteristics of each vehicle on site. For example, among the three concrete mixer trucks on site, one is expected to leave at 9:20, one at 9:25, and one at 9:35. The system will select the earliest departure time, 9:20, as the entry time for the second waiting vehicle. This time arrangement based on departure prediction not only ensures the continuity of operations, but also avoids exceeding the limit of the number of vehicles on site.

[0094] After determining the time for each waiting vehicle to enter the target construction site, it also includes: Obtain the historical driving data of each waiting vehicle; predict the expected stay time of each waiting vehicle in the target construction site based on the historical driving data; send the time when each waiting vehicle enters the target construction site and the expected stay time of each waiting vehicle to the terminal device corresponding to each waiting vehicle, and update the vehicle capacity margin in the target construction site.

[0095] In one example, after determining the time for waiting vehicles to enter the site, in order to achieve more accurate vehicle management and information linkage, the system needs to further process the historical data of the vehicles, predict the dwelling time, and achieve timely transmission and update of information. The implementation of this series of measures can improve the predictability and coordination of construction site traffic management.

[0096] The system first obtains the historical driving data of each waiting vehicle, which includes key information such as the historical length of time the vehicle stayed at the construction site, operating efficiency, loading and unloading speed, etc. For example, a concrete mixer truck entered the construction site many times in the past month. The system recorded its actual stay time after each entry and found that under normal circumstances, the average time for the vehicle to complete unloading is 25 minutes, the shortest is 20 minutes, and the longest is 35 minutes. At the same time, the system also records various factors that affect the stay time, such as weather conditions, road conditions on the construction site, and the location of the unloading point.

[0097] Based on these historical data, the system uses intelligent algorithms to predict the expected stay time of each waiting vehicle on the construction site. The prediction process takes into account multiple influencing factors: first, the characteristics of the vehicle type, such as the relatively fixed stay time of a concrete mixer truck due to the nature of its operation; second, the current working conditions, such as rainy days will extend the loading and unloading time; and third, the real-time status of the construction site, such as whether there are other vehicles waiting in line. By comprehensively analyzing these factors, the system can give a relatively accurate prediction of the stay time. For example, for the above concrete mixer truck, considering that the weather was fine that day but there was a little water on the construction site road, the system predicted that its stay time would be 28 minutes.

[0098] After the prediction is completed, the system pushes the entry time and expected stay time information to the terminal devices of each waiting vehicle in real time. For example, the system sends information to the first waiting concrete mixer truck: the entry time is 9:00, the expected stay time is 28 minutes, and the expected departure time is 9:28. This information enables the driver to make time arrangements in advance and adjust the driving route and speed reasonably. At the same time, the system will also update the vehicle capacity data of the construction site. When the mixer truck enters the site, the capacity of the concrete mixer truck will be reduced by one place accordingly, and the system will then update the data and push the updated information to the relevant management personnel.

[0099] The method also includes: obtaining vehicle information of the waiting vehicle, and judging whether the waiting vehicle meets the access conditions for entering the construction site according to the vehicle information; if the waiting vehicle meets the access conditions, the waiting vehicle is included in the queue of vehicles to be entered; if the waiting vehicle does not meet the access conditions, an alarm message is generated, and the waiting vehicle is refused to enter the target construction site.

[0100] In the process of site vehicle management, in order to ensure construction safety and quality standards, a complete vehicle access review mechanism needs to be established. This mechanism strictly controls vehicle qualifications through a comprehensive review of waiting vehicle information, ensuring that vehicles entering the site meet relevant regulatory requirements.

[0101] The system first obtains detailed information about the waiting vehicle through the vehicle terminal device, including basic vehicle information (license plate number, vehicle model, load, etc.), technical status (brake system, steering system, tire status, etc.), safety devices (GPS positioning system, reversing image, speed limiter, etc.) and relevant license information (driving license, operating license, annual inspection certificate, etc.). For example, for a concrete mixer truck applying to enter the site, the system will collect key data such as its transportation license number, vehicle safety and technical status, and GPS device working status.

[0102] After obtaining the information, the system conducts a qualification review of the vehicle according to the preset access conditions. The access conditions include basic requirements and special requirements: basic requirements involve general conditions such as annual vehicle inspection, valid insurance, and complete necessary safety equipment; special requirements are formulated according to the vehicle type and project characteristics, such as concrete mixer trucks must have a valid dangerous goods transportation license, and muck trucks must be equipped with a closed device. The system uses intelligent comparison to check whether the vehicle information meets the requirements item by item.

[0103] When a waiting vehicle passes the review and meets all the entry conditions, the system will put it into the queue of vehicles waiting to enter. For example, if all the certificates of a concrete mixer truck are valid, the safety and technical conditions are good, and the GPS positioning system works properly, the system will put it into the queue to enter and assign the order and time of entry according to the established rules.

[0104] If a vehicle is found to not meet the access conditions, the system will generate a corresponding alarm message and reject its application for entry. The alarm message details the non-conformity and provides suggestions for improvement. For example, when the sealing device of a muck truck is detected to be damaged, the system generates an alarm: "The vehicle sealing device is abnormal, please repair it and reapply for entry", and pushes the information to the vehicle management personnel and the site manager. Rejected vehicles must complete rectification and re-pass the review before they can reapply for entry.

[0105] This access management mechanism has produced significant results: First, through systematic qualification review, the standardization of construction site vehicle management has been effectively improved. For example, the mandatory requirement for the GPS positioning system to work properly ensures that the vehicle's driving trajectory within the construction site can be tracked, improving on-site management efficiency. Second, clear access standards have prompted transportation units to actively strengthen vehicle management and improve service quality. In order to meet access requirements, transportation companies pay more attention to vehicle maintenance and safety facility configuration, and the overall safety level has been improved.

[0106] Based on the above method, the present application also discloses a digital construction site vehicle management system, such as Figure 2 As shown, Figure 2 : is a structural diagram of a digital construction site vehicle management system provided by an embodiment of the present application, the system includes: a first acquisition module, a calculation module, a generation module, a second acquisition module and an output module; wherein, The first acquisition module is used to acquire the road network topology structure within the target construction site, as well as the vehicle types and the number of each type of vehicles within the target construction site; the calculation module is used to calculate the congestion index of the target construction site based on the road network topology structure, in combination with the vehicle types and the number of each type of vehicles; the generation module is used to generate the vehicle accommodation margin within the target construction site according to the congestion index; the second acquisition module is used to acquire the task urgency of multiple waiting vehicles outside the target construction site, as well as the vehicle type of each waiting vehicle; the output module is used to determine the order in which each waiting vehicle enters the target construction site according to the task urgency, and determine the time for each waiting vehicle to enter the target construction site based on the order in which each waiting vehicle enters the target construction site, in combination with the vehicle accommodation margin and the vehicle type of each waiting vehicle.

[0107] It should be noted that: when the system provided in the above embodiment realizes its functions, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the system and method embodiments provided in the above embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0108] See also Figure 3 , is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 3 As shown, the electronic device 1000 may include: at least one processor 1001 , at least one network interface 1004 , a user interface 1003 , a memory 1005 , and at least one communication bus 1002 .

[0109] The communication bus 1002 is used to realize the connection and communication between these components.

[0110] The user interface 1003 may include a display screen (Display) and a camera (Camera), and the optional user interface 1003 may also include a standard wired interface and a wireless interface.

[0111] The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).

[0112] Among them, the processor 1001 may include one or more processing cores. The processor 1001 uses various interfaces and lines to connect various parts in the entire server, and executes various functions of the server and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory 1005, and calling data stored in the memory 1005. Optionally, the processor 1001 can be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and programmable logic array (Programmable Logic Array, PLA). The processor 1001 can integrate one or more combinations of a central processing unit (Central Processing Unit, CPU), a graphics processing unit (Graphics Processing Unit, GPU) and a modem. Among them, the CPU mainly processes the operating system, user interface and application programs; the GPU is responsible for rendering and drawing the content to be displayed on the display screen; the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor 1001, and it can be implemented separately through a chip.

[0113] Among them, the memory 1005 may include a random access memory (Random Access Memory, RAM) and may also include a read-only memory (Read-Only Memory). Optionally, the memory 1005 includes a non-transitory computer-readable storage medium. The memory 1005 can be used to store instructions, programs, codes, code sets or instruction sets. The memory 1005 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned various method embodiments, etc.; the data storage area may store data involved in the above-mentioned various method embodiments, etc. The memory 1005 may optionally be at least one storage device located away from the aforementioned processor 1001. As Figure 3 As shown, the memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module, and an application program of a digital construction site vehicle management method.

[0114] exist Figure 3 In the electronic device 1000 shown, the user interface 1003 is mainly used to provide an input interface for the user and obtain data input by the user; and the processor 1001 can be used to call an application program for a digital construction site vehicle management method stored in the memory 1005. When executed by one or more processors, the electronic device executes one or more methods described in the above embodiments.

[0115] An electronic device readable storage medium stores instructions, which, when executed by one or more processors, enable the electronic device to execute one or more of the methods described in the above embodiments.

[0116] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all described as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the order of the actions described, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required for the present application.

[0117] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0118] In the several embodiments provided in the present application, it should be understood that the disclosed devices can be implemented in other ways. For example, the device embodiments described above are only schematic, such as the division of the units, which is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some service interfaces, and the indirect coupling or communication connection of devices or units can be electrical or other forms.

[0119] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0120] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0121] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a memory and includes several instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned memory includes: various media that can store program codes, such as USB flash drives, mobile hard drives, magnetic disks or optical disks.

[0122] The above is only an exemplary embodiment of the present disclosure, and the scope of the present disclosure cannot be limited thereto. That is, any equivalent changes and modifications made according to the teachings of the present disclosure are still within the scope of the present disclosure. After considering the specification and practicing the disclosure here, those skilled in the art will easily think of other embodiments of the present disclosure. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary technical means in the technical field not recorded in the present disclosure. The description and examples are only regarded as exemplary, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. A digital construction site vehicle management method, characterized in that: The method comprises: Acquire a road network topology structure within a target construction site, as well as vehicle types and the number of each type of vehicles within the target construction site; Based on the road network topology, the congestion index of the target construction site is calculated in combination with the vehicle types and the number of vehicles of each type; Generating a vehicle accommodation margin in the target construction site according to the congestion index; Obtaining the task urgency of multiple waiting vehicles outside the target construction site and the vehicle type of each of the waiting vehicles; According to the urgency of the task, the order in which each waiting vehicle enters the target construction site is determined, and based on the order in which each waiting vehicle enters the target construction site, the time for each waiting vehicle to enter the target construction site is determined in combination with the vehicle capacity and the vehicle type of each waiting vehicle.

2. The digital construction site vehicle management method according to claim 1, characterized in that: The method of calculating the congestion index of the target construction site based on the road network topology structure and combining the vehicle types and the number of each type of vehicles includes: Based on the road network topology, the vehicle type and the number of vehicles of each type are combined to determine the vehicle type on each road in the target construction site and the number of vehicles of each type on each road; Substituting the vehicle type on each road and the number of each type of vehicle on each road into a preset formula, the congestion index of the target construction site is generated; wherein, The preset formula is: In the formula, CI total is the congestion index of the target construction site, α i is the road weight coefficient corresponding to the i-th road, ω k is the vehicle weight coefficient corresponding to the k-th vehicle, N i,k is the number of vehicles of the kth category on the i-th road, C i is the vehicle capacity on the i-th road.

3. The digital construction site vehicle management method according to claim 1, characterized in that: Generating the vehicle accommodation margin in the target construction site according to the congestion index includes: Matching the congestion index with a preset congestion level comparison table to determine the congestion level of the target construction site; Determine the maximum number of vehicles of each type that can be accommodated at the target construction site according to the congestion level; The maximum accommodating number of each type of vehicles is compared with the existing number of each type of vehicles in the target construction site, and the accommodating margin of each type of vehicles in the target construction site is determined according to the comparison result.

4. The digital construction site vehicle management method according to claim 1, characterized in that: Determining the order of the waiting vehicles entering the target construction site according to the urgency of the task includes: Classifying each of the waiting vehicles according to the urgency of the task, and determining the urgency level of each of the waiting vehicles; Generating an initial ranking of the waiting vehicles according to the order of the emergency levels of the waiting vehicles from high to low; If there are not multiple waiting vehicles with the same emergency level, the initial ranking is used as the order in which the waiting vehicles enter the target construction site; If there are a plurality of waiting vehicles having the same emergency level, the initial sorting is adjusted according to the waiting time of each waiting vehicle to determine the final order of the waiting vehicles entering the target construction site.

5. The digital construction site vehicle management method according to claim 1, characterized in that: The step of determining the time for each waiting vehicle to enter the target construction site based on the order in which each waiting vehicle enters the target construction site and combining the vehicle capacity margin and the vehicle type of each waiting vehicle comprises: According to the order in which the waiting vehicles enter the target construction site, determining in turn whether the vehicle capacity margin of the type of each waiting vehicle in the target construction site is greater than zero; If there is a vehicle type to which the first waiting vehicle belongs whose capacity margin is greater than zero, the determination time is determined as the time when the first waiting vehicle enters the target construction site; If there is a vehicle capacity margin of zero for the type to which the second waiting vehicle belongs, the estimated departure time of vehicles of the same type as the second waiting vehicle in the target construction site is calculated, and the estimated departure time of the first vehicle of the same type as the second waiting vehicle is used as the time for the second waiting vehicle to enter the target construction site. The multiple waiting vehicles include the first waiting vehicle and the second waiting vehicle.

6. The digital construction site vehicle management method according to claim 1, characterized in that: After determining the time for each waiting vehicle to enter the target construction site, the method further includes: Acquiring historical driving data of each of the waiting vehicles; Predicting the expected stay time of each of the waiting vehicles in the target construction site based on the historical driving data; The time when each waiting vehicle enters the target construction site and the estimated stay time of each waiting vehicle are sent to the terminal device corresponding to each waiting vehicle, and the vehicle accommodation margin in the target construction site is updated.

7. The digital construction site vehicle management method according to claim 1, characterized in that: The method further comprises: Acquire vehicle information of the waiting vehicle, and determine whether the waiting vehicle meets the access conditions for entering the construction site according to the vehicle information; If the waiting vehicle meets the admission condition, the waiting vehicle is included in the queue of vehicles to be entered; If the waiting vehicle does not meet the admission condition, an alarm message is generated and the waiting vehicle is denied entry into the target construction site.

8. A digital construction site vehicle management system, characterized in that: The system comprises: a first acquisition module, a calculation module, a generation module, a second acquisition module and an output module; wherein, The first acquisition module is used to acquire the road network topology structure in the target construction site, as well as the vehicle types and the number of each type of vehicles in the target construction site; The calculation module is used to calculate the congestion index of the target construction site based on the road network topology structure and in combination with the vehicle type and the number of vehicles of each type; The generating module is used to generate the vehicle accommodation margin in the target construction site according to the congestion index; The second acquisition module is used to acquire the task urgency of multiple waiting vehicles outside the target construction site and the vehicle type of each waiting vehicle; The output module is used to determine the order in which each waiting vehicle enters the target construction site according to the urgency of the task, and determine the time for each waiting vehicle to enter the target construction site based on the order in which each waiting vehicle enters the target construction site in combination with the vehicle capacity and the vehicle type of each waiting vehicle.

9. An electronic device, characterized in that: It includes a processor, a memory, a user interface and a network interface, the memory is used to store instructions, the user interface and the network interface are used to communicate with other devices, and the processor is used to execute the instructions stored in the memory so that the electronic device executes the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that: A computer program is stored which can be loaded by a processor and execute the method according to any one of claims 1 to 7.

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