A safety supervision system for highway operations

Abstract

The present invention discloses a safety supervision system for highway operations, which belongs to the technical field of road operation supervision, and specifically comprises: an instruction acquisition module that receives a digital permission instruction set containing a polygon vertex coordinate set of an operation area and a valid construction period set; an instruction parsing module that generates a road-adaptive dynamic supervision boundary based on the instruction, divides the operation phase and configures a status identifier; a spatiotemporal detection module that obtains the geographic coordinates and operation timestamps of construction machinery in real time; a spatiotemporal determination module that verifies spatial compliance and temporal validity, and triggers road network traffic monitoring when crossing the boundary or time validity expires; a traffic counter-control module that generates permission correction instructions based on changes in vehicle traffic patterns, and feeds back to the approval system to reconstruct the permission instruction set; the present invention forms a full-process closed loop from instruction reception, parsing, detection, judgment to dynamic correction through the collaboration of various modules, thereby effectively improving the accuracy and efficiency of highway operation supervision.

Description

Technical Field

[0001] The present invention relates to the technical field of road operation supervision, and in particular to a safety supervision system for highway operations. Background Art

[0002] From mobile maintenance on highways to roadside construction on urban roads, from equipment inspections in tunnels to regular bridge maintenance, operations must balance efficiency with traffic order to avoid accidents caused by uncontrolled work boundaries and timeouts. Against this backdrop, leveraging digital and intelligent technologies to enhance highway safety oversight has become a crucial step in ensuring the efficient operation and maintenance of transportation infrastructure.

[0003] Currently, a range of technical measures have been developed to monitor highway operation safety. During the operation approval process, information systems enable online filing and review of parameters such as operation areas and time periods, providing a basis for compliance. During on-site supervision, video surveillance, positioning terminals, and other equipment collect operation location and time information to assist managers in determining whether operations meet approval requirements. In some scenarios, electronic fencing technology has also been introduced to initially restrict the movement of operating machinery through pre-set geographic boundaries. These technologies have played a positive role in standardizing operation processes and reducing the intensity of manual inspections, providing a fundamental guarantee for highway operation safety.

[0004] However, existing systems for monitoring the safe spatial boundaries of highway operations rely heavily on static electronic fences, which are unable to adapt to dynamic scenarios such as the changing widths of curved road sections. High-precision, real-time detection of situations such as lateral cross-boundary movements and excessive lift heights on curves is difficult. Time management also lacks hardware-level mandatory constraints, and operation timeouts often rely on manual reminders, making it difficult to achieve rigid control at the mechanical level. Furthermore, they lack a dynamic linkage mechanism with traffic flow. When operations cause increased congestion, they cannot dynamically adjust operation parameters based on real-time traffic data, such as compressing the operation width and shortening the operation time. This makes it difficult to balance safety risks with traffic impacts. These limitations make it difficult for existing regulatory systems to achieve closed-loop control of the entire process, from approval to execution, in complex highway operation scenarios, hindering the accuracy and efficiency of safety supervision. Summary of the Invention

[0005] The purpose of the present invention is to provide a safety supervision system for highway operations to solve the following technical problems:

[0006] Existing highway operation safety supervision relies on static electronic fences that are difficult to adapt to dynamic scenarios, time management lacks hardware constraints, and lacks dynamic linkage with traffic flow, making it impossible to achieve full-process closed-loop control.

[0007] The purpose of the present invention can be achieved through the following technical solutions:

[0008] A safety supervision system for highway operations, comprising:

[0009] An instruction collection module is used to receive a digital permission instruction set transmitted by the approval system. The digital permission instruction set includes a set of polygon vertex coordinates of the work area and a set of valid construction time periods.

[0010] The instruction parsing module is used to generate a dynamic supervision boundary of the road based on the polygon vertex coordinate set, divide the operation phases according to the effective construction period set, and configure the phase status identifier;

[0011] The time-space detection module is used to obtain the equipment's geographic coordinates in real time through the construction machinery positioning terminal and read the current operation timestamp through the construction machinery's industrial control system;

[0012] The spatiotemporal determination module is used to verify the spatial relationship between coordinates and dynamic regulatory boundaries, and to verify the timeliness matching between timestamps and stage status identifiers. When the verification confirms that the space has crossed the boundary or the verification finds that the timeliness has expired, the road network traffic monitoring is automatically triggered.

[0013] The traffic counter-control module is used to generate license modification instructions based on changes in vehicle traffic patterns obtained from road network traffic monitoring, and feed the license modification instructions back to the approval system to reconstruct the license instruction set.

[0014] As a further solution of the present invention: in the instruction parsing module, the generation process of the dynamic supervision boundary and operation phase is as follows:

[0015] The road centerline trajectory point sequence in the polygon vertex coordinate set is parsed, and the boundary deformation compensation value is calculated based on the curvature radius of the trajectory points. A local rotating coordinate system is established in the sharp bend area where the curvature radius is less than the standard threshold. The horizontal axis of the local rotating coordinate system is always parallel to the road tangent direction.

[0016] Identify the main operation window and auxiliary operation window concentrated in the effective construction period, assign a first-level status identifier to the main operation window, and assign a second-level status identifier to the auxiliary operation window; set a protective delay window in the two-level identifier conversion interval, and the length of the delay window is dynamically adjusted according to the type of construction machinery. The delay window length of maintenance machinery is greater than that of paving machinery.

[0017] As a further solution of the present invention: in the spatiotemporal determination module, the spatial relationship verification process specifically includes:

[0018] On straight sections, the global coordinate system is used to calculate the normal distance from the positioning terminal coordinates to the road centerline. On curved sections, the local rotation coordinate system is switched to calculate the projection offset of the machine position in the direction of the horizontal axis of rotation. When the normal distance or projection offset reaches the regulatory boundary warning line, the three-level progressive warning system is activated;

[0019] Among them, the first-level warning triggers the cab's sound and light alarm device and lights up the warning light on the operation panel. The second-level warning sends a speed limit instruction to the hydraulic controller and activates the automatic speed reduction program. The third-level warning activates the mechanical braking system to lock the moving direction and cut off the power output in the direction of crossing the boundary.

[0020] If the offset continues to increase and breaks through the final defense line of the regulatory boundary, a spatial cross-border event log containing precise timestamps and three-dimensional coordinate points will be generated; a dual coordinate verification mechanism will be implemented in the curve area, and dual monitoring data of the global coordinate system and the local coordinate system will be retained for subsequent behavioral analysis.

[0021] As a further solution of the present invention: in the spatiotemporal determination module, the three-level progressive warning system specifically includes:

[0022] In the first-level warning state, a dynamic out-of-bounds risk heat map is pushed to the cockpit operation screen. The heat map displays the degree of deviation in real time with a red-yellow gradient and marks the boundaries of the safe area. In the second-level warning state, a speed gradient limit instruction is injected into the mechanical transmission control unit, so that the maximum movement speed is gradually reduced to the safety threshold in three stages and the output is maintained stable. In the third-level warning state, the regional electronic fence locking program is activated, prohibiting the machine from moving in the out-of-bounds direction and marking the movement restricted area on the digital map.

[0023] When the device coordinates return to the safe zone, the warning cancellation sequence is executed. First, the speed limit is lifted to restore normal hydraulic power output, then the sound and light alarm device is turned off to clear the warning light signal, and finally the electronic fence lock is released and a warning cancellation log containing the cancellation time is generated and uploaded to the cloud.

[0024] As a further solution of the present invention: in the spatiotemporal determination module, the process of time matching verification specifically includes:

[0025] Determine the status identifier level corresponding to the current timestamp. Within the first-level status identifier period, verify the presence of typical operating characteristics using mechanical vibration sensors, oil pressure sensors, and power output curves. When the absence of an operating characteristic is detected and its duration exceeds a preset tolerance threshold, it is marked as a time-sensitive abnormality state and a secondary feature review process is initiated. Within the protective delay window, the machine is allowed to complete the final action without triggering a time-sensitive failure determination, but the completion progress of the final action is recorded.

[0026] If the timestamp exceeds the secondary status identifier period and crosses the end of the delay window, a time failure event report with the machine number and operation stage details is generated. The time domain verification freezing mechanism is activated during the status identifier level switching. After the freezing period ends, the verification program is reloaded and the temporary cache data is cleared.

[0027] As a further solution of the present invention: in the spatiotemporal determination module, triggering road network traffic monitoring specifically includes:

[0028] Receive activation instructions for spatial out-of-bounds event logs or time-limited failure event reports, and extract the machine identification code, out-of-bounds coordinate cluster set, failure time range data, and warning disposal records associated with the event;

[0029] Send an operating range contraction control instruction to the mechanical control system. The contraction instruction includes the boundary retreat distance parameters, the geographical coordinate range of the moving restricted area, and the time window for the restricted area to take effect. Synchronously turn on the holographic traffic flow capture function of the roadside monitoring network, and the capture range covers all traffic paths within the radius of the operating point, including emergency lanes, auxiliary road diversion channels, and temporary walkways.

[0030] As a further solution of the present invention: in the traffic counter-control module, the vehicle traffic mode change specifically includes:

[0031] Deploy multi-source sensing arrays at key nodes of the affected road network. The arrays consist of high-precision laser scanning units, multi-directional geomagnetic sensing units, and ultra-high-definition video capture units.

[0032] Continuously record the trajectory data stream of a group of vehicles. The trajectory stream includes a three-dimensional position point sequence, a speed change curve map, an acceleration fluctuation spectrum, a vehicle distance distribution matrix, and a vehicle type classification label.

[0033] The core pattern variation characteristics of the trajectory flow before and after activation are compared and monitored. The variation characteristics specifically include the path dispersion increment value, speed distribution distortion rate index, vehicle distance compression index curve, trajectory deviation angle change and platoon continuity destruction degree.

[0034] As a further solution of the present invention: in the traffic counter-control module, the process of generating the permission correction instruction is:

[0035] The path discreteness increment value is input into the spatial compression algorithm to generate the work area width reduction coefficient. The reduction coefficient is in direct proportional function relationship with the discreteness increment value and is optimized through cubic spline interpolation.

[0036] The peak value of the headway compression index curve is input into the time compression algorithm to generate a construction period shortening ratio parameter. The shortening ratio is exponentially correlated with the headway index peak value and a smoothing factor is added.

[0037] The width reduction coefficient and the time period shortening ratio are integrated to form a space-time joint correction parameter matrix. Based on the joint correction parameter matrix, the polygon vertex coordinate set data and the effective construction period set configuration information are reconstructed, and a traffic impact assessment summary report is attached.

[0038] As a further solution of the present invention: in the traffic counter-control module, the reconstruction permission instruction set specifically includes:

[0039] Receive the space-time joint correction parameter matrix data packet, parse the vertex coordinate correction value list and time period set update value configuration in the data packet, and verify the data integrity and logical consistency;

[0040] Rewrite the original spatial data field storage values ​​and time data field records in the digital license instruction set, and retain the historical version for reference. The reconstructed license instruction set is encrypted and transmitted to the on-site supervision relay station equipment through a dedicated communication channel. At the same time, an update notification is pushed to the mobile terminal, triggering the real-time redrawing calculation module of the dynamic supervision boundary and the reloading configuration program of the operation stage identifier.

[0041] Beneficial effects of the present invention:

[0042] The present invention adapts to changes in road curves through dynamic regulatory boundaries, uses a local rotating coordinate system on curved road sections to achieve precise offset calculation, and combines progressive warning with dual coordinate verification to overcome the adaptation limitations of static fences under complex road conditions. It can capture lateral cross-border risks in real time and respond in a graded manner, significantly improving the accuracy of boundary control. Through the division of operation phases and status identification mechanisms, relying on hardware-level time constraints and protective delay design, it replaces the manual reminder mode, realizes rigid control of operation time, and ensures time compliance. When cross-border or timeout situations occur, the road network traffic monitoring is linked to capture the variation of vehicle traffic pattern, and based on this, a joint space-time correction instruction is generated, and the operation parameters are dynamically adjusted to adapt to traffic flow changes, effectively balancing construction safety and road traffic efficiency. This full-chain design from dynamic boundary control, rigid time constraints to adaptive traffic flow correction has established a closed-loop linkage mechanism for approval and execution, significantly improving the accuracy and reliability of highway operation supervision, and effectively solving the shortcomings of traditional methods in complex scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The present invention will be further described below with reference to the accompanying drawings.

[0044] Figure 1 It is a module schematic diagram of the present invention. DETAILED DESCRIPTION

[0045] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0046] See also Figure 1 As shown, the present invention is a safety supervision system for highway operations, comprising:

[0047] The instruction acquisition module serves as the system's data entry point, specifically receiving digital permission instruction sets transmitted by the approval system. This instruction set contains two core data types: a set of vertex coordinates for the work area polygon, which precisely outlines the spatial extent of the work area through a series of continuous coordinate points; and a set of valid construction time periods, which clearly mark the specific time periods during which operations are permitted, providing basic data support for subsequent supervision.

[0048] The instruction parsing module is responsible for converting abstract instructions into executable supervision rules. For the polygon vertex coordinate set of the work area, the module will analyze the road features in the coordinate sequence and generate a dynamic supervision boundary that can adapt to the road curve and width changes, ensuring that the actual working range can be accurately matched on different road sections such as straight roads and curves. At the same time, the module will parse the effective construction period set and divide it into the main operation window and the auxiliary operation window. The former is assigned a first-level status identifier and the latter is assigned a second-level status identifier. A protective delay window is set when switching between the two types of windows, and the duration is adjusted according to the type of machinery to ensure operational safety during phase transitions.

[0049] The spatiotemporal detection module uses positioning terminals deployed on construction machinery to capture the equipment's geographic coordinates in real time and simultaneously reads the current operation timestamp from the machinery's industrial control system. Coordinate data is accurate to the three-dimensional spatial position, and timestamps are precise to the millisecond level. This ensures the real-time and accuracy of the data required for subsequent assessments, providing a dynamic basis for spatial and temporal monitoring.

[0050] The spatiotemporal determination module is responsible for compliance verification. In the spatial relationship verification, the global coordinate system is used to calculate the normal distance from the device to the center line of the road on straight sections, and the local rotation coordinate system is used to calculate the projection offset on curved sections. When the distance or offset reaches the warning threshold, a three-level progressive warning is initiated: the first level triggers an audible and visual alarm, the second level limits the mechanical speed, and the third level activates the braking system. Time validity verification ensures that the operation is carried out within the permitted time period by comparing the current timestamp with the stage status identifier. If a timeout or advance operation occurs, the anomaly is immediately marked and the details are recorded. Once a spatial boundary violation or time expiration is detected, the module will automatically trigger road network traffic monitoring.

[0051] After monitoring is initiated, the traffic counter-control module leverages roadside sensing equipment to collect data on vehicle traffic pattern changes, including trajectory, speed, and distance between vehicles. Based on this data, the module generates a permit correction instruction, including parameters for adjusting the work zone width and time period. This instruction is fed back to the approval system to reconstruct the permit instruction set, enabling dynamic optimization of operating parameters. This ultimately forms a closed-loop supervision system of "instruction reception - analysis - detection - judgment - correction," balancing operational safety and traffic efficiency.

[0052] In the instruction parsing module, the generation process of the dynamic supervision boundary and operation phase is as follows:

[0053] When generating a dynamic regulatory boundary, the sequence of road centerline trajectory points is first extracted from the polygon vertex coordinate set. By analyzing the distribution characteristics of these continuous trajectory points, the changes in road direction can be accurately captured. For the curvature radius of each trajectory point, the boundary deformation compensation value is calculated to adjust the shape of the regulatory boundary. On straight sections, the boundary maintains a relatively regular linear extension; when the curvature radius of the trajectory point is less than the standard threshold and enters the sharp bend area, the system will specially establish a local rotation coordinate system so that the horizontal axis of the coordinate system is always parallel to the tangent direction of the road, ensuring that the regulatory boundary can fit the curvature change of the curve and avoid boundary judgment deviations caused by road curvature. This dynamic adjustment based on the actual road shape allows the regulatory boundary to adapt to the geometric characteristics of different sections and accurately frame the spatial range of allowed operations.

[0054] In terms of operation phase generation, the module will first distinguish the main operation window and the auxiliary operation window from the effective construction period. The main operation window is the core construction period and is assigned a first-level status identifier; the auxiliary operation window is used for early preparation or late finishing and is assigned a second-level status identifier. In order to ensure operational safety during the conversion of the two windows, a protective delay window is set in the conversion interval of the two-level identifiers. The length of the delay window is not fixed, but is dynamically adjusted according to the type of construction machinery: the operation rhythm of maintenance machinery is relatively slow, and the preparation and finishing time required is longer, so its delay window length is longer than that of paving machinery. The operation process of paving machinery is more compact, and the buffer time required for the conversion stage is shorter. Through this differentiated setting, it can ensure that the machinery has sufficient time to complete the stage conversion, and avoid invalid waiting that affects the operation efficiency.

[0055] In the spatiotemporal determination module, the spatial relationship verification process specifically includes:

[0056] When performing spatial relationship verification, differentiated calculation methods will be used according to differences in road morphology. On straight sections, the system relies on the global coordinate system to perform calculations and accurately calculate the normal distance from the positioning terminal coordinates to the center line of the road to determine whether the machine is operating within the specified lateral range. After entering the curved section, the system automatically switches to the local rotation coordinate system, focusing on calculating the projection offset of the machine position in the direction of the horizontal axis of rotation. Through this coordinate system that adapts to the tangent direction of the road, the position determination accuracy of the curved area is ensured. When the normal distance of the straight section or the projection offset of the curved section touches the regulatory boundary warning line, the three-level progressive warning system is immediately activated.

[0057] When the Level 1 warning is activated, the cab's audio and visual alarms are immediately triggered, and the operator's warning lights illuminate simultaneously, alerting the operator to position deviations through both visual and auditory cues. If the deviation continues to expand, the system enters Level 2 warning mode, sending a speed limit command to the hydraulic controller and activating the automatic speed reduction program to control the machine's operating speed and reduce the risk of overrunning. If the deviation exceeds the Level 2 warning threshold, the Level 3 warning system responds quickly, directly activating the mechanical braking system, locking the direction of movement and cutting off power output in the direction of overrun, physically preventing the machine from further overrunning.

[0058] If the deviation continues to increase and eventually breaches the final defense line of the regulatory boundary, the system automatically generates a spatial transgression event log, detailing the precise timestamp of the event and the 3D coordinates of the machine's location, providing complete data for subsequent tracing. Especially in curved areas, the system implements a dual coordinate verification mechanism, retaining monitoring data from both the global and local coordinate systems. This data is used for subsequent behavioral analysis and helps optimize regulatory strategies.

[0059] The operating logic of the three-level progressive warning system has different focuses. When in the first-level warning state, the system pushes a dynamic cross-border risk heat map to the cockpit operation screen. The heat map intuitively presents the degree of mechanical deviation in red and yellow gradient colors, and clearly marks the boundaries of the safe area, allowing operators to grasp the position risk in real time. After entering the second-level warning, the system injects a speed gradient limit instruction into the mechanical transmission control unit, so that the maximum moving speed of the machine is gradually reduced to the safety threshold in three stages and maintains a stable output to avoid sudden deceleration from causing an impact on the operation. When the third-level warning is triggered, the system immediately starts the regional electronic fence locking program, prohibiting the machine from moving in the direction of crossing the boundary, and clearly marks the movement restricted area on the digital map to form a hard constraint.

[0060] Once the equipment coordinates return to a safe zone, the system executes the pre-defined warning cancellation sequence. First, the speed limit is lifted, restoring normal hydraulic power output. Next, the cab's audible and visual alarms are deactivated, and the operator panel warning lights are cleared. Finally, the electronic fence is released, and a warning cancellation log, including the release time, is generated and uploaded to cloud storage, ensuring traceability of the entire warning process. Through this hierarchical response and precise control, the spatiotemporal judgment module ensures operational safety while minimizing disruption to normal operations.

[0061] In the spatiotemporal determination module, the process of time matching verification specifically includes:

[0062] The system first determines the status identifier level to which the current timestamp belongs, thereby distinguishing between the main and auxiliary operation phases. During the main operation period corresponding to the first-level status identifier, the system uses mechanical vibration sensors to capture operational vibration characteristics, and oil pressure sensors to record hydraulic system pressure changes. Combined with the fluctuation patterns of the power output curve, the system comprehensively verifies the presence of typical operational characteristics. This multi-dimensional data collectively forms the basis for determining operational status, ensuring that the machine is actually operating within the authorized time period.

[0063] When a missing feature is detected and its duration exceeds the preset tolerance threshold, the system immediately marks it as a time-limited abnormality and initiates a secondary feature review process. This secondary review eliminates misjudgments caused by temporary signal interference by comparing historical operation data and calibrating sensor accuracy. Within the protective delay window between the primary and secondary status identifiers, the system allows the machine to complete the final action without triggering a time-limited failure determination. However, the system records the completion progress of the final action in real time, ensuring operational continuity while avoiding timeout violations.

[0064] If the timestamp exceeds the auxiliary operation period corresponding to the secondary status identifier and crosses the end of the delay window, the system automatically generates a time-limited failure event report containing key information such as the machine number and operation phase details, providing a basis for accountability. During the transition between status identifier levels, the system activates a time domain verification freeze mechanism, suspending real-time verification to prevent confusion during the state transition. After the freeze period expires, the verification program reloads and clears the temporarily cached data to ensure the accuracy of subsequent verifications.

[0065] In the spatiotemporal determination module, triggering road network traffic monitoring specifically includes:

[0066] The system receives activation instructions from spatial boundary violation event logs or time-limited expiration event reports. From these instructions, it extracts core data related to the event, including the machine identification code used to locate the specific device, the out-of-bounds coordinate cluster to restore the location trajectory of the violation, the expiration time range data to clarify the duration of the violation, and the early warning and disposal records to reflect the initial response measures. This data provides the basis for subsequent traffic impact assessments.

[0067] The system then sends a control command to the machine control system to shrink the operating range. This command includes a boundary setback distance parameter to specify the shrinkage range, a moving restricted area's geographic coordinate range to delineate the prohibited area, and a restricted area's effective time window to specify the duration of the constraint. The holographic traffic flow capture function of the roadside monitoring network, which is simultaneously activated, covers all traffic paths within the radius of the operating point, including emergency lanes, auxiliary road diversion channels, and temporary access roads, ensuring a comprehensive understanding of the affected traffic area. This linkage mechanism not only rapidly controls operational risks but also provides real-time data support for traffic adjustment strategies, achieving coordinated safety management and traffic diversion.

[0068] In the traffic counter-control module, capturing changes in vehicle traffic patterns relies on the coordinated operation of multi-dimensional perception and data analysis. At key nodes on the affected road network, the system deploys a multi-source perception array consisting of high-precision laser scanning units, multi-directional geomagnetic sensing units, and ultra-high-definition video capture units. The high-precision laser scanning unit uses high-frequency scanning of the laser beam to acquire the vehicle's three-dimensional profile and position information in real time, maintaining data stability even under complex lighting conditions. The multi-directional geomagnetic sensing unit is buried beneath the road surface and accurately captures the vehicle's passing time and direction by sensing changes in the magnetic field caused by the vehicle's metal parts. The ultra-high-definition video capture unit is responsible for recording the vehicle's appearance characteristics and dynamic behavior, providing a visual basis for vehicle type classification and abnormal behavior identification.

[0069] These sensing units work together to continuously record the trajectory data stream of a group of vehicles. This trajectory stream contains information from multiple key dimensions: A three-dimensional position point sequence records the vehicle's travel path through continuous spatial coordinates, clearly reflecting the vehicle's position changes in the longitudinal, lateral, and vertical directions of the road. A speed change curve plot uses time as the horizontal axis and speed as the vertical axis to visually depict the acceleration and deceleration of vehicles on different road sections. The acceleration fluctuation spectrum analyzes the frequency characteristics of speed changes to capture sudden acceleration and deceleration behaviors during driving. The vehicle distance distribution matrix records the distance distribution between preceding and following vehicles in the same lane, reflecting the density of traffic flow and safety margins. Vehicle type classification labels categorize vehicles into small passenger cars, large trucks, and special vehicles based on their size and profile, providing a foundation for differentiated traffic analysis.

[0070] After acquiring trajectory flow data, the system will compare the baseline period before monitoring activation with the monitoring period after activation to extract the core pattern variation characteristics of the trajectory flow. The path dispersion increment value is used to describe the degree to which vehicles deviate from the normal driving path. The larger the value, the more vehicles choose to detour or change lanes, reflecting the degree of interference of the operation on the road network path selection. The path dispersion σ p The calculation formula is:

[0071] ;

[0072] Among them, d i is the distance from the i-th trajectory point to the reference path, is the average distance, n is the number of trajectory points, then the path discreteness increment Δσ p =σ p1 -σ p0 . Where σ p0 To monitor the path dispersion before activation, σ p1 To monitor the path dispersion after activation.

[0073] The speed distribution distortion rate index calculates the speed distribution difference between the monitoring period and the reference period, and quantifies the distribution difference based on KL divergence to reflect the change in the overall driving efficiency of the traffic flow. The higher the distortion rate, the greater the impact on traffic flow. The speed distribution distortion rate index D v The calculation formula is:

[0074] ;

[0075] Among them, f0(v) is the velocity probability density function before monitoring activation, which is obtained based on kernel density estimation, and f1(v) is the velocity probability density function after monitoring activation, v max The maximum allowed speed for the road section.

[0076] The vehicle distance compression index curve records the changing trend of vehicle distances in different time periods. An increase in the index means an increase in traffic density and a potential congestion risk. The formula for the vehicle distance compression index curve c(t) is:

[0077] ;

[0078] Where d0(t) is the inter-vehicle distance at time t before monitoring activation, and d1(t) is the inter-vehicle distance at time t after monitoring activation. The value range is [0, 1]. The slope of the curve reflects the compression rate.

[0079] The track deviation angle change is used to measure the change in the angle between the vehicle's driving direction and the road centerline, which can reflect the steering amplitude of the vehicle when avoiding the working area; the track deviation angle change Δθ i The calculation formula is:

[0080] Δθ i =|θ 1i -θ 0i ∣;

[0081] Among them, θ 0i To monitor the deviation angle of the i-th track point before activation, that is, the angle between the track tangent and the road centerline tangent, ranging from [-90°, 90°]; θ 1i is the deviation angle of the i-th trajectory point after monitoring activation.

[0082] The platoon continuity violation degree is determined by analyzing the consistency of the driving rhythm of consecutive vehicles to determine whether the operation has caused traffic flow disruption or chaos. The calculation formula for the platoon continuity violation degree B is:

[0083] B=(CV1-CV0) / CV0×100%;

[0084] Among them, CV0 is the coefficient of variation of the workshop time before monitoring activation, CV0=σ h0 / μ h0 ,σ h0is the standard deviation of the time between workshops before activation, μ h0 is the average time headway before activation; CV1 is the coefficient of variation of time headway after monitoring activation.

[0085] The process of generating permit correction instructions by the traffic counter-control module begins with processing the path dispersion increment value. The path dispersion increment value reflects the change in the dispersion of vehicle trajectories. After this value is input into the spatial compression algorithm, the algorithm will generate the work area width reduction coefficient k based on the direct proportional function relationship between the two. w , the calculation formula is:

[0086] k w =min(k max ,max(k min , a·Δσ p +b));

[0087] Among them, Δσ p is the path discreteness increment, i.e., the change in trajectory dispersion after monitoring activation; a is the proportional coefficient, which determines the sensitivity of the reduction coefficient to the discreteness increment; b is the reference offset; k min 、k max The minimum reduction ratio and the maximum reduction ratio are set respectively. For example, the values ​​are 0 and 0.5 respectively, that is, the maximum allowable reduction is 50%, so as to avoid excessive compression of the working space.

[0088] The larger the speed gradient, the more significant the impact of the operation on traffic speed. In this case, the reduction coefficient will decrease accordingly, meaning the machine's permitted operating span needs to be further compressed to reduce road space occupation. This inverse proportional relationship is designed to alleviate traffic congestion by reducing the operating range.

[0089] After completing the parameter calculation of the spatial dimension, the system turns to the adjustment of the time dimension, that is, processing the peak value of the vehicle distance compression index curve. The peak value of the vehicle distance compression index curve reflects the most serious degree of vehicle distance compression. After inputting it into the time compression algorithm, the algorithm will generate the construction period shortening ratio parameter k t , the calculation formula is:

[0090] k t =min(t max , 1-e -c·cpeak ·(1-α));

[0091] Where cpeak is the peak value of the distance compression index curve, ranging from [0,1], reflecting the most severe distance compression degree; c is the exponential coefficient, which controls the growth rate of the shortening ratio with the peak value; α is the smoothing factor, such as α=0.1, to avoid k when cpeak=1. t =1, that is, completely cancel the construction; tmax The maximum shortening ratio is 0.4, for example, which means that a maximum shortening of 40% is allowed to ensure basic construction needs.

[0092] The shortening ratio is exponentially correlated with the peak of the headway compression index curve. This means that the higher the headway compression, the greater the reduction in the construction period needs to be, thereby rapidly alleviating traffic congestion. To prevent the exponential correlation from causing excessive shortening of the construction period, a smoothing factor has been incorporated into the algorithm. This smoothing factor mitigates significant fluctuations in the value, preserving a critical time window for construction while ensuring smooth traffic flow and ensuring that construction tasks proceed as planned.

[0093] After obtaining the work area width reduction coefficient and the construction period shortening ratio parameters, the system will fuse these two parameters to form a space-time joint correction parameter matrix. This matrix integrates the adjustment requirements of both spatial and temporal dimensions, providing a unified parameter basis for the subsequent reconstruction of permit instructions. Based on this joint correction parameter matrix, the system will reconstruct the polygon vertex coordinate set data. By precisely adjusting the position of each vertex, the width of the work area can be accurately reduced, ensuring that the new work area boundary can meet construction safety requirements while minimizing the impact on traffic flow. At the same time, the system will reconfigure the effective construction period set. By adjusting the start and end times of the period, the construction duration can be reasonably shortened, so that the construction schedule can adapt to the changes in traffic flow.

[0094] Finally, the system will generate a traffic impact assessment summary report. The report includes the following six core information:

[0095] First, a comparative analysis of traffic flow before and after the correction, covering the hourly flow changes at each monitoring point upstream and downstream of the work area, the flow saturation rate during peak hours, and the flow recovery trend; second, a traffic efficiency assessment, including the average vehicle speed fluctuation range, the travel time difference between sections, and the change in the delay index, where the delay index is based on the baseline value before the correction; third, a classification of safety risk levels, marking the spatial distribution of low, medium, and high-risk areas based on the change in trajectory deviation angle and the degree of disruption to fleet continuity, with special attention paid to the risk superposition of special sections such as sharp bends and ramps; fourth, the impact of diversion on the surrounding road network, analyzing the impact of the work area adjustment on the traffic flow distribution of adjacent sections and intersections, including diversion ratios and secondary congestion warnings; fifth, construction compatibility verification, evaluating the matching degree between the revised work area width and the operating radius of construction machinery, as well as the feasibility of the shortened construction period and process connection; sixth, an emergency response plan, for high-risk scenarios identified in the assessment, with temporary traffic control recommendations and equipment evacuation route plans.

[0096] The method of attaching the traffic impact assessment summary report is as follows: After the report is generated, the system automatically associates its data with the space-time joint correction parameter matrix and transmits it synchronously to the approval system interface through a dedicated encrypted channel. The report uses a standardized data format and includes a structured text module and a visual chart module. The visual chart module uses a dynamic heat map to display the risk distribution and a time series curve to show the flow and speed change trends. After the transmission is completed, the system adds the report unique identification code to the metadata field of the license correction instruction to achieve two-way traceability between the instruction and the report. At the same time, a copy of the report is stored in a cloud database, which supports real-time review, annotation and printing by the review and approval personnel through the terminal device, and all access records are included in the operation log to ensure that the data flow is traceable throughout the process.

[0097] This report, as a supplement to the license amendment instructions, can provide a comprehensive decision-making basis for the approval system, helping approval personnel to fully understand the rationality and feasibility of the amendment plan, thereby efficiently completing the reconstruction and approval process of the license instructions.

[0098] In the traffic counter-control module, the approval system's actions after receiving the approval parameter correction vector constitute a closed-loop process for dynamic adjustment of work permits. The approval system first receives a binary correction vector data packet and, through a dedicated parsing program, extracts the new maximum allowable machine operating span value and the new equipment time lock parameter. During the parsing process, the system verifies the data packet to ensure it has not been tampered with and is formatted correctly. If any anomalies are detected, a data retransmission mechanism is initiated.

[0099] Once parsing is complete, the system accesses the structured digital instruction set database to locate and update the original maximum allowable machine span values ​​and the original equipment time lock parameter records. Database updates are incremental, retaining historical records for traceability and comparative analysis, ensuring a reliable track record of every parameter adjustment.

[0100] Subsequently, the updated structured digital instruction set will be sent to the construction machinery controller via the industrial wireless communication protocol. This communication process uses encrypted transmission to prevent the instructions from being intercepted or tampered with during transmission. After receiving the instruction, the construction machinery controller immediately triggers the displacement threshold refresh operation of the mechanical electronic fence, and redefines the permitted range of movement of the machinery according to the new operation span value. Movement beyond the range will be immediately restricted. At the same time, the timestamp synchronization operation of the equipment time lock is started, and the controller calibrates the new time lock parameters with the internal clock of the machinery to ensure that key nodes such as the operation start and end time, stage switching time, etc. are consistent with the approval system, strictly constraining the operation behavior of the machinery from the time dimension. Through this series of operations, the operation permission parameters achieve closed-loop control of the entire process from analysis, correction to execution, so that highway operations can meet construction needs while minimizing the impact on traffic.

[0101] The above is a detailed description of an embodiment of the present invention. However, the content described is only a preferred embodiment of the present invention and should not be considered to limit the scope of the present invention. All equivalent changes and improvements made within the scope of the present invention should still fall within the scope of the patent coverage of the present invention.

Claims

1. A safety supervision system for highway operations, characterized in that: include: An instruction collection module is used to receive a digital permission instruction set transmitted by the approval system. The digital permission instruction set includes a set of polygon vertex coordinates of the work area and a set of valid construction time periods. The instruction parsing module is used to generate a dynamic supervision boundary of the road based on the polygon vertex coordinate set, divide the operation phases according to the effective construction period set, and configure the phase status identifier; The time-space detection module is used to obtain the equipment's geographic coordinates in real time through the construction machinery positioning terminal and read the current operation timestamp through the construction machinery's industrial control system; The spatiotemporal determination module is used to verify the spatial relationship between coordinates and dynamic regulatory boundaries, and to verify the timeliness matching between timestamps and stage status identifiers; When the verification confirmation space is out of bounds or the verification time is invalid, the road network traffic monitoring is automatically triggered; The traffic counter-control module is used to generate license modification instructions based on changes in vehicle traffic patterns obtained from road network traffic monitoring, and feed the license modification instructions back to the approval system to reconstruct the license instruction set.

2. A highway operation safety supervision system according to claim 1, characterized in that: In the instruction parsing module, the generation process of the dynamic supervision boundary and operation phase is as follows: The road centerline trajectory point sequence in the polygon vertex coordinate set is parsed, and the boundary deformation compensation value is calculated based on the curvature radius of the trajectory points. A local rotating coordinate system is established in the sharp bend area where the curvature radius is less than the standard threshold. The horizontal axis of the local rotating coordinate system is always parallel to the road tangent direction. Identify the main operation window and auxiliary operation window concentrated in the effective construction period, assign a first-level status identifier to the main operation window, and assign a second-level status identifier to the auxiliary operation window; set a protective delay window in the two-level identifier conversion interval, and the length of the delay window is dynamically adjusted according to the type of construction machinery. The delay window length of maintenance machinery is greater than that of paving machinery.

3. A road operation safety supervision system according to claim 1, characterized in that: In the spatiotemporal determination module, the spatial relationship verification process specifically includes: On straight sections, the global coordinate system is used to calculate the normal distance from the positioning terminal coordinates to the road centerline. On curved sections, the local rotation coordinate system is switched to calculate the projection offset of the machine position in the direction of the horizontal axis of rotation. When the normal distance or projection offset reaches the regulatory boundary warning line, the three-level progressive warning system is activated; Among them, the first-level warning triggers the cab's sound and light alarm device and lights up the warning light on the operation panel. The second-level warning sends a speed limit instruction to the hydraulic controller and activates the automatic speed reduction program. The third-level warning activates the mechanical braking system to lock the moving direction and cut off the power output in the direction of crossing the boundary. If the offset continues to increase and breaks through the final defense line of the regulatory boundary, a spatial cross-border event log containing precise timestamps and three-dimensional coordinate points will be generated; a dual coordinate verification mechanism will be implemented in the curve area, and dual monitoring data of the global coordinate system and the local coordinate system will be retained for subsequent behavioral analysis.

4. A road operation safety supervision system according to claim 3, characterized in that: In the spatiotemporal determination module, the three-level progressive warning system specifically includes: In the first-level warning state, a dynamic out-of-bounds risk heat map is pushed to the cockpit operation screen. The heat map displays the degree of deviation in real time with a red-yellow gradient and marks the boundaries of the safe area. In the second-level warning state, a speed gradient limit instruction is injected into the mechanical transmission control unit, so that the maximum movement speed is gradually reduced to the safety threshold in three stages and the output is maintained stable. In the third-level warning state, the regional electronic fence locking program is activated, prohibiting the machine from moving in the out-of-bounds direction and marking the movement restricted area on the digital map. When the device coordinates return to the safe zone, the warning cancellation sequence is executed. First, the speed limit is lifted to restore normal hydraulic power output, then the sound and light alarm device is turned off to clear the warning light signal, and finally the electronic fence lock is released and a warning cancellation log containing the cancellation time is generated and uploaded to the cloud.

5. A highway operation safety supervision system according to claim 2, characterized in that: In the spatiotemporal determination module, the process of time matching verification specifically includes: Determine the status identifier level corresponding to the current timestamp. Within the first-level status identifier period, verify the presence of typical operating characteristics using mechanical vibration sensors, oil pressure sensors, and power output curves. When the absence of an operating characteristic is detected and its duration exceeds a preset tolerance threshold, it is marked as a time-sensitive abnormality state and a secondary feature review process is initiated. Within the protective delay window, the machine is allowed to complete the final action without triggering a time-sensitive failure determination, but the completion progress of the final action is recorded. If the timestamp exceeds the secondary status identifier period and crosses the end of the delay window, a time failure event report with the machine number and operation stage details is generated. The time domain verification freezing mechanism is activated during the status identifier level switching. After the freezing period ends, the verification program is reloaded and the temporary cache data is cleared.

6. A highway operation safety supervision system according to claim 1, characterized in that: In the spatiotemporal determination module, triggering road network traffic monitoring specifically includes: Receive activation instructions for spatial out-of-bounds event logs or time-limited failure event reports, and extract the machine identification code, out-of-bounds coordinate cluster set, failure time range data, and warning disposal records associated with the event; Send an operating range contraction control instruction to the mechanical control system. The contraction instruction includes the boundary retreat distance parameters, the geographical coordinate range of the moving restricted area, and the time window for the restricted area to take effect. Synchronously turn on the holographic traffic flow capture function of the roadside monitoring network, and the capture range covers all traffic paths within the radius of the operating point, including emergency lanes, auxiliary road diversion channels, and temporary walkways.

7. A highway operation safety supervision system according to claim 6, characterized in that: In the traffic counter-control module, the vehicle traffic mode change specifically includes: Deploy multi-source sensing arrays at key nodes of the affected road network. The arrays consist of high-precision laser scanning units, multi-directional geomagnetic sensing units, and ultra-high-definition video capture units. Continuously record the trajectory data stream of a group of vehicles. The trajectory stream includes a three-dimensional position point sequence, a speed change curve map, an acceleration fluctuation spectrum, a vehicle distance distribution matrix, and a vehicle type classification label. The core pattern variation characteristics of the trajectory flow before and after activation are compared and monitored. The variation characteristics specifically include the path dispersion increment value, speed distribution distortion rate index, vehicle distance compression index curve, trajectory deviation angle change and platoon continuity destruction degree.

8. A highway operation safety supervision system according to claim 7, characterized in that: In the traffic counter-control module, the process of generating the permission correction instruction is as follows: The path discreteness increment value is input into the spatial compression algorithm to generate the work area width reduction coefficient. The reduction coefficient is in direct proportional function relationship with the discreteness increment value and is optimized through cubic spline interpolation. The peak value of the headway compression index curve is input into the time compression algorithm to generate a construction period shortening ratio parameter. The shortening ratio is exponentially correlated with the headway index peak value and a smoothing factor is added. The width reduction coefficient and the time period shortening ratio are integrated to form a space-time joint correction parameter matrix. Based on the joint correction parameter matrix, the polygon vertex coordinate set data and the effective construction period set configuration information are reconstructed, and a traffic impact assessment summary report is attached.

9. A highway operation safety supervision system according to claim 8, characterized in that: In the traffic counter-control module, the reconstruction permission instruction set specifically includes: Receive the space-time joint correction parameter matrix data packet, parse the vertex coordinate correction value list and time period set update value configuration in the data packet, and verify the data integrity and logical consistency; Rewrite the original spatial data field storage values ​​and time data field records in the digital license instruction set, and retain the historical version for reference. The reconstructed license instruction set is encrypted and transmitted to the on-site supervision relay station equipment through a dedicated communication channel. At the same time, an update notification is pushed to the mobile terminal, triggering the real-time redrawing calculation module of the dynamic supervision boundary and the reloading configuration program of the operation stage identifier.

Images