A digital construction site vehicle management method, system, device and storage medium

Abstract

This application provides a digital construction site vehicle management method, system, device, and storage medium, relating to the field of vehicle scheduling technology. The method includes: calculating the congestion index of the target construction site based on the road network topology, combined with vehicle types and the number of vehicles of each type; generating vehicle capacity reserves within the target construction site based on the congestion index; obtaining the task urgency levels of multiple waiting vehicles outside the target construction site, as well as the vehicle types 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 entry time of each waiting vehicle into the target construction site based on the order of entry, combined with the vehicle capacity reserves and the vehicle types of each waiting vehicle. The technical effect of this application is that it scientifically and rationally arranges the entry order and time of multiple waiting vehicles, reducing traffic congestion or excessively long waiting times within the construction site.

Description

Technical Field

[0001] This application relates to the field of vehicle dispatching technology, specifically to a digital construction site vehicle management method, system, device, and storage medium. Background Technology

[0002] With the increasing scale and complexity of construction projects, vehicle management on construction sites faces severe challenges. Especially in large-scale projects, various construction vehicles frequently enter and exit the site. How to scientifically manage the timing of vehicle entry, rationally allocate limited site resources, and avoid traffic congestion within the construction site has become an urgent technical problem to be solved.

[0003] Existing technologies typically employ simple real-time monitoring methods, using video surveillance equipment to observe traffic conditions within the construction site to determine whether vehicles are allowed to enter. While this method can achieve basic vehicle control, relying solely on visual observation to judge traffic conditions has significant limitations. When multiple vehicles are waiting outside the construction site, it is difficult to scientifically and rationally arrange the entry order and timing of these vehicles, which can easily lead to traffic congestion or excessively long waiting times within the construction site. Summary of the Invention

[0004] This application provides a digital construction site vehicle management method, system, device, and storage medium for scientifically and rationally arranging the entry sequence and time of multiple waiting vehicles, thereby reducing traffic congestion or excessively long vehicle waiting times within the construction site.

[0005] In a first aspect, this application provides a digital construction site vehicle management method, the method comprising: acquiring the road network topology within a target construction site, as well as the vehicle types and the number of each type of vehicle within the target construction site; calculating a congestion index for the target construction site based on the road network topology, combined with the vehicle types and the number of each type of vehicle; generating vehicle capacity reserves within the target construction site based on the congestion index; acquiring the task urgency level 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 level, and determining the time for each waiting vehicle to enter the target construction site based on the order in which the waiting vehicles enter the target construction site, combined with the vehicle capacity reserves and the vehicle types of each waiting vehicle.

[0006] By adopting the above technical solution, the congestion index of the construction site is calculated by acquiring the road network topology, vehicle types and quantities within the target construction site, thereby generating vehicle capacity reserve. The entry order of waiting vehicles is determined by combining the urgency of their tasks, and finally, the specific entry time is determined based on the vehicle capacity reserve and vehicle type. This allows for an accurate grasp of the actual traffic capacity within the construction site, and a reasonable arrangement of the entry order of waiting vehicles. This enables a scientific and reasonable arrangement of the entry order and time of multiple waiting vehicles, reducing traffic congestion or excessively long waiting times within the construction site.

[0007] Optionally, calculating the congestion index of the target construction site based on the road network topology, combined with the vehicle types and the number of each type of vehicle, includes: determining the vehicle types on each road within the target construction site and the number of each type of vehicle on each road, based on the road network topology, combined with the vehicle types and the number of each type of vehicle; substituting the vehicle types on each road and the number of each type of vehicle 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 Let α be the congestion index of the target construction site. i ω is the road weight coefficient corresponding to the i-th road. k N represents the vehicle weighting coefficient corresponding to the k-th type of vehicle. i,k Let C be the number of vehicles of class k on the i-th road. i Let be the traffic capacity of vehicles on the i-th road.

[0008] By adopting the above technical solution, the vehicle type and number on each road are determined based on the road network topology, and then substituted into a preset formula that takes into account road weight coefficient, vehicle weight coefficient and road capacity. This allows for a more accurate calculation of the congestion index of the target construction site. It not only considers the importance of different roads and the differences in the impact of different types of vehicles on traffic, but also combines the road capacity itself, thus enabling the congestion index to truly reflect the traffic conditions within the construction site.

[0009] Optionally, generating the vehicle capacity reserve within 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 capacity of each type of vehicle corresponding to the target construction site based on the congestion level; comparing the maximum capacity of each type of vehicle with the existing number of each type of vehicle within the target construction site, and determining the capacity reserve of each type of vehicle within the target construction site based on the comparison result.

[0010] By adopting the above technical solution, the congestion level of the construction site is determined by matching the congestion index with a preset congestion level comparison table, and the maximum capacity of each type of vehicle is determined based on the congestion level. Then, the actual capacity of each type of vehicle in the construction site is accurately calculated by comparing it with the existing number of vehicles. This makes vehicle entry management more targeted and avoids the problem of uneven distribution of different types of vehicles.

[0011] Optionally, determining the order in which the waiting vehicles enter the target construction site based on the urgency of the task includes: classifying the waiting vehicles according to the urgency of the task to determine the urgency level of each waiting vehicle; generating an initial order of the waiting vehicles according to their urgency levels from high to low; if no multiple waiting vehicles have the same urgency level, using the initial order as the order in which the waiting vehicles enter the target construction site; if multiple waiting vehicles have the same urgency level, adjusting the initial order according to the waiting time of each waiting vehicle to determine the final order in which the waiting vehicles enter the target construction site.

[0012] By adopting the above technical solution, waiting vehicles are classified according to the urgency of the task and an initial order is generated. At the same time, the order is adjusted according to the waiting time when there are vehicles with the same urgency level. This achieves a reasonable scheduling mechanism that ensures that urgent tasks are handled first and avoids vehicles with low urgency levels from waiting for a long time. This makes the arrangement of vehicle entry order more scientific and reasonable.

[0013] Optionally, determining the entry time of each waiting vehicle into the target construction site based on the order in which the waiting vehicles enter the target construction site, combined with the vehicle capacity and the vehicle type of each waiting vehicle, includes: sequentially determining whether the vehicle capacity of each type of waiting vehicle in the target construction site is greater than zero according to the order in which the waiting vehicles enter the target construction site; if the vehicle capacity of the first type of waiting vehicle is greater than zero, then the determination time is determined as the entry time of the first waiting vehicle into the target construction site; if the vehicle capacity of the second type of waiting vehicle is equal to zero, then the estimated departure time of the vehicle 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 taken as the entry time of the second waiting vehicle into the target construction site, wherein the multiple waiting vehicles include the first waiting vehicle and the second waiting vehicle.

[0014] By adopting the above technical solution, the capacity of waiting vehicles is determined sequentially. If there is sufficient capacity, vehicles are directly arranged to enter the site. If there is insufficient capacity, the entry time is determined based on the expected departure time of vehicles of the same type. This dynamic scheduling mechanism ensures that the construction site will not be congested due to an excessive number of vehicles of a certain type, and also enables accurate prediction of vehicle entry time, making the entire vehicle scheduling process smoother and more efficient.

[0015] Optionally, after determining the time when each of the waiting vehicles enters 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; sending the time when each of the waiting vehicles enters 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 of the target construction site.

[0016] By adopting the above technical solution, the historical driving data of waiting vehicles can be analyzed to predict their dwell time on the construction site. The arrival time and expected dwell 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. This facilitates drivers to reasonably arrange their work time and provides accurate data support for subsequent vehicle scheduling and management.

[0017] Optionally, the method further includes: obtaining vehicle information of the waiting vehicle; 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, then including the waiting vehicle in the queue of vehicles waiting to enter; if the waiting vehicle does not meet the access conditions, then generating an alarm message and rejecting the waiting vehicle from entering the target construction site.

[0018] By adopting the above technical solution, the entry conditions of waiting vehicles are pre-screened. Vehicles that meet the conditions are included in the queue to enter, while vehicles that do not meet the conditions are promptly alerted and refused entry. This completes the qualification screening before vehicles enter the site, avoids safety hazards caused by non-compliant vehicles entering the construction site, and improves the standardization and safety of construction site vehicle management.

[0019] Secondly, this 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 the road network topology within a target construction site, as well as the vehicle types and the number of each type of vehicle 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, combined with the vehicle types and the number of each type of vehicle; the generation module is used to generate the vehicle capacity reserve within the target construction site based on the congestion index; the second acquisition module is used to acquire the task urgency level 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 based on the task urgency level, and, based on the order in which each waiting vehicle enters the target construction site, combined with the vehicle capacity reserve and the vehicle type of each waiting vehicle, determine the time when each waiting vehicle enters the target construction site.

[0020] Thirdly, this application provides an electronic device that adopts the following technical solution: 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 a computer program such as any of the above-described digital construction site vehicle management methods.

[0021] Fourthly, this application provides a computer-readable storage medium that stores a computer program capable of being loaded by a processor and executing any of the above-mentioned digital construction site vehicle management methods.

[0022] In summary, this application includes at least one of the following beneficial technical effects:

[0023] By acquiring the road network topology, vehicle types, and quantities within the target construction site, the congestion index of the site is calculated, thereby generating vehicle capacity reserves. The entry order of waiting vehicles is determined based on their task urgency, and the specific entry time is determined based on the vehicle capacity reserves and vehicle types. This allows for an accurate grasp of the actual traffic capacity within the construction site, enabling the rational arrangement of the entry order of waiting vehicles. It achieves a scientific and reasonable arrangement of the entry order and time of multiple waiting vehicles, reducing traffic congestion or excessively long waiting times within the construction site. Attached Figure Description

[0024] Figure 1 This is a flowchart illustrating a digital construction site vehicle management method provided in an embodiment of this application;

[0025] Figure 2This is a schematic diagram of the structure of a digital construction site vehicle management system provided in an embodiment of this application;

[0026] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0027] Explanation of reference numerals in the attached figures: 1000, electronic device; 1001, processor; 1002, communication bus; 1003, user interface; 1004, network interface; 1005, memory. Detailed Implementation

[0028] 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 with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0029] In the description of the embodiments in this application, words such as "illustrative," "for example," or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "illustrative," "for example," or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of words such as "illustrative," "for example," or "for example" is intended to present the relevant concepts in a specific manner.

[0030] Figure 1 This is a flowchart illustrating a digital construction site vehicle management method provided in an embodiment of this application. Figure 1 As shown, the method includes S101-S105:

[0031] S101, obtain the road network topology within the target construction site, as well as the vehicle types and the number of each type of vehicle within the target construction site.

[0032] In this embodiment, since construction site vehicle management needs to be based on the actual situation inside the construction site, the road network topology within the target construction site, as well as the vehicle types and the number of each type of vehicle within the target construction site, are first obtained.

[0033] Specifically, real-time images of the target construction site are captured by cameras installed within the site, and image recognition technology is used to identify the road distribution within the site from these images. The road distribution includes information such as the location, direction, width, and connectivity between roads. Based on the identified road distribution, a road network topology is established within the target construction site, which characterizes the connectivity between the roads.

[0034] Simultaneously, vehicle identification devices are installed at the entrances and exits of the target construction site to identify vehicles entering and exiting the site. Specifically, these devices include, but are not limited to, cameras and radio frequency identification (RFID) devices, used to collect vehicle images or read vehicle electronic tags. By analyzing the collected vehicle information, the type of vehicle is identified, such as concrete mixer trucks, dump trucks, and cargo trucks. By counting the number of different types of vehicles entering and exiting the site in real time, the existing vehicle types and the quantity of each type within the target construction site are determined.

[0035] Based on the acquisition of road network topology and vehicle information, the internal road capacity and current vehicle distribution of a construction site can be accurately assessed, providing necessary data support for subsequent calculations of the site congestion index. For example, if it is known that a road is 6 meters wide and there are currently 3 concrete mixer trucks traveling on it, the congestion situation of that road can be assessed in conjunction with the road's capacity. This approach ensures both the accuracy and real-time nature of the data, while providing a reliable basis for subsequent vehicle management decisions.

[0036] It should be noted that the target construction site refers to a specific construction site requiring vehicle management, and vehicle type refers to different functional vehicles operating within the construction site, such as concrete mixer trucks, dump trucks, and cargo trucks. The road network topology refers to the spatial connections between roads within the construction site, including the physical characteristics of roads such as their location, direction, and width, as well as the connection methods between roads. Collecting and processing this basic information lays the foundation for scientific and efficient construction site vehicle management.

[0037] S102, based on the road network topology, calculates the congestion index of the target construction site by combining vehicle type and the number of vehicles of each type.

[0038] After obtaining the road network topology and vehicle distribution information within the target construction site, it is necessary to calculate the congestion index to scientifically assess the traffic conditions. First, based on the acquired road network topology and combined with real-time vehicle location information, the vehicle types and the number of each type of vehicle on each road within the target construction site are determined. Specifically, GPS positioning devices are installed on vehicles to collect their location information in real time, and this vehicle location information is matched with the road network topology to determine the vehicle situation on each road.

[0039] After determining the vehicle distribution on each road, a pre-defined congestion index calculation formula is used. The congestion index calculation formula is as follows: In the formula, CI total α represents the congestion index of the target construction site. i ω is the road weight coefficient corresponding to the i-th road. kN represents the vehicle weighting coefficient corresponding to the k-th type of vehicle. i,k Let C be the number of vehicles of class k on the i-th road. i Let be the traffic capacity of vehicles on the i-th road.

[0040] The formula consists of two parts, the first part being... The weighted total number of all types of vehicles on a single road is calculated, taking into account the influence of different types of vehicles. Then, the weighted total number of vehicles is compared with the road capacity to obtain the relative congestion level of the single road. Then, different weights are assigned to the congestion status of roads of different levels. Finally, the weighted congestion level of all roads is summed up.

[0041] Vehicle weighting coefficient (ω) k The determination of the vehicle's physical characteristics and traffic impact is mainly based on quantitative analysis, taking into account the following factors: vehicle size: the combined impact of length, width, and height; turning radius: the space required for vehicle U-turns and turns; driving characteristics: acceleration performance and braking distance; safety impact: obstruction of vision and risk of spillage.

[0042] For specific values, refer to: Concrete mixer truck: ω k =1.8~2.0, large vehicle length, large turning radius; heavy load, long braking distance; high height, affecting visibility.

[0043] Dump truck: ω k =1.5~1.8, large volume, poor mobility; there is a risk of soil spillage.

[0044] Large cargo trucks: ω k =1.2~1.5, the vehicle body is relatively long, and turning is restricted; the load capacity is relatively large.

[0045] Medium-sized trucks: ω k =0.8~1.2, reference value for standard models.

[0046] Small vehicles: ω k =0.3~0.5, small size, good flexibility.

[0047] Road capacity (C) i The determination of ) is mainly based on calculations of road physical characteristics and safety requirements:

[0048] Formula for calculating standard lane capacity: C i = (L×W) / (l×w×s); where: L: effective road length (meters), W: effective road width (meters); l: standard vehicle length (generally taken as 6 meters); w: standard lane width (generally taken as 3.5 meters); s: safety factor (usually taken as 1.5 to 2.0).

[0049] For example: a road that is 100 meters long and 7 meters wide, C i = (100×7) / (6×3.5×1.5)≈8 standard vehicles.

[0050] Road weighting coefficient (α) i This is primarily based on the importance of roads within the construction site's transportation network.

[0051] Functional importance: Connecting the main construction area: +0.3; Connecting the material storage yard: +0.2; Connecting the office area: +0.1.

[0052] Traffic frequency: High frequency: +0.2; Mid frequency: +0.1; Low frequency: +0.05.

[0053] Alternative options: No alternative path: +0.2; Suboptimal path: +0.1; Multiple alternative paths: +0.05.

[0054] Example of a specific value: Main road: α i =0.8~1.0, connecting major construction areas, high-frequency use, no alternative route. Secondary arterial road: α i =0.5~0.7, connecting material storage yards, used in medium frequency applications, with alternative routes. Branch: α i =0.3~0.4, connecting secondary areas, used at low frequency, multiple alternative paths.

[0055] The methods for determining these parameters can be adjusted appropriately according to the specific conditions of the construction site to ensure that the congestion index calculation results can accurately reflect the actual traffic conditions at the construction site.

[0056] Part Two is This section sums the weight coefficients of all roads for normalization. The purpose is to ensure the final congestion index is comparable and standardized. For example: main roads (α = 0.9); secondary roads (α = 0.6); local roads (α = 0.3); the total weight is 0.9 + 0.6 + 0.3 = 1.8. This sum will be used as a normalization factor, ensuring the final congestion index has the following characteristics: eliminating the influence of differences in the number of roads, making congestion indices comparable for construction sites of different sizes; maintaining the weight of road importance; obtaining a relatively stable value range, facilitating the setting of management thresholds; and reflecting the overall traffic conditions of the construction site, rather than the local conditions of a single road.

[0057] This weighting coefficient design method ensures that the congestion index calculation results take into account both the actual importance of roads and maintain the comparability and practicality of the results.

[0058] S103, based on the congestion index, generates the vehicle capacity reserve within the target construction site.

[0059] After obtaining the congestion index of the target construction site, it is necessary to calculate the site's vehicle capacity margin to better guide vehicle management. Vehicle capacity margin reflects the additional number of vehicles the site can safely accommodate under current traffic conditions, which is of significant guiding importance for vehicle scheduling and entry management.

[0060] First, based on the calculated congestion index, the overall traffic pressure level of the construction site is determined. The traffic situation at the construction site is assessed by setting three key thresholds: a safety threshold, a warning threshold, and a critical threshold. When the congestion index is below the safety threshold, it indicates that the traffic situation at the construction site is good; when it exceeds the safety threshold but does not reach the warning threshold, it indicates that the construction site is operating normally; 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 indicates that the construction site has reached or exceeded its maximum carrying capacity.

[0061] After determining the current traffic congestion level, the vehicle capacity of the construction site is calculated. 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 largest vehicle size.

[0062] Taking a main road as an example, suppose that 5 concrete mixer trucks and 8 regular trucks are currently traveling on this road. By calculating the difference between the actual congestion level and the safety threshold, and combining this with the road's capacity, the road's capacity margin can be determined. If the result is negative, such as -2, it means that the road has exceeded its safe capacity and 2 of the largest vehicles need to be evacuated; if it is positive, such as 3, it means that the road can still safely accommodate 3 of the largest vehicles.

[0063] By performing similar calculations and summarizing the results for all roads within the construction site, the overall vehicle capacity of the site can be obtained. This capacity value directly reflects the site's vehicle management needs: a positive value indicates that the site can still safely accommodate the corresponding number of vehicles; a zero value indicates that the site has reached its optimal operating state; and a negative value indicates that the site has exceeded its safe capacity and control measures are required.

[0064] Based on the above embodiments, as an optional implementation method, in S103, generating the vehicle capacity reserve within the target construction site according to the congestion index specifically includes S31-33:

[0065] S31, match the congestion index with the preset congestion level comparison table to determine the congestion level of the target construction site.

[0066] The congestion level comparison table is set according to the construction site characteristics and safety management requirements, and is divided into five levels: smooth flow, slightly congested, moderately congested, severely congested, and extremely congested. When the congestion index is between 0 and 0.4, it is considered smooth flow, indicating that the construction site traffic is running well and vehicles are passing smoothly; between 0.4 and 0.6, it is considered slightly congested, indicating that the construction site traffic is basically normal, but attention needs to be paid to some sections of the road; between 0.6 and 0.8, it is considered moderately congested, indicating that the construction site traffic is under significant pressure and management needs to be strengthened; between 0.8 and 1.0, it is considered severely congested, indicating that the construction site traffic is close to saturation and control measures need to be taken; above 1.0, it is considered extremely congested, indicating that the construction site traffic is overloaded and traffic control must be implemented immediately.

[0067] Taking a construction site as an example, assuming the calculated congestion index is 0.75, matching this value with a reference table determines that the site is currently in a state of moderate congestion. This level indicates that management personnel need to take corresponding measures: strengthen on-site traffic management, rationally control the pace of vehicle entry, and, if necessary, activate backup lanes to divert vehicles. By monitoring changes in the congestion index in real time, management strategies can be dynamically adjusted. For example, if the congestion index is found to be rising continuously and approaching 0.8, stricter control measures need to be taken promptly, such as temporarily restricting the entry of large vehicles or adjusting the construction schedule.

[0068] S32 determines the maximum capacity of each type of vehicle at the target construction site based on the congestion level.

[0069] Taking a construction site as an example, the main vehicle types on the site include concrete mixer trucks, dump trucks, and freight trucks. Assume the site's normal baseline capacity is: 15 concrete mixer trucks, 12 dump trucks, and 20 freight trucks. When the site is in a moderately congested state (congestion index 0.75), the maximum capacity for each type of vehicle needs to be adjusted to 60% of the baseline capacity, i.e., a maximum of 9 concrete mixer trucks, 7 dump trucks, and 12 freight trucks.

[0070] When determining the maximum capacity, it is also necessary to consider the characteristics of different types of vehicles and construction requirements. For concrete mixer trucks, due to the continuous nature of their operations, basic operational needs must be ensured even under congested conditions. Therefore, necessary operational margins should be reserved when calculating the maximum capacity. For example, when continuous pouring operations are required, even if the construction site is moderately congested, it should be ensured that at least five concrete mixer trucks can operate simultaneously to guarantee the continuity of the pouring process.

[0071] For dump trucks and cargo trucks, more flexible adjustments can be made based on the urgency of the construction plan. During periods of congestion, priority can be given to cargo trucks transporting critical building materials, while non-urgent tasks such as dump truck removal can be scheduled for periods of lower traffic pressure. For example, when the construction site is moderately congested, although the theoretical maximum capacity for dump trucks is seven, in practice, this can be limited to five or fewer, reserving the remaining capacity for more urgent transport tasks.

[0072] S33. Compare the maximum capacity of each type of vehicle with the existing number of each type of vehicle in the target construction site, and determine the capacity margin of each type of vehicle in the target construction site based on the comparison results.

[0073] The capacity reserve is calculated by subtracting the current number of vehicles from the maximum capacity. Taking the aforementioned construction site as an example, when it is in a state of moderate congestion, the maximum capacity for concrete mixer trucks is 9 vehicles. Assuming that there are currently 6 concrete mixer trucks operating on the site, the capacity reserve is 3 vehicles. The maximum capacity for dump trucks is 7 vehicles, and there are currently 4 vehicles, so the capacity reserve is 3 vehicles. The maximum capacity for freight trucks is 12 vehicles, and there are currently 8 vehicles, so the capacity reserve is 4 vehicles.

[0074] When calculating the capacity allowance, the dynamic changes in vehicle traffic need to be considered. The site management system records vehicle entry and exit information in real time, including entry time, estimated operation time, and planned departure time. For example, if two out of six concrete mixer trucks are about to finish unloading and leave, this factor can be taken into account when calculating the actual capacity allowance, adjusting the allowance to five trucks (the base capacity allowance is three trucks plus the two trucks about to leave). This dynamic calculation method more accurately reflects the actual traffic capacity of the construction site.

[0075] The calculation of vehicle capacity also needs to consider the internal traffic distribution of the construction site. Even if the overall capacity for a certain type of vehicle is sufficient, care should be taken to avoid excessive concentration of vehicles in specific areas. For example, if the capacity for trucks is four, and a certain material storage area on the site is already occupied by a large number of vehicles, newly arriving vehicles should be guided to other areas to avoid localized congestion. To this end, the construction site can be divided into several functional zones, and the vehicle capacity of each zone can be calculated and controlled separately.

[0076] S104: Obtain the task urgency level of multiple waiting vehicles outside the target construction site, as well as the vehicle type of each waiting vehicle.

[0077] In the process of construction site vehicle management, in order to rationally arrange the entry order of waiting vehicles, it is necessary to obtain information on the urgency of tasks and vehicle type of vehicles waiting outside the target construction 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.

[0078] The urgency of a task is determined by comprehensively assessing factors such as the construction plan, material requirements, and workflow coordination. First, basic information about waiting vehicles is obtained from the site management system, including vehicle number, vehicle type (e.g., concrete mixer truck, dump truck, cargo truck), and the type of construction task they are undertaking. Then, the urgency level is assessed based on the characteristics of the construction task. For example, concrete pouring operations have time-sensitive requirements, and continuous pouring necessitates a timely supply of concrete mixer trucks; therefore, vehicles undertaking concrete transportation tasks typically have a higher urgency level.

[0079] The urgency level is assessed using a multi-factor weighted scoring method. Key assessment factors include: 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 transported materials), consistency with the construction plan (reflecting the degree of fit with the planned construction schedule), and waiting time (reflecting the waiting time of the vehicle outside the construction site). Each factor is assigned a weight coefficient according to its importance, and a comprehensive urgency score is obtained through weighted calculation.

[0080] Vehicle type identification is primarily achieved through two methods: first, reading vehicle reservation registration information to obtain vehicle type attributes; and second, real-time identification via video surveillance equipment in the construction site access control system to verify whether the actual vehicle type matches the registration information. The vehicle type information corresponds to the vehicle weight coefficients in the aforementioned congestion index calculation, with different vehicle types having different weight values. This information will be used for subsequent entry priority ranking.

[0081] Taking a construction site as an example, suppose there are several waiting vehicles: 3 concrete mixer trucks are preparing to pour the main structure, 2 dump trucks need to remove construction waste, and 4 cargo trucks are transporting various building materials. The assessment reveals that the concrete mixer trucks are serving an ongoing pouring operation that requires continuous supply, with an urgency score of 90; the dump trucks, although having a longer waiting time, can postpone their tasks, with an urgency score of 60; 2 of the cargo trucks are transporting steel bars that are about to be scarce, with an urgency score of 85, and the remaining 2 are transporting conventional materials, with an urgency score of 50. The type information for each vehicle is also recorded: concrete mixer trucks have a weight of 1.8, dump trucks have a weight of 1.5, and cargo trucks have a weight of 1.2.

[0082] Based on the above embodiments, as an optional implementation, in S104, determining the order in which the waiting vehicles enter the target construction site according to the urgency of the task specifically includes S41-S44:

[0083] S41, classify the waiting vehicles according to the urgency of the task, and determine the urgency level of each waiting vehicle.

[0084] S42, Generate an initial order of waiting vehicles based on their emergency level from highest to lowest.

[0085] S43, if there are no multiple waiting vehicles with the same emergency level, the initial order will be used as the order in which the waiting vehicles enter the target construction site.

[0086] S44. If multiple waiting vehicles have the same emergency level, the initial order is adjusted according to the waiting time of each waiting vehicle to determine the final order in which each waiting vehicle enters the target construction site.

[0087] In the process of managing vehicles at construction sites, a complete vehicle sorting mechanism needs to be established to more scientifically determine the entry order of waiting vehicles. This mechanism first prioritizes vehicles based on the urgency of the task, then optimizes and adjusts it by considering waiting time factors, and finally forms a reasonable entry order.

[0088] When classifying vehicles, waiting vehicles are categorized into four urgency levels based on the urgency of the task: extremely urgent, urgent, normal, and non-urgent. Taking the aforementioned construction site as an example, concrete mixer trucks undertaking the continuous pouring of the main structure are classified as extremely urgent due to the time-sensitive and continuous nature of their tasks; trucks transporting steel bars that are about to run out are classified as urgent because material supply directly affects the construction progress; dump trucks responsible for removing construction waste are classified as normal because their operations have some time flexibility; and trucks transporting conventional building materials are classified as non-urgent because of sufficient inventory.

[0089] Based on this classification, the system automatically generates an initial order: three express concrete mixer trucks at the front, followed by two emergency steel bar trucks, then two regular dump trucks, and finally two non-emergency trucks. If the emergency levels of the waiting vehicles are different, this initial order can be used as the final entry order.

[0090] However, in reality, it often happens that multiple vehicles have the same emergency level. For example, if three concrete mixer trucks are all classified as extremely urgent, then it's necessary to optimize their order by considering their waiting times. Assuming the waiting times for these three trucks are 45 minutes, 30 minutes, and 60 minutes respectively, then while maintaining priority for extremely urgent vehicles, their order should be adjusted from longest to shortest waiting time: the truck with a 60-minute wait should be the first to arrive, followed by the truck with a 45-minute wait, and finally the truck with a 30-minute wait.

[0091] S105. Based on the urgency of the task, determine the order in which each waiting vehicle enters the target construction site. Based on the order in which each waiting vehicle enters the target construction site, and taking into account the vehicle capacity and the type of each waiting vehicle, determine the time for each waiting vehicle to enter the target construction site.

[0092] After obtaining information on the urgency and vehicle type of waiting vehicles, it is necessary to rationally arrange the order and timing of vehicle entry to achieve efficient and orderly traffic operation on the construction site. This process must ensure the timely execution of urgent construction tasks, avoid excessive traffic pressure within the construction site, and also consider the impact of different types of vehicles on site traffic.

[0093] When determining the order of vehicle arrival, a preliminary ranking is first established based on the urgency of the task. Using the aforementioned construction site example, the nine vehicles currently waiting are ranked from highest to lowest urgency as follows: three concrete mixer trucks (90 urgency), two steel reinforcement trucks (85 urgency), two dump trucks (60 urgency), and two trucks transporting conventional materials (50 urgency). This preliminary ranking based on urgency ensures priority for critical construction tasks.

[0094] However, directly prioritizing vehicles by urgency may lead to a surge in traffic congestion due to the concentrated entry of similar large vehicles. Therefore, the initial prioritization needs to be optimized based on vehicle capacity. When the site's capacity is positive, the number of vehicles entering simultaneously can be increased appropriately; when the capacity is close to zero, the concentrated entry of large vehicles needs to be controlled. For example, if the current site capacity is 4 of the largest vehicles, considering the relatively large weighting coefficient of concrete mixer trucks (1.8), it is not advisable to arrange for 3 concrete mixer trucks to enter simultaneously. Instead, a staggered entry method can be adopted: first, arrange for 2 concrete mixer trucks and 1 truck carrying steel bars to enter, and then arrange for subsequent vehicles to enter after some vehicles have left.

[0095] After determining the order of entry, a specific entry time needs to be assigned to each vehicle. Determining the entry time requires considering the following factors: dynamic changes in the current vehicle capacity of the construction site, the estimated departure time of vehicles already on site, the estimated operating time of each type of vehicle, and the time requirements of construction procedures. Continuing the above example, assume the unloading time of the concrete mixer truck is approximately 20 minutes, the loading and unloading time of the cargo truck is approximately 30 minutes, and the loading time of the dump truck is approximately 15 minutes. Based on the dynamic prediction of the site's capacity, the following entry time arrangement can be formulated: First batch (0 minutes): 2 concrete mixer trucks and 1 cargo truck transporting steel bars; Second batch (20 minutes later): 1 concrete mixer truck and 1 cargo truck transporting steel bars; Third batch (40 minutes later): 2 dump trucks; Fourth batch (60 minutes later): 2 cargo trucks transporting conventional materials.

[0096] Based on the above embodiments, as an optional implementation method, in S105, determining the entry time of each waiting vehicle into the target construction site, based on the order in which the waiting vehicles enter the target construction site, and taking into account the vehicle capacity and the vehicle type of each waiting vehicle, specifically includes S51-S3:

[0097] S51, according to the order in which each waiting vehicle enters the target construction site, sequentially determine whether the vehicle capacity of each waiting vehicle type in the target construction site is greater than zero.

[0098] S52, if there is a vehicle capacity reserve of the type of the first waiting vehicle that is greater than zero, then the judgment time is determined as the time when the first waiting vehicle enters the target construction site.

[0099] S53, if the vehicle capacity of the type of the second waiting vehicle is zero, calculate the estimated departure time of the vehicle of the same type as the second waiting vehicle in the target construction site, and take the estimated departure time of the first vehicle of the same type as the second waiting vehicle as the time when the second waiting vehicle enters the target construction site. The multiple waiting vehicles include the first waiting vehicle and the second waiting vehicle.

[0100] After determining the order in which waiting vehicles will enter the site, a dynamic time allocation mechanism needs to be established to scientifically schedule vehicle entry times, taking into account the site's real-time capacity and vehicle type characteristics. This mechanism determines the optimal entry time for each waiting vehicle by assessing capacity and predicting departure times.

[0101] This time allocation mechanism prioritizes the first vehicle in the entry queue. Assuming the site has a capacity of two concrete mixer trucks, and the first vehicle in the queue is indeed a concrete mixer truck, since the capacity is greater than zero, the system directly sets the current time (e.g., 9:00 AM) as the vehicle's entry time. This immediate entry arrangement ensures that high-priority vehicles can begin work promptly, guaranteeing construction progress.

[0102] However, the situation is more complex for the second waiting vehicle. Suppose the second waiting vehicle is also a concrete mixer truck, but after the first truck arrives, the available capacity for concrete mixer trucks has decreased to one. In this case, the system will continue to assess the available capacity. If the available capacity is still greater than zero, the second truck can be scheduled to enter immediately after the first. But if the available capacity has decreased to zero (for example, at the same time the first truck arrives, another concrete mixer truck enters from another area of ​​the site), the system needs to query the estimated departure time of the existing concrete mixer trucks on the site.

[0103] When calculating the estimated departure time, the system considers the operational characteristics of each vehicle on site. For example, of the three concrete mixer trucks currently on the 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 arrival time for the second waiting vehicle. This departure-prediction-based scheduling ensures operational continuity while preventing the number of vehicles on the site from exceeding the limit.

[0104] After determining the time for each waiting vehicle to enter the target construction site, the following steps are also included:

[0105] Acquire historical driving data for each waiting vehicle; based on the historical driving data, predict the estimated dwell time of each waiting vehicle at the target construction site; send the entry time of each waiting vehicle and the estimated dwell time of each waiting vehicle to the terminal device corresponding to each waiting vehicle, and update the vehicle capacity of the target construction site.

[0106] In one example, after determining the arrival time of waiting vehicles, in order to achieve more accurate vehicle management and information linkage, the system needs to further process historical vehicle data, predict dwell time, and ensure timely information transmission and updates. Implementing these measures can improve the predictability and coordination of construction site traffic management.

[0107] The system first acquires historical driving data for each waiting vehicle. This data includes key information such as the vehicle's historical dwell time at the construction site, operational efficiency, and loading / unloading speed. For example, a concrete mixer truck entered the site multiple times in the past month. The system recorded its actual dwell time each time it entered the site and found that under normal circumstances, the average time for this truck to complete unloading was 25 minutes, with a minimum of 20 minutes and a maximum of 35 minutes. Simultaneously, the system also records various factors affecting dwell time, such as weather conditions, road conditions at the construction site, and the location of the unloading point.

[0108] Based on this historical data, the system uses intelligent algorithms to predict the estimated dwell time of each waiting vehicle at the construction site. The prediction process considers several influencing factors: first, vehicle type characteristics, such as the relatively fixed dwell time of concrete mixer trucks due to the nature of their work; second, current working conditions, such as rain extending loading and unloading time; and third, the real-time situation at the construction site, such as whether other vehicles are queuing. By comprehensively analyzing these factors, the system can provide a relatively accurate dwell time prediction. For example, considering the sunny weather but slight water accumulation on the construction site roads, the system predicts the dwell time of the aforementioned concrete mixer truck to be 28 minutes.

[0109] After completing the forecast, the system pushes the arrival time and estimated dwell time information to the terminal devices of each waiting vehicle in real time. For example, the system sends the following information to the first waiting concrete mixer truck: arrival time 9:00, estimated dwell time 28 minutes, estimated departure time 9:28. This information allows the driver to plan ahead and adjust their route and speed accordingly. Simultaneously, the system also updates the site's vehicle capacity data. When the mixer truck arrives, the available capacity for concrete mixer trucks decreases by one, and the system immediately updates the data and pushes the updated information to relevant management personnel.

[0110] The method also includes: obtaining vehicle information of waiting vehicles, determining whether the waiting vehicles meet the access conditions for entering the construction site based on the vehicle information; if the waiting vehicles meet the access conditions, they are included in the queue of vehicles waiting to enter; if the waiting vehicles do not meet the access conditions, an alarm message is generated and the waiting vehicles are refused entry to the target construction site.

[0111] In the process of managing vehicles at construction sites, a comprehensive vehicle access review mechanism is needed to ensure construction safety and quality standards. This mechanism, through a thorough review of waiting vehicle information, achieves strict control over vehicle qualifications, ensuring that all vehicles entering the construction site meet relevant regulations and requirements.

[0112] The system first obtains detailed information about waiting vehicles through onboard terminal equipment, including basic vehicle information (license plate number, vehicle type, load capacity, etc.), technical condition (braking system, steering system, tire condition, etc.), safety devices (GPS positioning system, reversing camera, speed limiter, etc.), and relevant licenses and permits (vehicle registration certificate, operating permit, 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 transport permit number, vehicle safety and technical condition, and GPS device working status.

[0113] After obtaining the information, the system verifies the vehicle's eligibility based on preset access criteria. These criteria include basic and specific requirements: basic requirements cover general conditions such as passing the annual vehicle inspection, having valid insurance, and possessing all necessary safety equipment; specific requirements are tailored to the vehicle type and project characteristics, such as concrete mixer trucks needing a valid hazardous materials transport permit, and dump trucks requiring sealed devices. The system uses intelligent comparison to verify each vehicle's information against the requirements.

[0114] When a waiting vehicle passes the review and meets all the entry requirements, the system adds it to the queue of vehicles waiting to enter. For example, if a concrete mixer truck has all its licenses and permits valid, is in good safety condition, and has a working GPS positioning system, the system will add it to the queue and assign it an entry order and time according to predetermined rules.

[0115] If a vehicle is found to be ineligible for entry, the system will generate a corresponding alarm and reject its entry application. The alarm will detail the non-compliance and provide improvement suggestions. For example, if a dump truck's sealing device is detected to be damaged, the system will generate an alarm: "Vehicle sealing device malfunction, please repair and reapply for entry," and simultaneously send this information to vehicle management personnel and the site manager. Rejected vehicles must complete rectification and pass the review process again before they can reapply for entry.

[0116] This access management mechanism has yielded significant results: First, the systematic qualification review has effectively improved the standardization of vehicle management at construction sites. For example, mandating the proper functioning of GPS positioning systems ensures that vehicle routes within the construction site are traceable, improving on-site management efficiency. Second, clear access standards have prompted transportation companies to proactively strengthen vehicle management and improve service quality. To meet access requirements, transportation companies place greater emphasis on vehicle maintenance and safety facility configuration, resulting in an overall improvement in safety levels.

[0117] Based on the above method, this application also discloses a digital construction site vehicle management system, such as... Figure 2 As shown, Figure 2 This is a schematic diagram of the structure of a digital construction site vehicle management system provided in an embodiment of this application. The system includes: a first acquisition module, a calculation module, a generation module, a second acquisition module, and an output module; wherein,

[0118] The first acquisition module is used to acquire the road network topology within the target construction site, as well as the vehicle types and the number of each type of vehicle 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, combined with the vehicle types and the number of each type of vehicle; the generation module is used to generate the vehicle capacity reserve within the target construction site based on the congestion index; the second acquisition module is used to acquire the task urgency level 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 based on the task urgency level, and based on the order in which each waiting vehicle enters the target construction site, combined with the vehicle capacity reserve and the vehicle type of each waiting vehicle, determine the time when each waiting vehicle enters the target construction site.

[0119] It should be noted that the system provided in the above embodiments is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be 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 embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0120] Please see Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this 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.

[0121] The communication bus 1002 is used to realize the connection and communication between these components.

[0122] The user interface 1003 may include a display screen and a camera. Optionally, the user interface 1003 may also include a standard wired interface and a wireless interface.

[0123] The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface).

[0124] The processor 1001 may include one or more processing cores. The processor 1001 connects to various parts of the server using various interfaces and lines, and performs various server functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in the memory 1005, and by calling data stored in the memory 1005. Optionally, the processor 1001 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 1001 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content required for display; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor 1001 and may be implemented as a separate chip.

[0125] The memory 1005 may include random access memory (RAM) or read-only memory. Optionally, the memory 1005 may include a non-transitory computer-readable storage medium. The memory 1005 can be used to store instructions, programs, code, 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 touch function, sound playback function, image playback function, etc.), instructions for implementing the above-described method embodiments, etc.; the data storage area may store data involved in the above-described method embodiments, etc. Optionally, the memory 1005 may also be at least one storage device located remotely from the aforementioned processor 1001. Figure 3 As shown, the memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and an application program for a digital construction site vehicle management method.

[0126] 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 to obtain the user input data; while the processor 1001 can be used to call an application program stored in the memory 1005 for a digital construction site vehicle management method. When executed by one or more processors, the electronic device performs one or more of the methods described in the above embodiments.

[0127] An electronic device readable storage medium stores instructions that, when executed by one or more processors, cause the electronic device to perform one or more of the methods described in the above embodiments.

[0128] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0129] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0130] In the several embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some service interfaces; indirect couplings or communication connections between devices or units may be electrical or other forms.

[0131] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0132] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0133] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, 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. This computer software product is stored in a memory and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as USB flash drives, portable hard drives, magnetic disks, or optical disks.

[0134] The foregoing description is merely an exemplary embodiment of this disclosure and should not be construed as limiting the scope of this disclosure. Any equivalent changes and modifications made in accordance with the teachings of this disclosure shall still fall within the scope of this disclosure. Other embodiments of this disclosure will be readily apparent to those skilled in the art upon consideration of the specification and practice of the disclosure herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not described herein. The specification and embodiments are to be considered exemplary only, and the scope and spirit of this disclosure are defined by the claims.

Claims

1. A digital construction site vehicle management method, characterized in that, The method includes: obtaining the road network topology within the target construction site, as well as the vehicle types and the number of each type of vehicle within the target construction site; Based on the road network topology, and combining the vehicle types and the number of each type of vehicle, the congestion index of the target construction site is calculated, including: determining the vehicle types on each road within the target construction site and the number of each type of vehicle on each road, based on the road network topology and combining the vehicle types and the number of each type of vehicle on each road; substituting the vehicle types on each road and the number of each type of vehicle 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, The congestion index of the target construction site. Let i be the road weight coefficient corresponding to the i-th road. The vehicle weight coefficient is the one corresponding to the k-th type of vehicle. Let k be the number of vehicles of type k on the i-th road. Let be the traffic capacity of vehicles on the i-th road; Based on the congestion index, the vehicle capacity of the target construction site is generated, including: matching the congestion index with a preset congestion level comparison table to determine the congestion level of the target construction site. 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: smooth, slightly congested, moderately congested, severely congested and extremely congested. Based on the congestion level, the characteristics of different types of vehicles, construction needs, and traffic distribution within the construction site, determine the maximum capacity of each type of vehicle for the target construction site. By comparing the maximum capacity of each type of vehicle with the existing number of each type of vehicle in the target construction site, and considering the dynamic changes of the vehicles, the capacity of each type of vehicle in the target construction site is determined based on the comparison results. The task urgency level of multiple waiting vehicles outside the target construction site and the vehicle type of each waiting vehicle are obtained; Based on the urgency of the task, the order in which the waiting vehicles enter the target construction site is determined, and based on the order in which the waiting vehicles enter the target construction site, combined with the vehicle capacity and the vehicle type of each waiting vehicle, the time for each waiting vehicle to enter the target construction site is determined.

2. The digital construction site vehicle management method according to claim 1, characterized in that, The step of determining the order in which the waiting vehicles enter the target construction site based on the urgency of the task includes: The waiting vehicles are classified according to the urgency of the task to determine the urgency level of each waiting vehicle. An initial order of the waiting vehicles is generated based on their emergency level from highest to lowest. If there are no multiple waiting vehicles with the same emergency level, the initial order will be used as the order in which the waiting vehicles enter the target construction site. If multiple waiting vehicles have the same emergency level, the initial order is adjusted according to the waiting time of each waiting vehicle to determine the final order in which the waiting vehicles enter the target construction site.

3. The digital construction site vehicle management method according to claim 1, characterized in that, The determination of the entry time of each waiting vehicle into the target construction site, based on the order in which the waiting vehicles enter the target construction site, and in conjunction with the vehicle capacity and the vehicle type of each waiting vehicle, includes: According to the order in which the waiting vehicles enter the target construction site, determine in turn whether the vehicle capacity of each type of waiting vehicle in the target construction site is greater than zero; If the vehicle capacity of the type of the first waiting vehicle is greater than zero, the determination time will be the time when the first waiting vehicle enters the target construction site. If the capacity of a vehicle of the same type as the second waiting vehicle is zero, the estimated departure time of the vehicle 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 taken as the time when the second waiting vehicle enters the target construction site. The multiple waiting vehicles include the first waiting vehicle and the second waiting vehicle.

4. The digital construction site vehicle management method according to claim 1, characterized in that, After determining the time for each of the waiting vehicles to enter the target construction site, the method further includes: Obtain the historical driving data of each of the waiting vehicles; Based on the historical driving data, the estimated dwell time of each waiting vehicle at the target construction site is predicted; 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 capacity of the target construction site is updated.

5. The digital construction site vehicle management method according to claim 1, characterized in that, The method further includes: Obtain the vehicle information of the waiting vehicles, and determine whether the waiting vehicles meet the access conditions for entering the construction site based on the vehicle information. If the waiting vehicle meets the admission criteria, then the waiting vehicle will be included in the queue of vehicles waiting to enter. If the waiting vehicle does not meet the access conditions, an alarm message is generated and the waiting vehicle is refused entry to the target construction site.

6. A digital construction site vehicle management system, characterized in that, 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 within the target construction site, as well as the vehicle types and the number of each type of vehicle 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, combined with the vehicle types and the number of each type of vehicle. This includes: determining the vehicle types and the number of each type of vehicle on each road within the target construction site based on the road network topology, combined with the vehicle types and the number of each type of vehicle; and substituting the vehicle types and the number of each type of vehicle on each road into a preset formula to generate the congestion index of the target construction site. The preset formula is: ; In the formula, The congestion index of the target construction site. Let i be the road weight coefficient corresponding to the i-th road. The vehicle weight coefficient is the one corresponding to the k-th type of vehicle. Let k be the number of vehicles of type k on the i-th road. Let be the traffic capacity of vehicles on the i-th road; The generation module is used to generate the vehicle capacity reserve within the target construction site based on the congestion index, including: matching the congestion index with a preset congestion level comparison table to determine the congestion level of the target construction site. 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: smooth flow, slight congestion, moderate congestion, severe congestion, and extreme congestion; determining the maximum capacity of each type of vehicle corresponding to the target construction site based on the congestion level, the characteristics of different types of vehicles, construction needs, and the internal traffic distribution of the construction site; comparing the maximum capacity of each type of vehicle with the existing number of each type of vehicle in the target construction site and the dynamic changes of vehicles, and determining the capacity reserve of each type of vehicle in the target construction site based on the comparison results. The second acquisition module is used to acquire the task urgency level 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 the waiting vehicles enter the target construction site according to the urgency of the task, and based on the order in which the waiting vehicles enter the target construction site, combined with the vehicle capacity and the vehicle type of each waiting vehicle, to determine the time when each waiting vehicle enters the target construction site.

7. An electronic device, characterized in that, The device 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 to cause the electronic device to perform the method as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer program is stored that can be loaded by a processor and executed as described in any one of claims 1-5.

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