A highway construction zone dynamic safety guidance system for complex traffic environment

Abstract

This invention relates to the field of highway construction technology, specifically a dynamic safety guidance system for highway construction areas in complex traffic environments. The system includes a traffic flow monitoring module, a spatial change recognition module, a risk zoning determination module, a dynamic guidance strategy module, and an information dissemination and coordination module. By combining real-time traffic flow monitoring data and spatial change information within the construction area, this invention constructs a dynamic guidance information generation mechanism. This mechanism can reflect changes in traffic conditions in real time, ensuring that guidance information within the construction area is consistent with actual traffic density and lane space changes. Different construction areas receive differentiated guidance based on risk level and traffic conditions, clearly delineating high-risk areas, improving the accuracy and timeliness of information dissemination, and dynamically adjusting the frequency and content of guidance information dissemination. This ensures traffic order and safety within the construction area and solves the problem of static and delayed information dissemination in traditional solutions.

Description

Technical Field

[0001] This invention relates to the field of highway construction technology, and in particular to a dynamic safety guidance system for highway construction areas in complex traffic environments. Background Technology

[0002] The field of highway construction technology mainly involves various technological processes, operational equipment, environmental adaptation measures, and traffic organization measures adopted during road construction and maintenance to ensure construction quality, efficiency, and operational safety. Among these, the traditional dynamic safety guidance system for highway construction areas refers to a type of system that provides traffic guidance and safety warnings for construction sections during road construction. It primarily relies on manually placed traffic signs, reflective cones, temporary traffic lights, and fixed warning screens, combined with manual patrols, to remind vehicles to pay attention to driving safety.

[0003] Traditional construction guidance relies on manually set traffic signs, reflective cones, and fixed signal equipment. It requires manual patrols to adjust traffic prompts, lacks a dynamic response mechanism, and cannot monitor changes in traffic flow and construction area space in real time. Changes in traffic flow density and lane space are not reflected in the guidance information in the first instance, resulting in information lag or disconnect from the actual situation. Risk assessment of different construction sections is difficult to identify accurately, and the prompts cannot be adjusted in a timely manner according to changes in traffic flow density and passage space. As a result, traffic management and safety assurance in the construction area lack flexibility and accuracy, and cannot effectively cope with complex traffic flow and frequently changing construction environment. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of existing technologies and propose a dynamic safety guidance system for highway construction areas in complex traffic environments.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a dynamic safety guidance system for highway construction areas oriented towards complex traffic environments, the system comprising:

[0006] The traffic flow monitoring module is based on ground inductive loops and millimeter-wave radar deployed inside and outside the construction area. It collects real-time data of vehicles passing through detection points, analyzes the flow distribution and density changes of each lane, judges traffic flow aggregation and dispersal phenomena, and obtains traffic flow change characteristics.

[0007] The spatial change recognition module is based on laser ranging equipment in the construction area. It analyzes the impact of spatial adjustments on lane width in the construction section, identifies narrowing or widening sections, and obtains information on changes in traffic width.

[0008] Based on the traffic flow change characteristics and traffic width change information, the risk zoning determination module analyzes the relationship between density and spatial change in each section, identifies and marks high-risk areas, determines potential traffic safety risks, and obtains traffic situation zoning identifiers.

[0009] Based on the traffic situation zone identifier, combined with traffic density, lane space change data and risk level information, the dynamic guidance strategy module determines the guidance needs of each construction area, adjusts the content and frequency of the guidance screen prompts, and obtains the zoned traffic guidance configuration.

[0010] Based on the zoned traffic guidance configuration, the information release coordination module arranges the timing of the release of prompt information, determines the demand for prompt information in each area, matches the dynamic guidance content to the traffic status, and obtains the rhythm of guidance content delivery.

[0011] The present invention is improved in that the traffic flow change characteristics include traffic status, flow direction trend and density; the traffic width change information includes bandwidth limit, spatial dynamic attributes and passable sections; the traffic status zoning identifier includes zoning level, traffic priority category and area warning code; the zoning traffic guidance configuration includes content type, indication method and response mechanism; and the guidance content delivery rhythm includes delivery time, push frequency and zoning distribution rules.

[0012] The present invention is improved in that the traffic flow monitoring module includes:

[0013] The data stream receiving submodule analyzes the raw vehicle traffic data collected by the ground induction coils and millimeter-wave radar deployed inside and outside the construction area. It combines the recorded entry and exit times and vehicle movement characteristics to match the trajectory data of each vehicle passing through each detection point, determine the correspondence between the data, identify continuous and valid vehicle traffic information, and obtain the vehicle traffic trajectory sequence.

[0014] Based on the vehicle passage trajectory sequence, the traffic index calculation submodule calculates the entry and exit times of vehicles passing through the detection points, analyzes the passage process of each vehicle at each detection point, classifies and counts the number of passing vehicles by lane, determines the vehicle distribution and road occupancy level of each lane in the same time period, and obtains the lane passage status dataset.

[0015] The traffic status determination submodule analyzes the synchronous changes in traffic frequency and occupancy density of each lane in each time period based on the lane traffic status dataset, determines the dynamic process of traffic flow concentration or dispersion, identifies the traffic flow changes in each area, and obtains the traffic flow change characteristics.

[0016] The present invention is improved in that the spatial change recognition module includes:

[0017] The fence change acquisition submodule is based on the laser ranging equipment in the construction area. It judges the positional changes of the fences at each section inside and outside the construction area in the time series, compares the coordinate offset of the same section at different times, identifies the fence sections that have moved or changed continuously, identifies data with spatial change characteristics on each section, and obtains fence boundary change data.

[0018] Based on the fence boundary change data, the lane width calculation submodule calculates the lateral coordinate spacing between the fences on both sides of each section, analyzes the distribution changes of the lateral space of the section during the construction process, determines the width and location distribution of the passable space of each section, marks the sections where the space shrinks or expands, and obtains the lateral passable space data of the lane.

[0019] The traffic space assessment submodule compares the changes in spatial width of each section over a continuous time series based on the lane lateral traffic space data, analyzes the spatial distribution change trend between adjacent sections, identifies continuous sections with narrowing or widening trends, and judges the dynamic evolution process of traffic space in the construction area to obtain traffic width change information.

[0020] The present invention is improved in that the risk zoning determination module includes:

[0021] The synchronization comparison submodule analyzes spatial change data based on the traffic flow change characteristics and traffic width change information, optimizes the correspondence between time window and traffic density change, compares spatial change and traffic flow change trends, calculates the consistency of the change direction of the two types of data in each segment, identifies segments with related change trends, and obtains the traffic pressure correlation sequence.

[0022] The high-density identification submodule analyzes the section information that meets the judgment criteria based on the traffic pressure correlation sequence, calculates the cumulative traffic density of the section, compares the cumulative density results of each section, identifies the areas where the cumulative density changes, and obtains the high-density section sequence.

[0023] The priority marker generation submodule optimizes the correlation between the traffic bandwidth of each segment and the changes in the number of lanes and the remaining traffic width based on the high-density segment sequence, using the following formula:

[0024] ;

[0025] Calculate the traffic situation conflict degree, filter out the section numbers that meet the judgment criteria, and obtain the traffic situation zoning identifier, where, Indicates the first Traffic situation conflict level of the section Indicates the first The change in bandwidth of a segment within a specified time period. Indicates the first The width equivalent of the change in traffic density in a section. Indicates the first Variation in the number of lanes in a section Indicates the first Remaining passable width of the section This represents a minimal constant.

[0026] The present invention is improved in that the dynamic induction strategy module includes:

[0027] Based on the traffic situation zone identifier, the guidance demand identification submodule classifies the traffic status of each guidance zone, calls up traffic flow density and lane space change data, compares the zone status with risk level parameters, performs zone parameter matching and risk condition discrimination, identifies the sections with guidance triggering conditions, and obtains guidance demand intensity information.

[0028] The guidance content generation submodule, based on the guidance demand intensity information, extracts the traffic flow density change information and spatial adjustment records corresponding to the partition according to the partition demand parameters, classifies the content structure of the guidance prompts through semantic matching, and combines text, icons and voice to obtain the guidance content configuration.

[0029] The inducement strategy configuration submodule, based on the inducement content configuration, obtains the inducement release priority score of each partition according to the prompt type corresponding to each partition, combined with the regional risk level and inducement release status, and performs sorting and matching of inducement content in each partition according to the score results to obtain the partition access guidance configuration.

[0030] The present invention is improved in that the information release coordination module includes:

[0031] Based on the zoned traffic guidance configuration, the layout analysis submodule analyzes the placement of guidance screens and broadcast terminals in the construction area, compares the spatial correspondence between each guidance device and the main traffic flow, judges the coverage effect of the guidance devices in each road zone, and obtains the layout configuration of the guidance devices.

[0032] Based on the layout and configuration of the guidance equipment, the demand judgment submodule analyzes real-time traffic flow and vehicle operation trends, compares the response of each area to the prompt information, filters the areas with more concentrated information demand, and then adjusts the priority order of the push of guidance content in each area to obtain the regional information demand sequence.

[0033] The guidance rhythm generation submodule analyzes the push frequency and content changes of guidance information in each partition based on the regional information demand sequence, and adjusts the information push timing and partition distribution order between terminals by combining the switching capability of the guidance screen display content, thereby obtaining the guidance content delivery rhythm.

[0034] The present invention is improved in that the detection point refers to the installation position of the vehicle detection equipment deployed in the construction area and its adjacent roads, the construction section refers to several cross sections divided along the longitudinal direction of the construction area, each section is a discrete observation section for analyzing lane space and traffic parameters, and the narrowing or widening area refers to the physical section where the passable width of the lane is reduced or restored to a larger width due to construction operations.

[0035] Compared with the prior art, the advantages and positive effects of the present invention are as follows:

[0036] This invention constructs a dynamic guidance information generation mechanism by combining real-time traffic flow monitoring data and spatial change information of the construction area. This mechanism can reflect changes in traffic conditions in real time, ensuring that guidance information within the construction area is consistent with actual traffic density and lane space changes. Different construction areas are given differentiated guidance based on risk level and traffic conditions, clearly delineating high-risk areas, improving the accuracy and timeliness of information dissemination, and dynamically adjusting the frequency and content of guidance information dissemination. This ensures traffic order and safety in the construction area, solves the problem of static and delayed information dissemination in traditional solutions, optimizes vehicle driving decisions, reduces traffic congestion and safety hazards, and improves overall traffic efficiency and safety during construction. Attached Figure Description

[0037] Figure 1 This is a system flowchart of the present invention;

[0038] Figure 2 This is a flowchart of the traffic flow monitoring module in this invention;

[0039] Figure 3 This is a flowchart of the spatial change recognition module in this invention;

[0040] Figure 4 This is a flowchart of the risk zoning determination module in this invention;

[0041] Figure 5 This is a flowchart of the dynamic induction strategy module in this invention;

[0042] Figure 6 This is a flowchart of the information release coordination module in this invention. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of this invention clearer, the 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 merely illustrative and not intended to limit the invention.

[0044] In the description of this invention, it should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, in the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0045] All user-related information involved in this invention (including but not limited to biometric information, identity verification information, behavioral data, device information, and other data that can be used for identity verification and personalized services) is collected and processed with the user's full knowledge and voluntary consent. The collection, storage, and use of all information strictly comply with applicable national and regional laws and regulations, and meet relevant data protection standards and policy requirements. The use of data is limited to purposes necessary for providing the technical services of this invention, and reasonable technical and management measures will be taken to ensure the security and confidentiality of users' personal information in terms of information protection and privacy.

[0046] Example: Please refer to Figure 1 This invention provides a technical solution: a dynamic safety guidance system for highway construction areas in complex traffic environments, comprising:

[0047] The traffic flow monitoring module uses ground induction coils and millimeter-wave radar deployed inside and outside the construction area to acquire real-time traffic flow data passing through the detection points, analyze the time interval between vehicle entry and exit, compare the traffic frequency and traffic density of each lane, determine the concentration and dispersal of traffic flow, identify the compression and diversion state of traffic, and obtain the characteristics of traffic flow changes.

[0048] The spatial change recognition module is based on the laser ranging equipment in the construction area to obtain data on the change of the position of the fence, analyze the impact of the fence changes on the lane width of each section of the construction area, combine the spatial information to determine the increase or decrease of the passage width, optimize the lane space adjustment strategy, locate the area of ​​lane narrowing or widening, and obtain the information on the change of passage width.

[0049] The risk zoning determination module analyzes the relationship between lane narrowing and traffic density changes based on traffic flow pattern change characteristics and traffic width change information, compares the synchronicity of traffic density and traffic space changes in each section, identifies high-risk areas and prioritizes them, determines potential traffic safety risks, and obtains traffic situation zoning labels.

[0050] The dynamic guidance strategy module is based on traffic situation zone identifiers, combined with traffic density, lane space change data and risk level information, to determine the guidance needs of the construction area, adjust the prompts displayed on the guidance screens of each section, optimize the display method and release frequency, and dynamically update according to traffic conditions to obtain the zoned traffic guidance configuration.

[0051] The information release coordination module analyzes the layout of guidance screens and broadcast terminals in the construction area based on the zoned traffic guidance configuration, determines the timing and frequency of information release, judges the demand for prompt information in each area, optimizes the information transmission order, and matches the dynamic guidance content with traffic conditions to obtain the rhythm of guidance content delivery.

[0052] Traffic flow change characteristics include traffic status, flow direction trend and density; traffic width change information includes bandwidth limit, spatial dynamic attributes and passable sections; traffic status zoning identification includes zoning level, traffic priority category and area warning code; zoning traffic guidance configuration includes content type, instruction method and response mechanism; guidance content delivery rhythm includes delivery time, push frequency and zoning distribution rules.

[0053] In the traffic flow monitoring module, the detection point refers to the installation location of vehicle detection equipment (such as the location of inductive loops and millimeter-wave radar) deployed in the construction area and its adjacent roads, used to collect vehicle data passing through the point; the entry and exit time interval refers to the time difference between vehicles entering and leaving the same detection point (or the time difference between vehicles passing through multiple detection points), used to analyze the dwell or passage rate of vehicles on this road segment; the passage frequency refers to the number of times or flow changes of vehicles passing through the detection point in a certain lane within a set period, which is a key indicator for measuring traffic flow activity and traffic status; the traffic density refers to the density of vehicles per unit distance, used to judge the current congestion status of the lane; the concentration and dispersion status refers to the spatial or temporal aggregation (i.e., a large number of vehicles concentrated in a certain area or time period) and dispersion (i.e., vehicles are evenly distributed or pass through in batches); the compression and diversion status refers to the dynamic process of traffic flow aggregation (compression) or diversion (diversion) caused by the setting of the construction area or traffic management, which directly reflects the traffic flow organization effect under the influence of construction.

[0054] In the spatial change recognition module, the data on changes in the location of the construction site fences refers to the changes in the spatial coordinates of the fences set up on both sides of the construction area during construction, reflecting the dynamic adjustments of the construction site fences, such as shrinkage, movement, and expansion. Each section of the construction area refers to several cross sections divided along the longitudinal direction of the construction area. Each section is a discrete observation section for analyzing lane space and traffic parameters. The spatial information of the location refers to the spatial attributes such as geographic coordinates, width, and height associated with each section, used to describe the actual physical state of the current section. The increase or decrease refers to the dynamic process of the lane width or passable space widening or narrowing as the fences are adjusted. The lane space adjustment strategy refers to the rearrangement or optimization scheme of the road space in the construction area based on the real-time monitoring results, such as adjusting the fences, redrawing lane lines, and adjusting the scope of the construction area. The narrowed or widened area refers to the specific physical section where the passable width of the lanes decreases (narrows) or increases (widens) due to construction operations.

[0055] In the risk zoning determination module, each section refers to multiple small areas or zones within the construction area, divided according to spatial location and traffic conditions. Each section can be monitored and managed independently. Changes in traffic space refer to the dynamic changes in spatial factors affecting vehicle passage, such as lane width and obstacle location, within each section. Synchronicity refers to whether lane narrowing and changes in traffic density occur simultaneously, and their correlation is determined by comparing the trends of the two types of data. High-risk areas refer to sections with concentrated traffic safety hazards identified based on parameters such as traffic density, space narrowing, and historical risks. Priority marking refers to specially marking high-risk areas so that subsequent guidance strategy modules can prioritize them and take measures. Traffic safety risks refer to safety hazards such as vehicle collisions and congestion caused by limited space, concentrated traffic flow, and reduced visibility during construction.

[0056] In the dynamic guidance strategy module, guidance demand refers to the actual demand for guidance information (such as prompts for deceleration, lane changing, and detour) in different areas of the construction zone under the current traffic conditions; prompt content refers to the specific information content published on the guidance screen, such as "The left lane is narrowing, please merge into the lane"; display method refers to the information display format adopted by guidance screens, broadcasts, and other equipment, including text, icons, voice, lights, etc.; and publication frequency refers to the time interval or cycle between the updating and publication of guidance information, used to dynamically adjust the real-time nature of information push.

[0057] In the information release coordination module, timing and frequency refer to the push of guidance information to different guidance screens or broadcast terminals in a predetermined order (sequential order) and at a certain time frequency; information transmission order refers to the order in which information is pushed to guidance terminals in different areas of the construction zone so as to guide vehicles in a zoned and orderly manner; dynamic guidance content refers to the guidance prompts that are adjusted in real time based on the latest risk, traffic flow and spatial data to ensure that the content is always consistent with the current traffic conditions.

[0058] Please see Figure 2The traffic flow monitoring module includes:

[0059] The data stream receiving submodule analyzes the raw vehicle traffic data collected by the ground induction coils and millimeter-wave radar deployed inside and outside the construction area. It combines the recorded entry and exit times and vehicle movement characteristics to match the trajectory data of each vehicle passing through each detection point, determine the correspondence between the data, identify continuous and valid vehicle traffic information, and obtain the vehicle traffic trajectory sequence.

[0060] Inductive loop detectors and millimeter-wave radars were deployed in the construction area and adjacent roads. The inductive loop detectors are triggered by electromagnetic changes generated when vehicles pass over them, collecting the time of vehicle appearance at detection points. The millimeter-wave radar continuously transmits and receives high-frequency electromagnetic waves to obtain vehicle speed and distance information. The raw data collected by both types of equipment were uniformly recorded in a buffer, labeled with equipment number, timestamp, and location code as a preliminary index. Then, vehicle data from all detection points within the same time period were retrieved, and the time, speed, and location of vehicle appearance were sorted. By comparing the time difference between a vehicle's entry and exit at two different detection points, combined with the maximum and minimum speed range thresholds, it was determined whether it was continuous trajectory data of the same vehicle. For example, if a vehicle appeared at point A at 08:01 and at point B at 08:00... 03. If the distance is 400 meters, the average speed is calculated at 200 meters per minute. This speed is within the allowable passage speed range of 20 to 200 meters per minute specified in the construction area, and is therefore considered continuous data. If the interval time is too short or the speed calculation result is abnormal, the trajectory is discarded. By analyzing the entry and exit time of each vehicle at different detection points and cross-comparing the data sets between adjacent detection points, if the trajectory time continuity is met and the speed range is reasonable, the vehicle data is considered valid trajectory information. At the same time, it is determined whether there are any abnormalities such as isolated time points, extremely short intervals, or reverse speed trends in each detection point. Invalid segments are cleaned, and complete and continuous vehicle passage trajectories are retained. The trajectories are sorted by vehicle number and time and stored in the trajectory database as the basis for subsequent module analysis to obtain the vehicle passage trajectory sequence.

[0061] The traffic index calculation submodule calculates the entry and exit times of vehicles through the detection points based on the vehicle traffic trajectory sequence, analyzes the passage process of each vehicle at each detection point, classifies and counts the number of passing vehicles by lane, determines the vehicle distribution and road occupancy level of each lane in the same time period, and obtains the lane traffic status dataset.

[0062] Using vehicle travel trajectory sequences as input data, the system first retrieves the entry and exit time information of each vehicle at each detection point, extracting the specific entry and exit times for each instance. It then calculates the travel time and time sequence at each detection point, establishing a time chain for the same vehicle's travel process at different detection points. This allows for the statistical analysis of the time taken to completely pass through the construction zone or a specific section. By querying a table mapping vehicle IDs to detection point IDs, the system locates and categorizes each vehicle's travel path. All vehicle records at each detection point are then categorized and statistically analyzed according to lane IDs. The number of vehicles passing through a lane within the same time period is accumulated and summarized, with each minute as the minimum time unit. To statistically analyze traffic volume, for example, between 08:00 and 08:05, lane A had 12 vehicles, lane B had 8, and lane C had 4. By comparing the traffic volume differences between different lanes, the traffic pressure of the lanes can be initially quantified. Then, based on the lane length and the number of vehicles in that time period, the vehicle density per unit length can be assessed. Combined with the road segmentation rules preset in the construction area, the data is used as the input for the occupancy status of each lane segment, generating lane traffic status records for each time slice. After being summarized sequentially, a traffic status dataset reflecting the traffic frequency, vehicle distribution, and road occupancy level of each lane in different time periods is formed.

[0063] The traffic status determination submodule analyzes the synchronous changes in traffic frequency and occupancy density of each lane at different times based on the lane traffic status dataset, determines the dynamic process of traffic flow concentration or dispersion, identifies the traffic flow changes in each area, and obtains the traffic flow change characteristics.

[0064] The system receives a traffic status dataset and performs parallel analysis on the traffic frequency and occupancy density of each lane within each minute time slice. First, it sorts the traffic frequency of each lane in ascending order by time. Then, it retrieves the vehicle density value for the corresponding time slice. By analyzing the synchronous change trend of frequency and density of each lane within adjacent time slices, if the frequency of a lane continuously increases within 3 minutes and the density also shows an increasing trend, it is initially determined that there is a traffic concentration trend in that lane. Conversely, if the frequency decreases but the density increases, it is determined that there is vehicle congestion or blockage. If both frequency and density decrease, it is considered traffic dispersal. The system is divided by setting judgment intervals. For example, if more than 15 vehicles pass through a lane within one minute and the density is greater than 50 vehicles per kilometer, it is considered a concentrated traffic flow. If fewer than 5 vehicles pass through and the density is less than 20 vehicles per kilometer, it is considered an evacuation. The analysis results of three consecutive time slices are used to make a comprehensive judgment, thereby forming the traffic flow dynamic process of each lane during construction. Then, based on the spatial location of the lane, the concentrated and evacuation states of lanes within each construction section are compared, marking high-density concentrated traffic areas and low-density evacuation areas. This allows for the identification of traffic flow change trends in different sections within the entire construction area, obtaining traffic flow pattern change characteristic data indexed by time period and spatial partition.

[0065] Please see Figure 3 The spatial change recognition module includes:

[0066] The fence change acquisition submodule is based on the laser ranging equipment in the construction area. It judges the positional changes of the fences at each section inside and outside the construction area in the time series, compares the coordinate offset of the same section at different times, identifies the fence sections that have moved or changed continuously, identifies data with spatial change characteristics on each section, and obtains fence boundary change data.

[0067] Laser reflection points are set on both sides of the fence at each cross-section. By setting the laser emission time interval and reception return time, the reflection distance of each side of the fence at each cross-section is recorded sequentially under a fixed time series. Each laser scan record is saved with millimeter-level accuracy. The timestamp, cross-section number, fence side identification, and distance value are stored together as time series data. Next, the fence position data collected at different time points for the same cross-section number are longitudinally paired, and the coordinate offset of each set of data is compared. If the lateral coordinate offset of the fence at two adjacent time points exceeds a set offset threshold, it is determined that the cross-section has moved. The offset threshold is based on the error range specified for the construction area and is usually set to 50 mm. For example, if the coordinates of the left fence at section D03 are X=2.050 meters at 09:00 and X=2.120 meters at 09:30, the offset is 70 millimeters, exceeding the set threshold. This indicates that the fence has moved. Further, sections with significant offsets at multiple consecutive times are extracted and classified as continuously changing segments. Sections with multiple unstable position records in the time series are also screened and marked as high-variable sections. Then, all fence records with offset values ​​exceeding the threshold are combined with the section number, timestamp, and direction information to form a fence change list, outputting fence boundary change data with time, position, and spatial movement characteristics.

[0068] The lane width calculation submodule calculates the lateral coordinate spacing between the two sides of the enclosure based on the enclosure boundary change data, analyzes the distribution changes of the lateral space of the enclosure during the construction process, determines the width and location distribution of the passable space of each enclosure, marks the enclosures where the space shrinks or expands, and obtains the lateral passable space data of the lane.

[0069] Based on the data on changes in the perimeter fencing boundaries, the lateral coordinate distance between the left and right fencing coordinates of each section at a certain time point is first calculated. Then, the left and right distance measurements at the same time are retrieved according to the section number, and the difference between the left and right coordinates is calculated. The result is the lateral width of the lane at that section at that time. For example, if section number D05 has a left fencing position of X=1.800 meters and a right fencing position of X=6.500 meters at 10:00, the lane width at that time is 4.700 meters. Subsequently, the lane width values ​​for each section at different time points are iterated and compared with the initial reference width set for that section. The reference width depends on the normal traffic width specified in the design drawings, and is usually set to 4.500 meters. When the calculated value is less than the baseline width and the difference exceeds 0.200 meters, it is determined that the cross-section has undergone a space reduction operation. Conversely, if the current width is greater than the baseline width and the difference is greater than 0.200 meters, it is determined that the space has expanded. The threshold setting is adjusted according to the minimum standard for passage, and is generally set above 200 mm. When judging the spatial change attribute, it is also necessary to perform cross-analysis on whether the left and right barriers move at the same time. If only one side has a positional shift, it is marked as a unilateral change; otherwise, it is recorded as a bilateral change. Next, all cross-section width information and change trends are recorded in the spatial analysis table, marking the shrinking, expansion, or no change status of each cross-section, and attaching time point information as a snapshot of the lateral spatial status, forming lane lateral passable space data that reflects the changes in the spatial width and distribution of each cross-section.

[0070] The traffic space assessment submodule compares the changes in spatial width of each section over a continuous time series based on the lateral traffic space data of the lanes, analyzes the spatial distribution change trend between adjacent sections, identifies continuous sections with narrowing or widening trends, and judges the dynamic evolution process of traffic space in the construction area to obtain traffic width change information.

[0071] Using lane lateral passable space data as input, the width change records of all cross-sections in continuous time series are analyzed one by one. First, the lane width of each cross-section at adjacent time points is compared, and the positive and negative trends of the change values ​​are recorded. The minimum change recognition unit is set to 50 mm. If the change value between two time points is greater than this recognition unit, it is recorded as a valid change record. Then, the change trends of all continuous time points of each cross-section are sequenced and combined. By searching for cross-section sequence segments with consistent change direction in multiple continuous time points, for example, if the lane width of a certain cross-section is 4.700 meters, 4.500 meters, and 4.300 meters in the three time periods of 10:00, 10:30, and 11:00 respectively, the continuous lane width of that cross-section is identified. If a negative change exists, it is identified as a narrowing trend segment. If the direction of change changes from negative to positive or remains stable for more than three time points, it is considered a trend interruption. Subsequently, the lateral spatial changes of adjacent sections are compared to determine whether they belong to the same change segment. If adjacent sections show continuous changes in the same direction within the same time series, they are merged into spatial change blocks. The starting section number, ending section number, direction of change, and duration of each block are recorded. At least three consecutive sections with the same change for two consecutive time periods are required to define a continuous trend segment. Based on the identification results, the narrowing and expansion trends of the lanes in the construction area are divided into segments to form a complete record of the dynamic evolution process of the traffic space and output the traffic width change information.

[0072] Please see Figure 4 The risk zoning determination module includes:

[0073] The synchronization comparison submodule analyzes spatial change data based on traffic flow pattern change characteristics and traffic width change information, optimizes the correspondence between time window and traffic density change, compares spatial change and traffic flow change trends, calculates the consistency of the change direction of the two types of data in each segment, identifies segments with related change trends, and obtains the traffic pressure correlation sequence.

[0074] A one-to-one data mapping table is established according to the section number. The spatial change trend and traffic flow characteristics of each construction section within any time slice are recorded. An analysis window is constructed with a 5-minute initial time unit, recording the direction of lane width change and traffic density change for each section within that window. For example, in section A, during the time window from 09:00 to 09:05, the lane width decreases from 4.0 meters to 3.6 meters, recorded as a negative change. Simultaneously, the traffic density in this section increases from 30 vehicles / km to 45 vehicles / km, recorded as a positive change. The consistency of the change trend is calculated based on the combination of the directional signs of the two types of data. If the direction of spatial shrinkage is consistent with the direction of traffic density increase, it is defined as a positive consistency relationship. If the space increases and the traffic density decreases, it is also a positive consistency relationship. Inconsistency is defined as negative consistency. Then, the directional consistency status of each segment within each time window is statistically accumulated. The statistical period is usually set to at least 30 minutes. If the consistency is positive 3 times, it is judged as a segment with a change trend. If all consistency statuses are negative or zero within the set period, the segment is removed. Then, by adjusting the analysis window granularity, the time window width is changed from 5 minutes to 3 minutes, 10 minutes or 15 minutes. The overlap ratio of trend consistency identification results under each granularity is compared. The optimal window length is selected based on the maximum overlap rate to further enhance the stability of trend pairing. Segments with a positive consistency correlation between the spatial change direction and the traffic flow density change direction under the optimal time window configuration are screened and combined in chronological order to form a traffic pressure correlation sequence.

[0075] The high-density identification submodule analyzes the information of sections that meet the judgment criteria based on the traffic pressure correlation sequence, calculates the cumulative traffic density of the sections, compares the cumulative density results of each section, identifies the areas of density cumulative change, and obtains the high-density section sequence.

[0076] The traffic density values ​​within each associated segment are analyzed segment by segment to determine whether the segment meets the high-density criteria. First, the traffic density values ​​of each segment over consecutive time slots are accumulated and divided by the number of time slots to obtain the average density value. Then, a preset high-density benchmark is used as the comparison standard. This benchmark value is set according to the nature of the construction area and the designed lane capacity, generally set to 45 vehicles / km. If the density values ​​of a segment over five time slots are 40, 50, 55, 47, and 52 respectively, the cumulative density is 244, and the average density is 48.8. Comparing 48.8 and 45, the segment's density is determined to meet the high-density criteria. Then, all segments meeting the high-density conditions are further analyzed. The sections are sorted by number and the difference between them and the surrounding sections that do not meet the standard is calculated. If the difference between adjacent sections is more than 15 vehicles / km, the high-density section is further marked as a prominent phenomenon area. All high-density sections that meet the conditions are then combined to form a high-density section sequence. In addition, the construction status and fence location information when the high-density section appears are recorded for cross-reference. For example, if a high-density section appears in a section where the lane width is reduced from 4.2 meters to 3.4 meters and the guidance screen update is delayed by more than 5 minutes, the dense state is additionally marked as a high-risk dense area and recorded in the sequence for subsequent modules to call, forming a high-density section sequence that meets the density judgment threshold and has a statistical trend.

[0077] The priority marker generation submodule, based on the high-density section sequence, optimizes the correlation between the traffic bandwidth of each section and the changes in the number of lanes and the remaining traffic width, using the formula:

[0078] ;

[0079] Calculate the traffic situation conflict degree, filter out the section numbers that meet the judgment criteria, and obtain the traffic situation zoning identifier, where, Indicates the first Traffic situation conflict level of a section indicates the intensity of conflict caused by the combined effects of spatial changes and traffic flow conditions in that section. Indicates the first The change in bandwidth of a segment within a specified time period reflects the degree of contraction or expansion of the segment's traffic space. Indicates the first The width equivalent of the change in traffic density in a section represents the dynamic change in traffic density in that section per unit time. Indicates the first The change in the number of lanes in a section reflects the amount of change in the number of lanes in that section during the monitoring period. Indicates the first The remaining passable width of a section indicates the actual width of the section that can be used by vehicles after the current spatial adjustment. Represents a minimal constant, used to prevent When the denominator is zero, division by zero occurs;

[0080] Traffic situation conflict level refers to the quantitative result of the degree of traffic operation contradictions or conflicts formed under the combined effects of multiple factors such as spatial changes (e.g., narrowing / expansion of traffic bandwidth), fluctuations in traffic density, and changes in lane structure within a construction area or road section. Traffic situation conflict level is quantified by a formula to reflect the strength of potential traffic risks or pressures caused by a combination of factors such as spatial adjustments (bandwidth changes), traffic flow states (density changes), and changes in the number of lanes in a specific section within a specific time period. A higher conflict level value means that the narrowing of space and the concentration of traffic flow in that section are more synchronized, with drastic lane changes and limited remaining traffic space, making vehicles more prone to traffic problems such as congestion, lane-changing conflicts, rear-end collisions, and minor scrapes in that area. A lower conflict level value indicates a more balanced spatial and flow conditions in that section, with a lower risk level.

[0081] Get the Change in the original bandwidth of the segment Traffic density change Changes in the number of lanes and remaining passable width The system employs a minimum-maximum normalization method for scaling parameters with different dimensions. The normalization benchmark is determined by the historical monitoring range of all high-density sections within the current construction area. In the example, the original bandwidth change in section 4 is... Its interval After internal normalization, we get The original change in traffic density is In the interval After internal normalization, we get The original number of lanes changed by the following amount. In the interval After internal normalization, we get The original remaining passable width is In the interval After internal normalization, we get And set a very small constant. After normalization, substitute the normalized parameters into the formula:

[0082] ;

[0083] Calculate the denominator:

[0084] ;

[0085] Calculate the bandwidth term:

[0086] ;

[0087] Calculate the traffic flow-lane coupling term:

[0088] ;

[0089] ;

[0090] Combine the two items:

[0091] ;

[0092] The calculation result is:

[0093] ;

[0094] Traffic situation conflict level The results are divided into the following intervals:

[0095] when When the passage is stable, it indicates that the spatial changes and flow patterns are basically uncoupled, and it is classified as a "normal passage area".

[0096] when When this occurs, it indicates that there is slight traffic interference in the section, which is classified as a "low concern section" due to local narrowing or temporary increase in density.

[0097] when When this occurs, it indicates that the trend of traffic congestion is beginning to emerge, and there is a certain synchronicity between spatial and flow pattern changes, which is classified as a "moderate risk area".

[0098] when At this point, it indicates that space compression and traffic conflict have reached a stage of enhanced coupling, and are classified as "high-risk candidate segments";

[0099] when When the spatial compression intensity is high and occurs simultaneously with dense traffic flow, it has reached the intervention threshold for judgment and is classified as a "priority marking area". It is necessary to enter the dynamic guidance strategy module for instruction configuration.

[0100] The results indicate that the calculated traffic situation conflict degree Belongs to the interval The fact that it has been clearly classified as a "priority marking area" indicates that there is a high degree of overlap between space narrowing and traffic pressure in the current cycle. This value exceeds the intervention threshold, which means that this section must be included in the list of zones that require key intervention.

[0101] Please see Figure 5 The dynamic induction strategy module includes:

[0102] The guidance demand identification submodule classifies the traffic status of each guidance zone based on the traffic situation zone identifier, calls traffic density and lane space change data, compares the zone status with risk level parameters, performs zone parameter matching and risk condition discrimination, identifies the sections with guidance trigger conditions, and obtains guidance demand intensity information.

[0103] The construction area is divided according to preset zoning rules. It is further divided into different guidance zones based on factors such as traffic density, lane width, and fencing setup. Each zone has a specific traffic condition. The condition of each guidance zone is classified based on real-time collected traffic density and lane space change data. For example, if a section has a traffic density of 50 vehicles / km and a lane width of 3.2 meters, it is classified as a high-density, congested zone. Once the density in this area exceeds a certain threshold, further analysis is initiated, comparing the risk level parameters of each zone with preset risk level standards to check the current section. The system determines whether the traffic density and lane space meet the triggering conditions for guidance needs. For example, if the density is greater than 45 vehicles / km and the lane width is less than 3.5 meters, the section will be marked as a high-risk area and enter the guidance triggering range. Sections that meet the conditions are prioritized for screening. Next, a section parameter matching operation is performed to compare the actual traffic status of each section with the set guidance demand standards. If the risk level of the current section meets the set standards, it is determined to be a section with guidance demand. Through analysis and comparison, the guidance demand intensity information of each section is obtained. This information will provide a basis for the generation of subsequent guidance content and help to formulate reasonable guidance strategies.

[0104] The guidance content generation submodule is based on guidance demand intensity information. It extracts traffic density change information and spatial adjustment records corresponding to the partition according to the partition demand parameters. It performs content structure classification of guidance prompts through semantic matching and combines text, icons and voice to obtain guidance content configuration.

[0105] For each zone requiring guidance, the corresponding traffic density change information and spatial adjustment records are extracted. The real-time data analysis module is then invoked to extract traffic density change data for each zone within a specific time window. For example, if the traffic density in a certain section increases from 30 vehicles / km to 50 vehicles / km within 15 minutes, this change value will be used as a reference for generating guidance content. Next, based on the change data and regional characteristics, the guidance prompts are categorized through semantic matching. Different guidance information is generated according to the different traffic density and spatial adjustments. For sections with high density, the guidance content is "Traffic is heavy, please slow down and queue." For areas with narrowing space, the guidance content is... The system displays a message such as "Lane narrowing, please merge in advance." Furthermore, based on the specific needs of each area, guidance information is organized in various formats, including text, icons, and voice prompts. For example, in the case of a narrow lane, the guidance screen will display a "Lane narrowing" icon and provide a voice prompt, "Lane narrowing ahead, please merge." Information is flexibly combined according to the needs of different zones to ensure the guidance content is highly practical and targeted. Finally, based on the needs of each zone and information such as existing traffic density, spatial changes, and guidance methods, detailed guidance content configurations are generated for dynamic dissemination on guidance screens and broadcast systems in the construction area, ensuring the accuracy and timeliness of the guidance information.

[0106] The inducement strategy configuration submodule, based on the inducement content configuration, uses the following formula according to the prompt type corresponding to each partition, combined with the regional risk level and inducement release status:

[0107] ;

[0108] Obtain the priority score for partition-based guided releases, and perform sorting and matching of guided content for each partition based on the score results to obtain the partition-based access guidance configuration. Indicates the first The partition-based induced release priority score, Indicates the first Traffic density in different zones This represents the average traffic density across all zones. Indicates the first Risk level of the zone, Indicates the first The lane width variation ratio of the zone, Indicates spatially varying excitation factors. Indicates the first Frequency of promotional information released in different zones;

[0109] Induced release priority score ( ) refers to the first The score for each zone is a comprehensive quantitative score reflecting its current traffic guidance needs and priorities. This score is calculated through weighted and standardized calculations based on multiple parameters, including the difference between its traffic density and the average density of the entire zone, zone risk level, lane width change ratio, spatial change incentive factors, and the frequency of current guidance information dissemination. This score comprehensively measures whether each zone, under multiple dimensions such as traffic conditions, risk status, spatial changes, and information dissemination frequency, currently needs to prioritize the dissemination, updating, and strengthening of traffic guidance information. A higher score indicates a more prominent need for guidance dissemination in the current dynamic environment, and this zone should be given priority in system scheduling or guidance information delivery.

[0110] Retrieve the original parameters associated with the partition, including traffic density. Based on the statistics of the number of vehicles per unit distance in this area, a certain construction section was designated as the first... The zone monitors traffic density within a specified time window. The upper and lower limits of traffic flow density in the monitoring section are respectively and After range normalization, the corresponding value is: The average traffic density of all zones was calculated simultaneously as follows: After normalization, it becomes Risk level Based on the traffic risk classification standard, it is rated as Level 4, with a maximum score of 5. After normalization, it is... The lane width changed from the width before construction. Reduced to The difference is The normalized width change ratio is Spatial variation excitation factor Set as a fixed constant Frequency of misleading information release The frequency was 3 times within the current statistical period, and the maximum frequency within the monitoring period was 6 times, after normalization. Substitute the above normalized parameters into the formula:

[0111] first step:

[0112] ;

[0113] Step Two:

[0114] ;

[0115] Step 3:

[0116] ;

[0117] Step 4: Combine the molecules to obtain:

[0118] :

[0119] Step 5, denominator:

[0120] ;

[0121] The calculation result is:

[0122] ;

[0123] Compare based on the established scoring benchmark range:

[0124] The area is classified as a "low-priority zone," indicating that the current traffic situation in the area is stable, spatial dynamics are limited, and information is pushed frequently.

[0125] This belongs to the "regular priority partition" and is suitable for periodic content publishing;

[0126] It belongs to the "medium-high priority zone" and is used to identify areas where the intensity of traffic pressure fluctuations is large and the degree of spatial change interference is obvious in the current time period, and where the issued guidance frequency has failed to effectively disperse traffic.

[0127] When rating When this occurs, it is classified as an "emergency priority zone," indicating that the area has a complex situation of abnormally concentrated traffic flow, high risk level, and significant traffic interference. Its content should be placed at the top of all guidance screens and published simultaneously.

[0128] Therefore, the rating This falls under the medium-to-high priority segment for triggering pre-emptive guidance prompts. This segment's scoring applies to proactively pushing clear and dynamic guidance instructions, prioritizing the arrangement of text and icon combinations in the guidance configuration.

[0129] Please see Figure 6 The information release coordination module includes:

[0130] The layout analysis submodule analyzes the placement of guidance screens and broadcast terminals in the construction area based on the zoned traffic guidance configuration, compares the spatial correspondence between each guidance device and the main traffic flow, judges the coverage effect of guidance devices in each road zone, optimizes the distribution order of guidance devices, and obtains the layout configuration of guidance devices.

[0131] The guidance screens and broadcast terminals already deployed within the construction area are numbered and located. A mapping table is created by calling the location information of each guidance device and its corresponding zone number. Then, based on the construction drawings, the coordinate path sequence of the main traffic flow in the construction area is obtained. The minimum lateral distance between each guidance device and the main traffic flow is calculated. Devices with a lateral distance of less than 2.5 meters are marked as valid corresponding devices. If a device is more than 5 meters away from the main traffic flow or its view is obstructed by fencing, it is marked as a poorly positioned device. Through the above spatial correspondence analysis, a spatial matching degree table between guidance devices and each main flow segment is established. For devices with low matching degrees... The devices with a coverage area of ​​0.5 were screened and marked. Then, the number of guidance devices in each zone and their coverage area were counted. Areas with a coverage area of ​​less than 300 square meters or no device coverage were marked as blind spots. The devices were sorted according to the number and area of ​​blind spots. The order of guidance devices in blind spots and weak coverage areas was optimized and adjusted. Some guidance devices in low priority areas were redeployed to zones with frequent traffic conflicts or drastic traffic flow fluctuations. It was ensured that the guidance devices were arranged in the order of traffic flow in each zone. The distance between the guidance screens from the entrance area to the exit area was no more than 50 meters. This resulted in a layout configuration of guidance devices that met the coverage requirements and had a reasonable layout sequence.

[0132] The demand judgment submodule analyzes real-time traffic flow and vehicle operation trends based on the layout and configuration of guidance equipment, compares the response of each area to the prompt information, filters the areas with more concentrated information demand, and then adjusts the priority order of push of guidance content in each zone to obtain the regional information demand sequence.

[0133] Real-time traffic flow data and vehicle trajectory information are collected for each zone within a specified time window. The average vehicle speed, instantaneous traffic density, and vehicle passing frequency of the road in front of each guidance device are statistically analyzed. Combined with the guidance content push records, the response difference between the release time of each guidance screen prompt and the vehicle passing time is obtained. For example, if the guidance screen updates the content "lane narrowing" at 10:00, and vehicle A slows down and merges into the lane at 10:01, it is considered to have responded to the prompt. If there is no change for more than 5 minutes, it is considered to have no response. The vehicle response ratio of each zone is statistically analyzed. If the response rate is greater than 60%, it is marked as a high response zone, and if it is less than 30%, it is marked as a low response zone. The zones are sorted from low to high response rate, and areas with a response rate of less than 50% but traffic flow exceeding the benchmark value (e.g., 200 vehicles / hour) are selected as zones with concentrated information demand. The priority of guidance content push for the zones is adjusted, increasing the push frequency of high demand zones, while reducing the push level of areas with high response rates but low traffic flow. The information demand level of all zones in the current period is sorted by priority to form a regional information demand sequence.

[0134] The guidance rhythm generation submodule analyzes the push frequency and content changes of guidance information in each zone based on the regional information demand sequence, and adjusts the information push sequence and zone distribution order between terminals by combining the switching capability of the guidance screen display content, thus obtaining the guidance content delivery rhythm.

[0135] Extract the current content push frequency and content change history of each partition, count the number of content changes per unit time of the guidance screen and compare it with the maximum switchable frequency of the screen. For example, if a guidance screen is allowed to switch information once every 30 seconds, but it is currently switching once every 3 minutes, then the current load is 17%. By comparing the load rate of the guidance screen with the information demand level of the partition, if the demand level of a partition is the highest level and the load rate of the guidance screen is less than 30%, then its push frequency is set to the minimum cycle interval. Then, arrange the guidance screens of each partition on the timeline according to the push demand order, and set the minimum interval between the information push start time and the next push time to 10 seconds and the maximum to no more than 120 seconds. By adjusting the push trigger time between the guidance screen and the broadcast terminal, the prompt content of adjacent terminals is avoided from overlapping. If the distance between adjacent screens is less than 30 meters, then its push interval is set to be greater than 30 seconds to further ensure that the information delivery rhythm is clear and distinct. Finally, summarize the push time points, content update order and inter-terminal coordination intervals in all partitions and output the guidance content delivery rhythm.

[0136] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments that can be applied to other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A dynamic safety guidance system for highway construction areas in complex traffic environments, characterized in that, The system includes: The traffic flow monitoring module is based on ground inductive loops and millimeter-wave radar deployed inside and outside the construction area. It collects real-time data of vehicles passing through detection points, analyzes the flow distribution and density changes of each lane, judges traffic flow aggregation and dispersal phenomena, and obtains traffic flow change characteristics. The spatial change recognition module is based on laser ranging equipment in the construction area. It analyzes the impact of spatial adjustments on lane width in the construction section, identifies narrowing or widening sections, and obtains information on changes in traffic width. Based on the traffic flow change characteristics and traffic width change information, the risk zoning determination module analyzes the relationship between density and spatial change in each section, identifies and marks high-risk areas, determines potential traffic safety risks, and obtains traffic situation zoning identifiers. The risk zoning determination module includes: The synchronization comparison submodule analyzes spatial change data based on the traffic flow change characteristics and traffic width change information, optimizes the correspondence between time window and traffic density change, compares spatial change and traffic flow change trends, calculates the consistency of the change direction of the two types of data in each segment, identifies segments with related change trends, and obtains the traffic pressure correlation sequence. The high-density identification submodule analyzes the section information that meets the judgment criteria based on the traffic pressure correlation sequence, calculates the cumulative traffic density of the section, compares the cumulative density results of each section, identifies the areas where the cumulative density changes, and obtains the high-density section sequence. The priority marker generation submodule optimizes the correlation between the traffic bandwidth of each segment and the changes in the number of lanes and the remaining traffic width based on the high-density segment sequence, using the formula: ； Calculate the traffic situation conflict degree, filter out the section numbers that meet the judgment criteria, and obtain the traffic situation zoning identifier, where, Indicates the first Traffic situation conflict level of the section Indicates the first The change in bandwidth of a segment within a specified time period. Indicates the first The width equivalent of the change in traffic density in a section. Indicates the first Changes in the number of lanes in a section Indicates the first Remaining passable width of the section Indicates a minimal constant; Based on the traffic situation zone identifier, combined with traffic density, lane space change data and risk level information, the dynamic guidance strategy module determines the guidance needs of each construction area, adjusts the content and frequency of the guidance screen prompts, and obtains the zoned traffic guidance configuration. Based on the zoned traffic guidance configuration, the information release coordination module arranges the timing of the release of prompt information, determines the demand for prompt information in each area, matches the dynamic guidance content to the traffic status, and obtains the rhythm of guidance content delivery.

2. The dynamic safety guidance system for highway construction areas in complex traffic environments according to claim 1, characterized in that, The traffic flow change characteristics include traffic status, flow direction trend and density; the traffic width change information includes bandwidth limit, spatial dynamic attributes and passable sections; the traffic status zoning identifier includes zoning level, traffic priority category and area warning code; the zoning traffic guidance configuration includes content type, indication method and response mechanism; and the guidance content delivery rhythm includes delivery time, push frequency and zoning distribution rules.

3. The dynamic safety guidance system for highway construction areas in complex traffic environments according to claim 1, characterized in that, The traffic flow monitoring module includes: The data stream receiving submodule analyzes the raw vehicle traffic data collected by the ground induction coils and millimeter-wave radar deployed inside and outside the construction area. It combines the recorded entry and exit times and vehicle movement characteristics to match the trajectory data of each vehicle passing through each detection point, determine the correspondence between the data, identify continuous and valid vehicle traffic information, and obtain the vehicle traffic trajectory sequence. Based on the vehicle passage trajectory sequence, the traffic index calculation submodule calculates the entry and exit times of vehicles passing through the detection points, analyzes the passage process of each vehicle at each detection point, classifies and counts the number of passing vehicles by lane, determines the vehicle distribution and road occupancy level of each lane in the same time period, and obtains the lane passage status dataset. The traffic status determination submodule analyzes the synchronous changes in traffic frequency and occupancy density of each lane in each time period based on the lane traffic status dataset, determines the dynamic process of traffic flow concentration or dispersion, identifies the traffic flow changes in each area, and obtains the traffic flow change characteristics.

4. The dynamic safety guidance system for highway construction areas in complex traffic environments according to claim 1, characterized in that, The spatial variation recognition module includes: The fence change acquisition submodule is based on the laser ranging equipment in the construction area. It judges the positional changes of the fences at each section inside and outside the construction area in the time series, compares the coordinate offset of the same section at different times, identifies the fence sections that have moved or changed continuously, identifies data with spatial change characteristics on each section, and obtains fence boundary change data. Based on the fence boundary change data, the lane width calculation submodule calculates the lateral coordinate spacing between the fences on both sides of each section, analyzes the distribution changes of the lateral space of the section during the construction process, determines the width and location distribution of the passable space of each section, marks the sections where the space shrinks or expands, and obtains the lateral passable space data of the lane. The traffic space assessment submodule compares the changes in spatial width of each section over a continuous time series based on the lane lateral traffic space data, analyzes the spatial distribution change trend between adjacent sections, identifies continuous sections with narrowing or widening trends, and judges the dynamic evolution process of traffic space in the construction area to obtain traffic width change information.

5. The dynamic safety guidance system for highway construction areas in complex traffic environments according to claim 1, characterized in that, The dynamic induction strategy module includes: Based on the traffic situation zone identifier, the guidance demand identification submodule classifies the traffic status of each guidance zone, calls up traffic flow density and lane space change data, compares the zone status with risk level parameters, performs zone parameter matching and risk condition discrimination, identifies the sections with guidance triggering conditions, and obtains guidance demand intensity information. The guidance content generation submodule, based on the guidance demand intensity information, extracts the traffic flow density change information and spatial adjustment records corresponding to the partition according to the partition demand parameters, classifies the content structure of the guidance prompts through semantic matching, and combines text, icons and voice to obtain the guidance content configuration. The inducement strategy configuration submodule, based on the inducement content configuration, obtains the inducement release priority score of each partition according to the prompt type corresponding to each partition, combined with the regional risk level and inducement release status, and performs sorting and matching of inducement content in each partition according to the score results to obtain the partition access guidance configuration.

6. The dynamic safety guidance system for highway construction areas in complex traffic environments according to claim 1, characterized in that, The information release coordination module includes: Based on the zoned traffic guidance configuration, the layout analysis submodule analyzes the placement of guidance screens and broadcast terminals in the construction area, compares the spatial correspondence between each guidance device and the main traffic flow, judges the coverage effect of the guidance devices in each road zone, and obtains the layout configuration of the guidance devices. Based on the layout and configuration of the guidance equipment, the demand judgment submodule analyzes real-time traffic flow and vehicle operation trends, compares the response of each area to the prompt information, filters the areas with more concentrated information demand, and then adjusts the priority order of the guidance content in each area to obtain the regional information demand sequence. The guidance rhythm generation submodule analyzes the push frequency and content changes of guidance information in each partition based on the regional information demand sequence, and adjusts the information push timing and partition distribution order between terminals by combining the switching capability of the guidance screen display content, thereby obtaining the guidance content delivery rhythm.

7. The dynamic safety guidance system for highway construction areas in complex traffic environments according to claim 1, characterized in that, The detection point refers to the installation location of vehicle detection equipment deployed in the construction area and its adjacent roads. The construction section refers to several cross sections divided longitudinally along the construction area. Each section is a discrete observation section for analyzing lane space and traffic parameters. The narrowing or widening area refers to the physical section where the passable width of the lane is reduced or restored to a larger width due to construction operations.

Images