GIS-based road maintenance scheduling optimization method and system

Abstract

The invention relates to the technical field of path optimization, in particular to a highway maintenance scheduling optimization method and system based on a GIS, and the method comprises the following steps: collecting passing difference values, screening high-order paths, extracting elevation trend, marking restricted road sections, recombining passable paths, carrying out the statistics of propulsion frequency recognition conflicts, and adjusting the sequence and access relation to generate a scheduling scheme. According to the method, road traffic differences are collected, high traffic fluctuation paths are identified, the adaptability of tasks to traffic changes is enhanced, elevation trends are extracted, slope direction consistent sections are identified, terrain adaptability is improved, spatial repeated paths are replaced, traffic attributes and direction consistency are combined, path recovery efficiency is enhanced, the number pushing frequency is counted, and task conflicts are early warned. The sequence is adjusted according to the space access relation, the path connection is optimized, the path continuity, the scheduling flexibility and the task distribution rationality are improved through operation cooperation, and the dynamic adaptation and execution stability of the scheme are enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of route optimization, and in particular to a GIS-based highway maintenance scheduling optimization method and system. Background Art

[0002] The field of path optimization technology involves optimizing resource allocation and path selection to achieve task scheduling or itinerary planning through mathematical modeling, algorithmic solutions, and information system support. The core content of this technical field includes path modeling, constraint setting, algorithm selection, and the handling of multi-objective scheduling problems. Common methods in the field of path optimization include graph-theoretic path search algorithms, linear programming models, heuristic search, and intelligent algorithms. This technical field is widely used in scenarios such as transportation, logistics distribution, and urban management. The goal is to achieve optimal path arrangements in terms of time, distance, or cost, and to ensure that resource allocation is as efficient as possible in terms of space and time.

[0003] GIS-based highway maintenance scheduling optimization methods utilize geographic information systems to analyze and manage road spatial data. By establishing a highway network model and integrating it with road maintenance demand information, a path search algorithm is used to reconstruct the starting, ending, and priority order of maintenance tasks, while satisfying spatiotemporal constraints, to optimize scheduling routes. This method specifically encompasses spatial modeling of the road network, digital representation of highway defect locations, task priority setting, and multi-task path rescheduling. It is processed based on path selection methods within the path optimization subcategory, specifically for resource scheduling and task sequence optimization. Path search and scheduling are typically performed using algorithms such as the Dijkstra algorithm, the A-star algorithm, or an ant colony optimization algorithm.

[0004] The path selection process is based on static models and fixed parameters. Capacity assessment lacks dynamic recognition of temporal changes, failing to effectively reflect traffic fluctuations across different time periods. Task paths are prone to backlogging in high-traffic areas. Topographical variations are accounted for at the node level, failing to systematically identify the direction of continuous elevation changes along the path. Consistent slope sections are often overlooked in path design, increasing equipment utilization fluctuations and scheduling uncertainty during the advancement process. Spatial path scheduling fails to analyze the coupling relationship between location duplication and traffic characteristics. There is no replacement mechanism when paths are restricted, leading to a break in the task execution chain when the advancement route is interrupted. The time numbering of advancement tasks is not cross-validated with the advancement period, resulting in conflicts where numbers overlap but task resources cannot be synchronously allocated. This can lead to logical confusion in the advancement sequence. Regarding the determination of access relationships between paths, the path sequence arrangement is divorced from the actual connectivity characteristics of the spatial topology. This results in redundant fallbacks or illogical connection behavior during spatial jumps of advancement tasks, impacting scheduling fluency and task execution efficiency. The above-mentioned deficiencies have formed significant bottlenecks in dynamic traffic adaptation, continuous terrain expression, path fault recovery and timing arrangement coordination, limiting the ability of the task scheduling system to operate efficiently in complex environments. Summary of the Invention

[0005] The purpose of the present invention is to solve the shortcomings of the existing technology and propose a highway maintenance scheduling optimization method based on GIS.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a GIS-based highway maintenance scheduling optimization method, comprising the following steps: S1: Collect vehicle traffic data during peak and off-peak hours on the task route, calculate the traffic difference ratio, establish a mapping index based on the road number and time period number, filter out routes with traffic difference ratios higher than the average, and generate high-ranking sections; S2: Analyze the change direction of the continuous positions in the high-ranking road section, extract the continuous segments of change, and if the change trend exceeds the set threshold, mark it as a restricted state and summarize it to generate a restricted advancement road section; S3: searching for repeated spatial segments in the restricted advancement section, extracting adjacent spatial location paths as candidate paths, replacing and reorganizing paths that meet the requirements of travel feasibility and direction consistency, and forming a reorganized set of advancement paths; S4: Counting the frequency of advancement numbers within the same time period according to the advancement time sequence of the reorganized set of advanceable paths, marking the path segments with repeated numbers, outputting the time overlapping positions, and generating conflicting advancement paths; S5: Analyze the advancement order and spatial access relationship of the conflicting advancement paths. If the order is exchangeable, rearrange it. If not, replace it with an alternative spatial access position. Merge the paths and record the advancement number order to generate a highway maintenance scheduling optimization plan.

[0007] As a further solution of the present invention, the high-ranking road section includes a path number index, a time period number index, and a peak-to-off-peak traffic ratio; the restricted advancement road section includes an elevation change trend number, a change direction duration number, and a restricted traffic mark; the reorganized set of advanceable paths includes a candidate path number, a passable attribute label, and advancement direction consistency; the conflicting advancement path includes an advancement time repetition number, an advancement time period frequency table, and a task path corresponding record; the highway maintenance scheduling optimization scheme includes an advancement sequence adjustment structure, an alternative access path number, and an optimized advancement number sequence; The traffic difference ratio = (number of vehicles passing during peak hours - number of vehicles passing during off-peak hours) ÷ number of vehicles passing during off-peak hours; The path of the average value is the average traffic difference ratio dynamically calculated based on historical data as the screening threshold. If the traffic difference ratio of a path is greater than the average value, it is considered to be sensitive to time period changes and is included in the high ranking weight path segment set; The threshold of the traffic difference ratio can be dynamically adjusted based on the statistical characteristics of historical data to identify highly congested sections and optimize scheduling strategies.

[0008] As a further solution of the present invention, the steps for obtaining the high-ranking road sections are: S111: Based on the collected vehicle traffic data of the dispatch task roads in differentiated time periods, the ratio of the traffic difference between the peak and non-peak hours to the total traffic volume of each road is calculated to obtain a traffic difference ratio result; S112: Compare the traffic difference ratio result with the average ratio of all paths, set a ratio threshold, filter path numbers with large ratios, and call the mapping relationship between paths and time periods to obtain a set of path numbers with dominant traffic differences; S113: calling the set of numbers of the paths with the most traffic difference, determining whether the task is within the path with the most traffic difference, calculating and obtaining the traffic difference deviation rate of the path segment, screening the paths with deviation rates higher than the average level, and obtaining the high-ranking road segments; The screening path with a deviation rate higher than the average level is: if the traffic difference deviation rate of the path segment is greater than the average value of the deviation rates of all path segments, then the path segment is considered to be in the interval with a deviation rate higher than the average level.

[0009] As a further solution of the present invention, the step of obtaining the restricted advancement section is: S211: Based on the continuous position numbers of each path segment in the high-ranking road segment, the elevation values corresponding to adjacent positions are compared in order of the numbers, and the continuous numbered segments with consistent positive and negative elevation differences are extracted. The start and end numbers of each segment and the direction of the continuous difference are recorded to obtain segment information of the elevation change direction. S212: Retrieving the start and end numbers and the direction consistency count of each continuous segment in the elevation change direction segment information, calculating and obtaining a direction retention coefficient for each number interval, and comparing the coefficient with a set direction continuity threshold to determine whether the segment is marked as restricted, thereby obtaining a set of restricted passage marking segment numbers; S213: According to the restricted access mark segment number set, the corresponding task numbers and path numbers are summarized, the restricted access path segments and task relationship information are integrated, and a restricted advancement section is established; The direction keeping coefficient is defined as: the ratio of the number of consecutive segments with consistent elevation difference directions to the total number of segments in the path number interval; The direction continuity threshold is set based on the following criteria: based on the consistency requirements of the elevation change direction in the path and the traffic safety standards, a critical value is set through experiments and empirical data to determine the restriction state.

[0010] As a further solution of the present invention, the step of obtaining the propellable path reassembly set is: S311: Based on the restricted advancement section, screening path number segments with repeated spatial positions, extracting path numbers at adjacent spatial positions by matching spatial position number information of the segments, and obtaining a set of candidate path numbers; S312: Based on the candidate path number set, the access attribute tags and start and end direction information of the corresponding paths are retrieved, and the access tags and start and end directions corresponding to the original restricted path numbers are compared. Path numbers with access tags indicating that they are passable and have the same direction are selected to obtain a set of direction-matching access paths. S313: Based on the path numbers in the direction matching passable path set, the path numbers of the original restricted path segments are replaced in the order of the start and end position numbers of the original restricted paths to form a continuous passable path sequence, and the paths are rearranged in accordance with the task order to establish a reorganized set of traversable paths; The combined task sequence is rearranged to sort the reorganized passable path sequence according to the execution order of the original tasks; The technical condition for judging the direction consistency is to compare whether the angle between the direction vectors from the starting point to the end point of the candidate path and the original path is within a set angle tolerance range.

[0011] As a further solution of the present invention, the step of obtaining the conflict advancement path is: S411: Based on the advancement time sequence information of the path segments in the reorganized set of advanceable paths, the occurrence frequency of advancement numbers in the differentiated time periods is extracted, and a correspondence table between advancement time periods and advancement numbers is constructed to obtain an advancement number time matching table. S412: Calling the advancement number group with the same time period in the advancement number time matching table, identifying the path numbers that appear repeatedly in the same advancement time period, associating the corresponding task numbers, path numbers, and advancement times, extracting the path segments with overlapping times, and generating time conflict path marking information; S413: Filtering path segments with overlapping advancement times based on the task number, path number, and advancement time recorded in the time-conflicting path marking information, integrating them into a path group in advancement number order, and establishing a conflicting advancement path; The path segments with overlapping advancement time refer to the path segments where the path numbers corresponding to the differentiated task numbers appear repeatedly within the same advancement time period and where the execution times overlap. The rule for dividing the advancement time period is: according to the time axis of task advancement, the entire process is divided into continuous and equal-length time intervals set according to the logic of the task stages, which are used to identify the advancement activities of the path segment within the time period.

[0012] As a further solution of the present invention, the steps for obtaining the highway maintenance scheduling optimization plan are: S511: Based on the path number and task number information in the conflicting advancement path, extract the corresponding advancement number position in the scheduling graph, call the spatial access positions of the nodes before and after the position, determine whether there is a sequence exchange relationship between the path segments, and obtain an exchangeable path position pair; S512: Performing a number position swap operation based on the interchangeable path segments identified in the interchangeable path position pair. If the path segments do not meet the sequence swap conditions, calling the accessible spatial position numbers in the scheduling graph, locating the alternative replacement path segments, completing the number swap operation, merging the paths, and synchronously updating the advancement order to obtain a sequence of sequence-adjusted path segments. S513: Adjusting the path segment sequence according to the order, combining the correspondence between the original task number, the path segment number, and the advancement number, outputting the integrated path advancement ranking result, and establishing a highway maintenance scheduling optimization plan; The sequence interchange condition means that the path segments are connected in spatial access positions and there is no task logic conflict in the advancement order, and the advancement numbers are interchanged in the front and back positions in the overall scheduling diagram; The screening conditions for the candidate replacement path segment are: having the same or similar spatial access location, traffic attributes and advancement direction as the original path segment, and having no task logic conflict and time overlap in the scheduling diagram.

[0013] GIS-based highway maintenance scheduling optimization system includes: The traffic difference recognition module collects the traffic volume of the dispatch task road during peak and off-peak hours, calculates the path traffic difference ratio and compares it with the average ratio, calls the task coordinates to compare the path segment position, determines whether the task is within the path range, and generates a high-ranking road segment; The terrain segment screening module calls the continuous position numbers of the high-ranking road segments, compares the elevation change directions of adjacent numbers, extracts the continuous number segments with the same direction, records the starting and ending positions and counts the number of consecutive times, determines whether the restricted access conditions are met, extracts the corresponding task and path numbers, and generates restricted advancement sections; The passable replacement path extraction module calls the path number and spatial position of the restricted advancement section, retrieves spatially overlapping path segments and extracts adjacent numbers, compares directions and access attributes, selects passable paths to replace the original paths, rearranges advancement numbers and synchronizes task mapping, and generates a reorganized set of advanceable paths; The advancement number reordering module calls the advancement number and time period of the reorganized set of advancement paths, counts the number of times the number repeats within the same time period, extracts repeated path segments and records task and time information, marks the spatial position of the paths, outputs the time position where the advancement number overlaps, and generates conflicting advancement paths; The path scheduling order integration module calls the number and task information of the conflicting advancement path, extracts the adjacent nodes with numbers in the advancement sequence, determines the access relationship between the nodes, adjusts the order if they are accessible, and replaces them with adjacent paths and rearranges the numbers if they are inaccessible, thus generating a highway maintenance scheduling optimization plan.

[0014] Compared with the prior art, the advantages and positive effects of the present invention are: In the present invention, by collecting road traffic differences, identifying high-traffic fluctuation paths, enhancing the adaptability of tasks to traffic changes, extracting elevation trends, identifying consistent slope sections, improving terrain adaptability, replacing spatially repeated paths, combining traffic attributes with direction consistency, enhancing path recovery efficiency, statistically advancing numbering frequency, warning of task conflicts, adjusting the order based on spatial access relationships, optimizing path connections, and collaborative operations to improve path continuity, scheduling flexibility, and rationality of task distribution, thereby enhancing the dynamic adaptability and execution stability of the plan. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a flow chart of the main steps of the present invention; Figure 2 This is a flow chart for obtaining high-ranking road sections of the present invention; Figure 3 A flowchart for obtaining a restricted advancement section according to the present invention; Figure 4 A flowchart of obtaining a path reassembly set that can be promoted by the present invention; Figure 5 A flowchart for obtaining a conflict advancement path of the present invention; Figure 6 This is a flow chart for obtaining the highway maintenance scheduling optimization plan of the present invention. DETAILED DESCRIPTION

[0016] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0017] In the description of the present invention, it should be understood that the terms "length," "width," "up," "down," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inside," "outside," and the like, indicating positions or relationships, are based on the positions or relationships shown in the accompanying drawings and are intended only to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limiting the present invention. Furthermore, in the description of the present invention, "plurality" means two or more, unless otherwise expressly and specifically defined.

[0018] See also Figure 1 ,The GIS-based highway maintenance scheduling optimization method includes the following steps: S1: Collect the vehicle traffic situation of the roads corresponding to the dispatch tasks during different time periods, calculate the traffic difference ratio between peak period and non-peak period, establish the mapping index between path and time period based on the road number and time period number, select the paths with the traffic difference ratio greater than the average traffic ratio, call the correspondence between task coordinates and paths to determine whether the task is within the path segment range, and generate high-ranking road segments; S2: Call the continuous position number of each path segment in the high-ranking segment, compare the elevation change direction of adjacent positions in position order, extract the continuous segments with the same elevation change direction, record the starting and ending position numbers, and calculate the number of times the change direction persists. Determine whether the change trend lasts for more than a set length. If so, mark it as restricted access. Summarize all restricted path segments and corresponding tasks to generate restricted advancement segments. S3: Filter out segments with duplicate path numbers and spatial locations in the restricted advancement section, extract adjacent spatial location paths of the segments as candidate paths, compare the pass attribute labels of the candidate paths and determine whether the starting and ending directions are consistent with the original paths, merge the paths that meet the pass attribute labels and are passable and have the same direction, replace the original paths, and reorganize the advancement order to generate a reorganized set of advanceable paths; S4: Call the advanceable path to reorganize the advancement time sequence of the centralized path segments, extract the frequency of advancement numbers in the same time period, build a correspondence table between advancement time periods and advancement numbers, mark path segments with repeated numbers, synchronously record the task number, path number, and advancement time, output the advancement positions with time overlap, and generate conflicting advancement paths; S5: Call the advancement sequence and task number of each path in the conflicting advancement path, extract the corresponding position of the path advancement number in the overall scheduling diagram, compare the spatial access relationship between the front and rear nodes, and determine whether the sequence can be exchanged. If so, rearrange the advancement sequence. If not, locate the alternative spatial access position of the path and replace it. After merging the paths and recording the current advancement number sequence, generate a highway maintenance scheduling optimization plan.

[0019] High-ranking sections include path number index, time period number index, and peak and non-peak traffic ratio; restricted advancement sections include elevation change trend number, number of continuous change directions, and restricted traffic mark; the reorganized set of advanceable paths includes candidate path number, passable attribute label, and advancement direction consistency; conflicting advancement paths include advancement time duplication number, advancement time period frequency table, and task path corresponding record; the highway maintenance scheduling optimization plan includes advancement sequence adjustment structure, alternative access path number, and optimized advancement number sequence.

[0020] See also Figure 2 , the steps to obtain high-ranking road sections are: S111: Based on the collected vehicle traffic data of the dispatch task roads in differentiated time periods, the ratio of the traffic difference between the peak and non-peak hours to the total traffic volume of each road is calculated to obtain a traffic difference ratio result; Based on the collected vehicle traffic data of the dispatch task roads in differentiated time periods, different road numbers are first grouped according to the specified time periods, and the traffic data groups of peak period and non-peak period are identified respectively. For each group of data, the number of vehicle traffic is extracted as the original data. When executing the calculation step, the corresponding non-peak traffic number is subtracted from the peak traffic number of each road to obtain the traffic difference between the peak and non-peak traffic of the road. Then, the traffic difference is used as the numerator and the total traffic volume (i.e., the peak traffic number plus the non-peak traffic number) is used as the denominator to perform ratio calculation to generate the traffic difference ratio result. The above calculation process is executed in sequence with each road number as the unit during the whole process. For example, for the path segment number A001, if its peak traffic number is 180 vehicles and the non-peak traffic number is 120 vehicles, the traffic difference is calculated to be 60 vehicles, and the total traffic volume is 300 vehicles. The ratio is 60÷300=0.2, that is, the traffic difference ratio result is 0.2. Similarly, if the peak number of path segment A002 is 150 and the non-peak number is 100, the traffic difference is 50, the total amount is 250, and the difference ratio is 0.2. Similarly, all path segments are processed and the results are recorded to form a difference ratio data list. This ratio data is then used in the subsequent average value comparison process. During the process, it is necessary to ensure that all traffic data sources are collected within the same period, and the time window length should be set uniformly. For example, the vehicle statistics data are all from the peak period of 7:00-9:00 in the morning and the non-peak period between 14:00-16:00 in the morning on weekdays within 7 days. The average daily traffic volume is summarized by recording the vehicle type number and the counter accumulation method, and it is used as the input raw quantity of the peak and low-peak traffic volume, so as to ensure that the calculation of the final difference ratio has a consistent input basis.

[0021] S112: Compare the traffic difference ratio result with the average ratio of all paths, set a ratio threshold, filter the path numbers with large ratios, and call the mapping relationship between paths and time periods to obtain a set of path numbers with dominant traffic differences; The traffic difference ratio is compared with the average ratio of all paths. During the execution process, the traffic difference ratios of all path segments are first summarized and the average value of the ratio set is calculated. For example, if the traffic difference ratios of five paths are 0.2, 0.18, 0.25, 0.12, and 0.15, respectively, the average value is (0.2 + 0.18 + 0.25 + 0.12 + 0.15) ÷ 5 = 0.18. During the comparison process, the ratio of each path is compared with the average value one by one. If the ratio of the path is greater than the average, it is determined to be a path segment with a larger ratio value. Otherwise, it is not included in the preferred set. All path segments are traversed and judged according to this standard to generate a set of path segment numbers with larger ratio values, which is denoted as R*. Then, according to the established path and time period mapping table, the time period set corresponding to the path number is called, and the time period number set that matches the path segment in the R* set is extracted to form the path number set S* with the most traffic difference. For example, path segment A001 The ratios of A001 and A003 are 0.2 and 0.25, respectively, which are higher than the average of 0.18. Therefore, their path segment numbers A001 and A003 are included in R*. According to the mapping relationship, if A001 corresponds to time periods T1 and T2, and A003 corresponds to T2 and T3, then the final set of path numbers with the dominant traffic difference, S*, is {(A001, T1), (A001, T2), (A003, T2), (A003, T3)}. The ratio determination in this process is achieved through a direct numerical relationship. For example, when the ratio is greater than the average, the condition is considered met. No fuzzy intervals or classification criteria are involved. The average value is obtained by simply adding up and dividing by the quantity, without calling other formula procedures. The mapping relationship between paths and time periods is achieved through one-to-one or one-to-many matching using a hash dictionary or association table. The set of time period numbers corresponding to the path segment numbers is obtained through direct key-value lookup. The filtered set of path number and time period number combinations, S*, serves as the input for the subsequent offset rate analysis.

[0022] S113: Call the set of numbers of the paths with the best traffic difference to determine whether the task is within the path with the best traffic difference, using the formula: ; The traffic difference deviation rate of the path segment is obtained by calculation, and the paths with deviation rates higher than the average level are selected to obtain the high-ranking segments; in, Represents a path segment In the period The prevailing difference deviation rate under Represents a path segment In the period Peak traffic volume, Represents a path segment In the period The number of off-peak traffic, Represents a path segment length, Represents a path segment In the period The average travel time, Represents a path segment In the period The traffic environment disturbance factor is dynamically calculated based on meteorological data or traffic events. Represents the path segment index number, Represents the traffic period number; The path with a deviation rate higher than the average level is screened as follows: if the traffic difference deviation rate of the path segment is greater than the average deviation rate of all path segments, the path segment is considered to be in the range of deviation rate higher than the average level; The dimensions of the terms in the formula are unified, the calculation stability is enhanced, and the number of passes is , path length , travel time Before substituting into the formula, the range normalization is used for standardization, and the form is normalized: ; in, Represents any original parameter value, 、 are the minimum and maximum values of the parameters in the sample data, respectively. The normalized variables are dimensionless. After calling the set of dominant path numbers with the difference in traffic flow, it is necessary to determine whether each task is in any path segment in the set. In the period The peak and off-peak traffic numbers under and Indicates that the path length is The average travel time is The disturbance factor is Before calculating the offset rate, Perform range normalization processing, and the normalization calculation method is: if all path segments The maximum is 300 and the minimum is 150. When the peak traffic number of a certain path segment A is 180, its normalized value is Similarly, calculate the normalized values of off-peak traffic volume, length, and time, and then substitute the normalized values into the formula. Suppose the normalized result of path segment A001 is , then first calculate the denominator as: ; Then calculate the numerator as ; The final offset rate is ; This process is performed on all path segments in turn, and all The values are summed up to get the average. For example, if the offset rates of the other four path segments are 0.0000, 0.0000, 0.0292, and 0.0963 respectively, the average offset rate is , determining whether the deviation rate of path segment A001 is higher than the average value of 0.0523. Since its deviation rate is 0.1359, which is greater than the average, A001 is ranked as a high-deviation path segment. Its number is recorded in the high-ranking path set and can be used in subsequent path priority planning and task adjustment modules. This result indicates that path segment A001 has significant differences in traffic flow between peak and off-peak hours, with the calculated value far exceeding the average, indicating high traffic fluctuation.

[0023] See also Figure 3 , the steps to obtain the restricted advancement section are: S211: Based on the continuous position numbers of each path segment in the high-ranking road segment, the elevation values corresponding to adjacent positions are compared in order of the numbers, and the continuously numbered segments with consistent positive and negative elevation differences are extracted. The start and end numbers of each segment and the direction of the continuous difference are recorded to obtain segment information of the elevation change direction. Based on the continuous position numbering of each path in the high-ranking segment, first extract all the position point numbers in the high-ranking path segment and sort them from small to large according to the number value to generate an ascending number list to ensure that the number sequence has spatial continuity. For example, if there is a number point sequence of [105, 102, 104, 103] in the path segment, it will be sorted into an ascending number sequence of [102, 103, 104, 105]. Then, the current number and the next number are combined to form a number pair. For each number pair, extract the elevation value of its position point. Let the number be and , the elevations are recorded as and , perform the height comparison operation, if the height difference If the difference is positive, it is judged to be an upward trend and the direction is recorded as +1. If the difference is negative, it is a downward trend and the direction is recorded as -1, forming a direction value sequence. Each item in the sequence reflects the elevation change direction of a number pair. Traverse the entire number sequence and compare the current direction value with the previous direction value in turn. If the direction is consistent, it is considered to be part of a continuous direction segment. If the direction changes, it is considered that the current direction segment ends, and the start number, end number and corresponding direction value of the previous segment are recorded. For example, assuming that the number sequence is [100, 101, 102, 103, 104, 105], the corresponding elevation is [98.0, 99.3, 100.7, 99.6, 98.8, 97.9]. After pairwise comparison, the direction sequence is [+1, +1, -1, -1, -1]. The number segment of the continuous direction +1 is [100, 102], and the number segment of the direction -1 is [103, 105]. Therefore, the extracted elevation change direction segment The information is [(100,102,+1),(103,105,-1)]. The elevation values involved in the process can be sourced from GNSS acquisition or topographic mapping data. The unit is meter. Direction judgment does not involve the size of the value, only the positive and negative trends are considered. The number must be the actual controlled path segment number, and the number sequence must not be fictitious. The process continuously judges, extracts number segments, and associates direction values to ultimately generate elevation change direction fragment data, providing structured basic data for subsequent calculations of direction retention.

[0024] S212: Call the start and end numbers and the direction consistency times of each continuous segment in the elevation change direction segment information, using the formula: ; The direction keeping coefficient of each number interval is obtained by calculation. By comparing the coefficient with the set direction continuity threshold, it is determined whether it is marked as restricted state, and the restricted access mark segment number set is obtained; in, Indicates the number interval arrive The direction keeping coefficient, Indicates the number arrive The elevation change direction value, Indicates the number The elevation value of the location, Indicates the absolute value of the elevation difference between adjacent points. Indicates the number The standard deviation of terrain disturbance within the point neighborhood, is the disturbance weight factor; The specific calculation method of the standard deviation of terrain disturbance is as follows: the elevation changes in the neighborhood of each numbered point on the path are counted, and the standard deviation of the regional elevation values is calculated; The parameters have a unified physical dimension. The drastic change in local elevation causes nonlinear offset in the calculation of the direction keeping coefficient. The formula has been normalized to ensure dimensional consistency: Standard deviation of terrain disturbance All are measured in meters, and are uniformly embedded in the denominator for square root transformation, which is consistent with the dimensionless direction value. The product result is controllable in terms of magnitude; the perturbation factor weight is introduced Balance the disturbance term for the dimensionless adjustment coefficient; For the continuous numbered direction segment information extracted in the previous paragraph, the direction preservation coefficient is expanded by taking the number interval [102, 105] as an example. The specific calculation steps are as follows: ; The parameters are defined as follows: is the starting number index of the segment, is the ending number index, Number to The elevation direction value, +1 means rising, -1 means falling, Number The elevation value of the point (unit: meter), Numbered points The standard deviation of the disturbance within the neighborhood (unit: meter), is the perturbation weight factor (dimensionless), set to 0.8. Take numbers 102 to 105, corresponding to elevation values of 101.2, 102.7, 101.5, 100.9, and 100.0, corresponding to perturbation standard deviations of 0.5, 0.6, 0.3, and 0.2, and elevation direction changes of [+1, -1, -1, -1]. Start calculating item by item: Calculation of the first term (m=1): ; ; Denominator: ; The result is: ; Calculation of the second term (m=2): , the disturbance term: ; Denominator: ; The result is: ; Calculation of the third term (m=3): , the disturbance term is: 0.8×0.3=0.24; Denominator: ; result: ; Calculation of the 4th term (m=4): , disturbance term: 0.8×0.2=0.16; Denominator: ; result: ; The sum is: ; If the direction persistence threshold is set to 1.0, then because 1.0288 > 1.0, the segment is marked as restricted, and its number [102, 105] is included in the restricted access segment set. This calculation process fully implements the direction preservation measurement of the segments with consistent elevation disturbance directions.

[0025] S213: Based on the restricted traffic marking segment number set, the corresponding task numbers and path numbers are summarized, and the restricted traffic path segments and task relationship information are integrated to establish a restricted advancement section; Based on the restricted access marking segment number set, the marking results need to be mapped to the association system between tasks and paths to identify which tasks involve restricted path segments. During execution, a number comparison set is first constructed, and the numbers of all path segments determined to be restricted are summarized into set R. Next, the task allocation list is parsed item by item, and the path segment number information in each task record is extracted and matched with the restricted segment numbers in set R. If the path segment number corresponding to a task is completely included in the restricted set or there is an intersection, then the task is determined to have a direct correspondence with the restricted path and marked as a restricted task. The task number and path segment number are written as a paired record into the structured result set. After all records are completed, a binding result set of restricted advancement tasks and paths is formed. The structure can be set as a two-dimensional array [(task number T01, path segment A005), (T03, A007), ...]. For example, the path segment of task T01 is [A002, A005], where A005 has been marked as a restricted segment. Therefore, T01 and A005 form a restricted task binding pair. During the comparison process, path numbers are compared using a string-matching method. Path segment numbers must be structured and contain no ambiguous descriptions. Task-segment relationship data must be derived from a task assignment table, scheduling log, or path assignment map to ensure the data structure clearly defines the task-path correspondence. The resulting set of restricted propulsion path segments will serve as the foundational identifier set for avoidance or temporary exclusion strategies.

[0026] See also Figure 4 , the steps to obtain the path reorganization set can be promoted as follows: S311: Based on the restricted advancement section, path number segments with duplicate spatial positions are screened, and path numbers at adjacent spatial positions are extracted by matching the spatial position number information of the segments to obtain a set of candidate path numbers. Based on the path number sequence of the restricted advancement section, for example, the restricted path sections are P011, P012, and P013, and their corresponding spatial position number sequences are SP1, SP2, and SP3. First, the start and end spatial position coordinates of each path number in the path section are extracted, where the starting coordinates of P011 are (116.3210, 39.9845) and the end coordinates are (116.3221, 39.9847). The spatial position endpoints of all path numbers are extracted in this way. Then, for each path segment in the path segment, its end point is compared with the starting point of the subsequent path number to see if they are repeated. The judgment criterion is whether the longitude and latitude difference between the two points is within the set spatial tolerance range. The spatial tolerance threshold set in this implementation is 0.0001 degrees, that is, when the longitude difference between two coordinate points does not exceed 0.0001 and the latitude difference does not exceed 0.0001, the two points are considered to coincide. For example, the end point of P011 is (116.3221, 39.9847). 9847), and the starting point of P014 is (116.3221, 39.9847). Since the two are exactly the same, they are determined to be spatially duplicated, forming a spatial continuity relationship between the path segments. The overlapping path segment path number P014 is then added to the candidate set of alternative path numbers. If the longitude and latitude differences of some points are within the threshold tolerance but do not completely overlap, for example, the end point of P011 is (116.3221, 39.9847) and the starting point of P022 is (116.3220, 39.9846), the longitude difference is 0.0001, and the latitude difference is 0.0001. According to the set threshold, they still fall within the spatial overlap range and are thus also determined to be path locations duplicated, forming a candidate set of path number segments. In this spatial coordinate matching process, the corresponding coordinates of each set of path numbers need to be cyclically compared to ultimately form a complete candidate path number set {P014, P022} for subsequent traffic attribute comparison.

[0027] S312: Based on the candidate path number set, the access attribute tags and start and end direction information of the corresponding paths are retrieved and compared with the access tags and start and end directions corresponding to the original restricted path numbers. Path numbers with access tags indicating that they are passable and have the same direction are selected to obtain a set of direction-matching access paths. Based on the constructed candidate path number set {P014, P022}, the access attribute label and start and end direction information corresponding to each path number in the set are read respectively. For example, the corresponding label of P014 is "accessible", and the start and end directions are "from south to north". The access attribute label of P022 is "forbidden", and the direction is "from south to north". The access attribute of the original restricted path P011 is "forbidden", and the direction is "from south to north". Therefore, it is necessary to match the accessibility and direction of each candidate path. First, the access attribute is screened. If the access attribute of the candidate path is "accessible", it passes the first round of screening. If it is "forbidden" or "restricted", the path number is eliminated, and then the path that passes the accessibility screening is matched with the direction. Consistency judgment is performed. The judgment standard is that the direction label between the starting point and the end point of the path must be consistent with the original path. In this example, the direction of P014 is "from south to north", which is consistent with P011, so it is judged as a direction match. Although the direction of P022 is consistent, its access attribute is "no entry" and does not meet the screening criteria, so it is eliminated. Finally, the set of direction-matched access paths {P014} is obtained. This process requires a two-level judgment operation for each candidate path, that is, first, the access label judgment is performed, and then the direction consistency comparison is performed. During the direction judgment process, the direction can be judged based on the longitude and latitude arrangement of the path endpoints on the map. For example, if the latitude of the starting point is less than the latitude of the end point, the direction is "from south to north" to ensure that the quantitative judgment of the direction information meets the consistency standard.

[0028] S313: Matching the path numbers in the passable path set according to the direction, replacing the path numbers of the original restricted path segments in the order of the start and end position numbers of the original paths, reorganizing them into a continuous passable path sequence, and rearranging them according to the task sequence to establish a reorganized set of traversable paths; After obtaining the direction-matching pass path set {P014}, the path segments need to be replaced and reorganized according to the order of the original restricted path numbers. First, the restricted number P011 in the original path number sequence P011, P012, and P013 is replaced with the direction-matching path number P014. After the replacement, the path sequence is updated to P014, P012, and P013. To ensure that the replaced path numbers are still spatially continuous, the spatial consistency of the end coordinates of P014 and the starting coordinates of P012 needs to be judged. If the difference between the two coordinates is within the threshold range of spatial position duplication, that is, the longitude difference is less than or equal to 0.0001 and the latitude difference is less than or equal to 0.0001, then the replaced path connection is considered complete. A continuous and traversable path sequence is formed in space. If the judgment result does not meet the conditions, it is necessary to search the next priority path number in the candidate path set for an alternative number that is spatially continuous and has the same travel direction for replacement. In this example, since the end point of P014 (116.3230, 39.9852) is exactly the same as the starting point of P012 (116.3230, 39.9852), they can be directly replaced to form a coherent path. After the path sequence is reorganized, the path number sequence is rearranged according to the task advancement direction. For example, according to the task requirement of "advancing from south to north", the final path reorganization sequence is P014, P012, P013. The reorganized path can be used to replace the original restricted path and participate in task path planning and execution.

[0029] See also Figure 5 , the steps to obtain the conflict advancement path are: S411: Based on the advancement time sequence information of the path segments in the advanceable path reorganization set, the occurrence frequency of the advancement number in the differentiated time periods is extracted, and a correspondence table between the advancement time periods and the advancement numbers is constructed to obtain an advancement number time matching table; Based on the time sequence information of the path segments in the set of advanceable path reorganization, we first need to establish the time segment distribution record of each path segment in the advancement process, and classify each path segment according to the advancement stage associated with the advancement number. For example, path segment P201 is classified as the first advancement stage, and path segment P202 is classified as the second advancement stage. And then, we establish the complete attribution mapping relationship between path segments and time periods in sequence. In the processing process, we need to pay special attention to whether the path segments have repeated advancement numbers in different time periods. For example, path segment P205 is recorded with advancement numbers in both the first and third stages. In the archiving process, we record the number of advancements it appears in multiple time periods. By traversing and counting the path number frequency in the advancement number group in each time period, the statistical logic The method is as follows: based on the advancement stage, the path segments corresponding to all advancement numbers in the current stage are called, and the number of occurrences of the same path number is accumulated one by one. Path numbers with high frequencies are considered to have higher advancement activity in that time period. A judgment standard is set to determine whether the frequency constitutes a conflict. This standard is not based on a specific value, but is determined based on whether the path segment appears in multiple different advancement stages. If a path segment is recorded in two or more advancement stages, it is considered to have a potential risk of time conflict. Finally, a corresponding mapping table between advancement time periods and advancement numbers is constructed. Each row in the table contains the path segment number and its number of occurrences corresponding to a certain advancement stage, which serves as the basic data source for subsequent analysis of the time conflict relationship between advancement paths.

[0030] S412: Calling the advancement number group with the same time period in the advancement number time matching table, identifying the path numbers that appear repeatedly in the same advancement time period, associating the corresponding task numbers, path numbers, and advancement times, extracting the path segments with overlapping times, and generating time conflict path marker information; On the basis of the acquired mapping data of advancement time period and advancement number, for each time period, the path number set involved in all advancement numbers in the section is gradually retrieved. For example, in advancement stage 1, advancement numbers P301, P302, and P303 respectively involve path numbers R31, R32, and R31. When comparing and analyzing the set, it is found that path number R31 appears repeatedly. It can be preliminarily determined that it is called by multiple tasks in the current advancement time period. The repetition of the path number in the current stage is recorded, and the task ownership of each advancement number is further queried. If P301 and P303 belong to tasks T10 and T12 respectively, they are recorded as path number R31. 1 In the first advancement phase, it is used by tasks T10 and T12 simultaneously, and then bound accordingly based on the time attribute of the advancement phase. That is, the path number, task number, and advancement phase are registered together as a complete conflict information data item. Each data item contains at least three basic fields: path number, task number, and advancement time period. For records where the path number is repeated more than twice, a repeat flag field can be added to the conflict information. For example, the "repeated occurrence" flag can be set to "yes" for subsequent operations to determine whether priority processing is required. Finally, a set of time conflict path mark information is output based on the conflict path segment. Each data item in the set represents the occurrence scenario of an advancement conflict event.

[0031] S413: Based on the task number, path number, and advancement time recorded in the time-conflicting path marking information, path segments with overlapping advancement times are selected, and the paths are grouped in order of advancement numbers to form a path group, thereby establishing a conflicting advancement path. According to the generated time conflict path marking information, the path number and advancement time content in each record are analyzed item by item. The path segments with advancement overlap in all time periods are selected and their corresponding advancement numbers are sorted. For example, if the path number R41 is recorded in multiple advancement numbers, and these numbers belong to different tasks or advancement stages, it can be confirmed as a time conflict path segment. These conflicting path segments are further grouped together to generate a conflict advancement path group centered on the path number. When forming the path group, the sequence information of the advancement number must be retained to ensure the temporal integrity of the path group. For example, the path number R41 is associated with the advancement number P501, P503, and P506 are located in the first, second, and third advancement stages, respectively. The order of the integrated path group is {P501, P503, P506}. After the path group is constructed, it is necessary to additionally mark whether there are breaks in the continuous advancement stages between the path segments. That is, if there are jumps between the advancement stages, such as directly following stage one to stage three, then the advancement time of the path segments is marked to facilitate the subsequent reconfiguration of the advancement plan or the replacement and adjustment of the path segments. Ultimately, the established conflict advancement path will serve as a key investigation target in the advancement management system and will be further optimized based on dimensions such as advancement rhythm, number of tasks, and path capacity.

[0032] See also Figure 6 , the steps to obtain the highway maintenance scheduling optimization plan are: S511: Based on the path number and task number information in the conflicting advancement path, the corresponding advancement number position in the scheduling graph is extracted, the spatial access positions of the nodes before and after the position are called, and whether there is a sequence exchange relationship between the path segments is determined to obtain an exchangeable path position pair; Based on the path number and task number information in the conflicting advancement path, first extract the task number corresponding to each conflicting path number, and then find its position in the overall scheduling diagram based on the task number, that is, the arrangement sequence position of the advancement number. For example, the path number R301 under task T01 corresponds to the advancement number P801. Find that the advancement number is the sixth in the sequence of the scheduling diagram, then obtain its adjacent advancement numbers P800 and P802, and the corresponding path segments are R300 and R302 respectively. Then extract the spatial access positions of R300, R301 and R302 respectively, that is, the starting coordinates and ending coordinates of each path segment for connection relationship analysis to determine whether it has path direction continuity and spatial point access consistency. The judgment standard is: if the path segment R30 1 and the starting point of R302 are spatially intersecting, and the end point of path segment R300 can be extended to the starting point of R301, which means that the three have a spatial path connection structure. Further analysis is conducted to determine whether there is a possibility of exchanging the numbering sequence, that is, to determine whether R301 and R302 can interchange the advancement sequence without affecting spatial access. The judgment process is to extract the actual connection endpoint distance between R301 and R302 in space for judgment. If the distance between the endpoints is within the spatial tolerance, for example, less than twice the average spacing of a single-segment path, it is recorded as an exchangeable path position pair. At the same time, the above steps are performed on all advancement numbers involved in conflicting path numbers in the scheduling graph to extract number pairs that meet the conditions, and finally form a set of advancement number position pairs that can be used for sequence interchange.

[0033] S512: Perform a number position swap operation based on the interchangeable path segments identified in the interchangeable path position pair. If the path segments do not meet the sequence swap conditions, call the accessible spatial position numbers in the scheduling graph to locate the alternative replacement path segments and complete the number swap operation. The paths are merged and the advancement order is synchronously updated to obtain a sequence of sequence-adjusted path segments. According to the identified exchangeable path position pairs, the number swap operation is performed one by one, and the actual position of each pair of numbers is replaced in the scheduling diagram. Before the replacement, the spatial structure coherence and logical sequence consistency between the path segments need to be verified again. For example, the advancement numbers P701 and P703 in the original sequence are swapped. The original path number of P701 is R501, and the original path number of P703 is R503. After the replacement, the order of the path segments becomes R503, R502, and R501. Verify whether the path segments after the exchange still meet the rule of the start point accessing the end point. If the verification passes, the position swap is performed. If it is found during the verification process that the exchange causes the path to be broken or the space to be discontinuous, it is determined that the current path segment does not meet the sequence swap conditions, and the path segment in the scheduling diagram is called instead. The spatial position number with a strong connection relationship between the current path segments is used to find an alternative path segment with a similar structure to the current advancement number. For example, to replace R501, it is necessary to find a path segment R504 that is spatially connected to its end point, has the same direction, and does not conflict with it. R504 is further located in the existing path number pool, and its task number is confirmed to be not repeated with the current task and the number does not overlap with the current advancement number. After that, the replacement operation is performed, that is, the path segment R501 corresponding to the original advancement number P701 is replaced with R504. Then, the order of the remaining advancement numbers in the task is updated according to the new path segment structure to ensure the consistency of the overall advancement order, forming a sequence of path segments after the order adjustment. This sequence includes the processing results of two types of operations: number swapping and path replacement.

[0034] S513: Adjust the path segment sequence according to the order, combine the correspondence between the original task number, the path segment number, and the advancement number, output the integrated path advancement ranking result, and establish the highway maintenance scheduling optimization plan; The adjusted path segment sequence is used as the new advancement order basis. Combined with the correspondence between the original task number, path segment number and advancement number, the path segment sequence involved in each task is rearranged according to the task dimension. For example, the advancement number sequence of the original task T01 is P101, P102, and P103, corresponding to the path numbers R101, R102, and R103 respectively. After the sequence adjustment, P101 and P103 are swapped, or the path segment P102 is replaced by R108. In this case, the new advancement order is P103, P108, and P101. Then the above The three items correspond to task T01, forming the path advancement sequence of task T01 as R103, R108, and R101. After completing the reconstruction of the association between the path segments and advancement numbers of all task numbers, the updated advancement path sequence in each task is summarized and output as a set of integrated sorting result lists. Each item corresponds to a triple matching relationship between a task number, advancement number, and path number. Finally, a highway maintenance scheduling optimization plan is constructed. This plan will be used to guide the specific maintenance scheduling execution and ensure that the advancement sequence in the scheduling diagram has spatial coherence and task rationality after resolving conflicts.

[0035] GIS-based highway maintenance scheduling optimization system includes: The traffic difference recognition module collects the traffic volume of the dispatch task road during peak and off-peak hours, calculates the path traffic difference ratio and compares it with the average ratio, calls the task coordinates to compare the path segment position, determines whether the task is within the path range, and generates a high-ranking road segment; The terrain segment screening module calls the continuous position numbers of high-ranking road segments, compares the elevation change directions of adjacent numbers, extracts the continuous number segments with the same direction, records the starting and ending positions and counts the number of consecutive times, determines whether the restricted access conditions are met, extracts the corresponding task and path numbers, and generates restricted advancement sections; The passable replacement path extraction module calls the path number and spatial position of the restricted advancement section, retrieves spatially overlapping path segments and extracts adjacent numbers, compares directions and access attributes, selects passable paths to replace the original paths, rearranges advancement numbers and synchronizes task mapping, and generates a reorganized set of advanceable paths; The push number reordering module calls the push number and time period of the pushable path reorganization set, counts the number of times the number repeats in the same time, extracts the repeated path segments and records the task and time information, marks the spatial position of the path, outputs the time position where the push number overlaps, and generates the conflict push path; The path scheduling order integration module calls the number and task information of the conflicting advancement paths, extracts the adjacent nodes with numbers in the advancement sequence, determines the access relationship between the nodes, adjusts the order if they are accessible, and replaces them with adjacent paths and rearranges the numbers if they are inaccessible, thus generating a highway maintenance scheduling optimization plan.

[0036] The above are merely preferred embodiments of the present invention and do not limit the present invention in any other form. Any technician familiar with the profession may use the technical content disclosed above to change or modify it into an equivalent embodiment with equivalent changes and apply it to other fields. However, any simple modification, equivalent change and modification made to the above embodiment based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall still fall within the scope of protection of the technical solution of the present invention.

Claims

1. GIS-based highway maintenance scheduling optimization method, characterized by: The following steps are involved: S1: Collect vehicle traffic data during peak and off-peak hours on the task route, calculate the traffic difference ratio, establish a mapping index based on the road number and time period number, filter out routes with traffic difference ratios higher than the average, and generate high-ranking sections; S2: Analyze the change direction of the continuous positions in the high-ranking road section, extract the continuous segments of change, and if the change trend exceeds the set threshold, mark it as a restricted state and summarize it to generate a restricted advancement road section; S3: searching for repeated spatial segments in the restricted advancement section, extracting adjacent spatial location paths as candidate paths, replacing and reorganizing paths that meet the requirements of travel feasibility and direction consistency, and forming a reorganized set of advancement paths; S4: Counting the frequency of advancement numbers within the same time period according to the advancement time sequence of the reorganized set of advanceable paths, marking the path segments with repeated numbers, outputting the time overlapping positions, and generating conflicting advancement paths; S5: Analyze the advancement order and spatial access relationship of the conflicting advancement paths. If the order is exchangeable, rearrange it. If not, replace it with an alternative spatial access position. Merge the paths and record the advancement number order to generate a highway maintenance scheduling optimization plan.

2. The GIS-based highway maintenance scheduling optimization method according to claim 1 is characterized in that: The high-ranking road section includes a path number index, a time period number index, and a peak-to-off-peak traffic ratio; the restricted advancement road section includes an elevation change trend number, a change direction duration number, and a restricted traffic mark; the reorganized set of advanceable paths includes a candidate path number, a passable attribute label, and advancement direction consistency; the conflicting advancement path includes an advancement time repetition number, an advancement time period frequency table, and a task path corresponding record; the highway maintenance scheduling optimization plan includes an advancement sequence adjustment structure, an alternative access path number, and an optimized advancement number sequence; The traffic difference ratio = (number of vehicles passing during peak hours - number of vehicles passing during off-peak hours) ÷ number of vehicles passing during off-peak hours; The path of the average value is the average traffic difference ratio dynamically calculated based on historical data as the screening threshold. If the traffic difference ratio of a path is greater than the average value, it is considered to be sensitive to time period changes and is included in the high ranking weight path segment set; The threshold of the traffic difference ratio can be dynamically adjusted based on the statistical characteristics of historical data to identify highly congested sections and optimize scheduling strategies.

3. The GIS-based highway maintenance scheduling optimization method according to claim 2 is characterized in that: The steps for obtaining the high-ranking road sections are: S111: Based on the collected vehicle traffic data of the dispatch task roads in differentiated time periods, the ratio of the traffic difference between the peak and non-peak hours to the total traffic volume of each road is calculated to obtain a traffic difference ratio result; S112: Compare the traffic difference ratio result with the average ratio of all paths, set a ratio threshold, filter path numbers with large ratios, and call the mapping relationship between paths and time periods to obtain a set of path numbers with dominant traffic differences; S113: calling the set of numbers of the paths with the most traffic difference, determining whether the task is within the path with the most traffic difference, calculating and obtaining the traffic difference deviation rate of the path segment, screening the paths with deviation rates higher than the average level, and obtaining the high-ranking road segments; The screening path with a deviation rate higher than the average level is: if the traffic difference deviation rate of the path segment is greater than the average value of the deviation rates of all path segments, then the path segment is considered to be in the interval with a deviation rate higher than the average level.

4. The GIS-based highway maintenance scheduling optimization method according to claim 3 is characterized in that: The steps for obtaining the restricted advancement section are as follows: S211: Based on the continuous position numbers of each path segment in the high-ranking road segment, the elevation values corresponding to adjacent positions are compared in order of the numbers, and the continuous numbered segments with consistent positive and negative elevation differences are extracted. The start and end numbers of each segment and the direction of the continuous difference are recorded to obtain segment information of the elevation change direction. S212: Retrieving the start and end numbers and the direction consistency count of each continuous segment in the elevation change direction segment information, calculating and obtaining a direction retention coefficient for each number interval, and comparing the coefficient with a set direction continuity threshold to determine whether the segment is marked as restricted, thereby obtaining a set of restricted passage marking segment numbers; S213: According to the restricted access mark segment number set, the corresponding task numbers and path numbers are summarized, the restricted access path segments and task relationship information are integrated, and a restricted advancement section is established; The direction keeping coefficient is defined as: the ratio of the number of consecutive segments with consistent elevation difference directions to the total number of segments in the path number interval; The direction continuity threshold is set based on the following criteria: based on the consistency requirements of the elevation change direction in the path and the traffic safety standards, a critical value is set through experiments and empirical data to determine the restriction state.

5. The GIS-based highway maintenance scheduling optimization method according to claim 4 is characterized in that: The steps for obtaining the propellable path reassembly set are: S311: Based on the restricted advancement section, screening path number segments with repeated spatial positions, extracting path numbers at adjacent spatial positions by matching spatial position number information of the segments, and obtaining a set of candidate path numbers; S312: Based on the candidate path number set, the access attribute tags and start and end direction information of the corresponding paths are retrieved, and the access tags and start and end directions corresponding to the original restricted path numbers are compared. Path numbers with access tags indicating that they are passable and have the same direction are selected to obtain a set of direction-matching access paths. S313: Based on the path numbers in the direction matching passable path set, the path numbers of the original restricted path segments are replaced in the order of the start and end position numbers of the original restricted paths to form a continuous passable path sequence, and the paths are rearranged in accordance with the task order to establish a reorganized set of traversable paths; The combined task sequence is rearranged to sort the reorganized passable path sequence according to the execution order of the original tasks; The technical condition for judging the direction consistency is to compare whether the angle between the direction vectors from the starting point to the end point of the candidate path and the original path is within a set angle tolerance range.

6. The GIS-based highway maintenance scheduling optimization method according to claim 5 is characterized in that: The steps for obtaining the conflict advancement path are: S411: Based on the advancement time sequence information of the path segments in the reorganized set of advanceable paths, the occurrence frequency of advancement numbers in the differentiated time periods is extracted, and a correspondence table between advancement time periods and advancement numbers is constructed to obtain an advancement number time matching table. S412: Calling the advancement number group with the same time period in the advancement number time matching table, identifying the path numbers that appear repeatedly in the same advancement time period, associating the corresponding task numbers, path numbers, and advancement times, extracting the path segments with overlapping times, and generating time conflict path marking information; S413: Filtering path segments with overlapping advancement times based on the task number, path number, and advancement time recorded in the time-conflicting path marking information, integrating them into a path group in advancement number order, and establishing a conflicting advancement path; The path segments with overlapping advancement time refer to the path segments where the path numbers corresponding to the differentiated task numbers appear repeatedly within the same advancement time period and where the execution times overlap. The rule for dividing the advancement time period is: according to the time axis of task advancement, the entire process is divided into continuous and equal-length time intervals set according to the logic of the task stages, which are used to identify the advancement activities of the path segment within the time period.

7. The GIS-based highway maintenance scheduling optimization method according to claim 6 is characterized in that: The steps for obtaining the highway maintenance scheduling optimization plan are as follows: S511: Based on the path number and task number information in the conflicting advancement path, extract the corresponding advancement number position in the scheduling graph, call the spatial access positions of the nodes before and after the position, determine whether there is a sequence exchange relationship between the path segments, and obtain an exchangeable path position pair; S512: Performing a number position swap operation based on the interchangeable path segments identified in the interchangeable path position pair. If the path segments do not meet the sequence swap conditions, calling the accessible spatial position numbers in the scheduling graph, locating the alternative replacement path segments, completing the number swap operation, merging the paths, and synchronously updating the advancement order to obtain a sequence of sequence-adjusted path segments. S513: Adjusting the path segment sequence according to the order, combining the correspondence between the original task number, the path segment number, and the advancement number, outputting the integrated path advancement ranking result, and establishing a highway maintenance scheduling optimization plan; The sequence interchange condition means that the path segments are connected at the spatial access position and there is no task logic conflict in the advancement order, and the advancement numbers are interchanged in the front and back positions in the overall scheduling diagram; The screening conditions for the candidate replacement path segment are: having the same or similar spatial access location, traffic attributes and advancement direction as the original path segment, and having no task logic conflict and time overlap in the scheduling diagram.

8. GIS-based highway maintenance scheduling optimization system, characterized by: The system is used to execute the GIS-based highway maintenance scheduling optimization method according to any one of claims 1 to 7, comprising: The traffic difference recognition module collects the traffic volume of the dispatch task road during peak and off-peak hours, calculates the path traffic difference ratio and compares it with the average ratio, calls the task coordinates to compare the path segment position, determines whether the task is within the path range, and generates a high-ranking road segment; The terrain segment screening module calls the continuous position numbers of the high-ranking road segments, compares the elevation change directions of adjacent numbers, extracts the continuous number segments with the same direction, records the starting and ending positions and counts the number of consecutive times, determines whether the restricted access conditions are met, extracts the corresponding task and path numbers, and generates restricted advancement sections; The passable replacement path extraction module calls the path number and spatial position of the restricted advancement section, retrieves spatially overlapping path segments and extracts adjacent numbers, compares directions and access attributes, selects passable paths to replace the original paths, rearranges advancement numbers and synchronizes task mapping, and generates a reorganized set of advanceable paths; The advancement number reordering module calls the advancement number and time period of the reorganized set of advancement paths, counts the number of times the number repeats within the same time period, extracts repeated path segments and records task and time information, marks the spatial position of the paths, outputs the time position where the advancement number overlaps, and generates conflicting advancement paths; The path scheduling order integration module calls the number and task information of the conflicting advancement path, extracts the adjacent nodes with numbers in the advancement sequence, determines the access relationship between the nodes, adjusts the order if they are accessible, and replaces them with adjacent paths and rearranges the numbers if they are inaccessible, thus generating a highway maintenance scheduling optimization plan.

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