Quasi-all-weather reservation type travel right-of-pass calculation method suitable for expressway wind area

Abstract

The invention relates to a quasi-all-weather reservation type travel passing right calculation method suitable for an expressway wind area, and the method comprises the following steps: S1, data collection and input: obtaining 0-72h per-kilometer stake mark-level gale real-time data and prediction data of a wind area section, and actual road working condition data; presetting a driving starting and ending point and a travel time period according to the vehicle type information of the passing application vehicle; the road actual working condition data comprises a road section roadbed state, the number of lanes and road surface flatness. According to the quasi all-weather reservation type travel passing right calculation method suitable for the expressway wind area, speed limiting passing measures are taken for passing vehicles according to the strong wind early warning level, or the expressway of the area influenced by the strong wind is closed, quasi all-weather passing can reduce the blocking time, improve the safety level and improve the passing efficiency, meanwhile, the safety level is remarkably improved, and the traffic safety is improved. And a'safety-efficiency-constraint 'virtuous cycle is formed.

Description

Technical Field

[0001] This invention relates to the field of computer technology, specifically to a quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways. Background Technology

[0002] The Hami-Tuyugou section of the Lianyungang-Horgos Expressway (G30) in Xinjiang starts at K3016+000 (operating mileage marker) at the Hami North Exit in Yizhou District, Hami City, and ends at K3361+209 (operating mileage marker) at the Tuyugou Interchange in Shanshan County, Turpan City, with a length of approximately 345.209 kilometers. Located in the mid-latitudes of the Asian hinterland, far from the ocean, and with high mountains to the north blocking cold, moist air currents from the north, it belongs to a typical temperate extremely arid climate zone. The main climatic characteristics are: distinct seasons, dry climate, abundant heat, and ample sunshine. Due to the terrain, wind direction and speed vary greatly in the Hami region, and this section of the road frequently experiences road closures due to strong winds, resulting in economic losses.

[0003] Xinjiang, located in the heart of Asia, has a funnel-shaped terrain. Westerly airflows enter the Junggar Basin through topographic gaps such as Altay, Tacheng, and Alashankou. Constrained by the Altai and Tianshan Mountains, the passage area gradually narrows until reaching the neck of the funnel at Beitashan. Wind speeds are intensified in this valley-like terrain between Beitashan and the Tianshan Mountains. The continental climate is arid with little rainfall, hot summers, and frigid winters, and is frequently influenced by cold air masses moving southward from Siberia. When cold air enters Xinjiang, the mountain passes of the Tianshan Mountains act as natural channels for southward airflow, resulting in strong winds and frequent gales that severely damage road traffic.

[0004] Especially in the Hongshankou "Hundred-Mile Wind Zone" section of the Turpan-Hami Basin (chainage G30: K3168+000~K3257+500), frequent and exceptionally strong winds often lead to the cessation of highway or railway operations, and even cause vehicle overturning accidents. At the same time, strong winds also cause roadbed erosion, damaging roadbed slopes and ancillary facilities, posing a significant challenge to the safety of road traffic. Therefore, breakthroughs are urgently needed in several key technologies to ensure the operation and driving safety of the G30 "Hundred-Mile Wind Zone" highway during windy weather.

[0005] The original control strategy for the Baili Wind Zone was as follows: Strong winds occurred → Identifying impassable road sections and areas → ① Closing tollbooth entrances to the affected sections; ② Closing main road entrances to the affected sections, evacuating vehicles to exit from the previous section's exit; ③ Rescuing vehicles stranded within the affected sections. → Once wind conditions decreased to allow passage, control measures were lifted. The Quasi-All-Weather Passage system aims to break away from the traditional one-size-fits-all control approach: based on strong wind risk prediction, it adds intelligent quasi-all-weather passage control between regular control and road closures, allowing vehicle types that can safely pass within risky sections to travel according to dynamic speed limits within the time and space affected by strong winds. Quasi-All-Weather Passage can reduce the duration of road closures and improve safety levels.

[0006] Currently, highway traffic police mainly rely on meteorological data to assess overall regional risks, implementing blanket traffic control measures such as closures when certain wind levels are reached. Xinjiang's highways are currently classified into four levels: I, II, III, and IV, with speed limits or closures implemented based on these levels. The lack of comprehensive risk assessment methods, categorized by level and road segment, hinders precise and reasonable traffic management. Furthermore, there is a lack of scientific traffic control plans for strong winds. While traffic police implement control measures at service areas and toll stations during strong winds, these plans are primarily based on experience and lack precision. Summary of the Invention

[0007] The purpose of this invention is to provide a quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways, so as to solve the problems mentioned in the background art.

[0008] To achieve the above objectives, the present invention provides the following technical solution: a quasi-all-weather reservation-based right-of-way calculation method applicable to windy highway areas, comprising the following steps: S1. Data collection and input: acquiring real-time and predicted wind data at kilometer markers for 0-72 hours along the windy road section, actual road condition data, and vehicle type information, preset origin and destination, and travel time of the vehicles applying for passage; the actual road condition data includes the roadbed condition, number of lanes, and road surface smoothness. The roadbed condition data is not a single indicator but encompasses multi-dimensional information on structure, performance, and environmental impact, mainly including three categories: Structural integrity indicators: whether there is settlement, landslide, collapse, or cracks in the roadbed, and the stability of the roadbed slopes (such as whether the slope gradient meets the standards and whether there is a risk of landslide).

[0009] Load-bearing performance indicators: compaction degree of subgrade (reflecting density), resilient modulus (reflecting resistance to deformation), and CBR value (California load-bearing ratio, a measure of load-bearing strength).

[0010] Hydrological and environmental impact indicators: subgrade moisture content (too high a moisture content will reduce strength), groundwater level (whether the subgrade will be soaked), and the impermeability of the subgrade fill material (to prevent rainwater infiltration and softening). S2. Safety threshold determination: Based on the preset wind-vehicle-road coupling model, the wind data, actual road conditions data and vehicle information in S1 are input to calculate the safety threshold of the vehicle at the corresponding spatiotemporal node. The safety threshold is the maximum speed limit to ensure driving safety. S3. Traffic Risk Assessment: Based on the safety threshold obtained in S2 and combined with the wind forecast data in S1, the risk level of each kilometer marker in the wind zone section during the application travel period is divided. The risk level includes no impact, low impact, medium impact, high impact, and extreme impact. Among them, no impact means that all vehicle types can pass normally, low impact means that all vehicle types can pass but some vehicle types need to slow down, medium impact means that some vehicle types cannot pass, high impact means that all vehicle types cannot pass, and extreme impact means that vehicles should be strictly avoided from entering. S4. Right-of-way determination: Based on the risk level in S3, and combined with the applicant vehicle's travel route (the route segments determined by the preset origin and destination), calculate the time period for the vehicle to reach each segment within the route, and determine whether the risk level of each segment in the corresponding time period meets the passage conditions for this vehicle type; if all segments meet the conditions, the right-of-way is granted; if at least one segment does not meet the conditions, the reason for the impassable passage and the expected passage period are provided. S5. Reservation and Access Control: The system receives vehicle access requests via a mobile app and generates a unique access code for vehicles granted access rights. Vehicles enter the wind zone section after scanning the access code to verify their access rights. Simultaneously, the system acquires real-time wind data and vehicle driving status. If changes in the risk level cause the original access conditions to be unmet, the system dynamically adjusts the access rights and pushes warning information through the app.

[0011] Furthermore, in S1, the wind data includes wind speed, wind direction, and duration of wind force; the vehicle information includes vehicle type (passenger car, truck, bus), vehicle weight, vehicle height, and vehicle identification number (VIN).

[0012] Furthermore, the wind-vehicle-road coupling model in S2 also takes into account the following parameters: vehicle aerodynamic parameters, tire grip coefficient, and road cross slope angle; the calculation of the safety threshold also considers the speed difference between adjacent road segments to ensure that the speed difference between adjacent road segments does not exceed 20km / h.

[0013] Furthermore, in S3, the risk level classification also introduces a redundancy coefficient, which is greater than 1, to compensate for the unevenness of strong winds within a 1-kilometer road segment. Specifically, the maximum wind speed within the kilometer marker is multiplied by the redundancy coefficient and then compared with the upper limit of wind speed corresponding to the safety threshold of the vehicle type to determine the risk level.

[0014] Furthermore, in S4, the division of sections is based on service areas or interchanges within the wind zone road section as nodes, and the main line segment between nodes constitutes a section; when judging the passage conditions of a section, if there is at least one kilometer marker in the section with a risk level of medium impact or above and does not meet the passage requirements for this vehicle type, then the section is determined to be impassable.

[0015] Furthermore, it also includes credit score management steps, specifically: After vehicle registration and binding, an initial basic credit score is assigned, which is lower than the threshold for applying for passage rights. Users can earn points by watching safety education videos for passing through wind zones and completing safety knowledge quizzes. Once their credit score reaches a threshold, they can apply for passage rights. If a vehicle violates the rules by speeding (exceeding the dynamic speed limit) or deviating from the applied route during passage, credit points will be deducted according to the severity of the violation; if the credit points fall below the threshold, the right-of-way application will be suspended and the vehicle will be reinstated only after completing safety education to earn points again. Vehicles that accumulate 3 or more serious violations or 1 extreme violation (such as illegally entering high-risk areas) will be blacklisted and will be removed from the blacklist after completing specialized safety training offline.

[0016] Furthermore, in S5, dynamically adjusting access permissions includes: If the risk level rises to medium impact, for vehicles already on the road, dynamic speed limits will be published by vehicle type through roadside gantry variable message signs (one every 15km), and speed limit information will be pushed to the APP kilometer by kilometer. If the risk level rises to high impact, guide vehicles that have already entered the road section to leave from the nearest service area or interchange exit, and close the entrances to subsequent sections; If the risk level drops to low impact or no impact, the APP will notify the vehicles that have applied for passage but have not yet been able to pass that they can now proceed.

[0017] Furthermore, it also includes on-the-road vehicle monitoring steps: high-definition checkpoints are set up before interchange exits, after service area entrances, and on the main line in windy road sections. The high-definition checkpoints are set up on the same pole as the gantry-type variable message signs. The high-definition checkpoints are used to obtain vehicle speed and license plate information in real time to identify whether the vehicle has violated regulations. If an abnormality is found (such as vehicle stagnation or speeding by more than 20%), an early warning is immediately triggered and pushed to the road section control personnel.

[0018] Furthermore, in S5, the APP also has the following functions: The system provides a visual display of the real-time risk level and dynamic speed limit for each section of the road in the wind zone. For applications that do not yet meet the conditions for passage, the application information will be automatically recorded, and a reminder message will be sent when the risk level of the section meets the conditions for passage. Push wind hazard warnings, traffic diversion guidance, and service area parking information to users along the route.

[0019] Furthermore, it also includes steps for the precise release of control information: establishing a database of enforcement personnel (including traffic police and operations personnel) that is not restricted by administrative regions, with the database using road network location information and job positions as IDs; after the right-of-way calculation results generate a control plan (such as road closure or diversion), the system automatically matches the enforcement personnel of the corresponding road segment and pushes the control location, start and end time, and specific measures through the system interface; the control plan includes diversion guidance at the upstream mainline exit of the risk section, reservation verification rules at the toll station entrance, and the display content of roadside warning facilities.

[0020] Compared with the prior art, the beneficial effects of the present invention are: the quasi-all-weather reservation-based right-of-way calculation method applicable to highway wind zones takes speed limit measures for passing vehicles based on the gale warning level, or closes highways in areas affected by gale. Quasi-all-weather access can reduce the duration of traffic disruptions, improve safety levels, and significantly enhance traffic efficiency, forming a virtuous cycle of "safety-efficiency-constraint". Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the workflow of the present invention; Figure 2 This is a schematic diagram illustrating the spatiotemporal impact range of strong winds according to the present invention. Figure 3 This is a schematic diagram of the method for judging the spatiotemporal impact range of strong winds according to the present invention; Figure 4 This is a flowchart of the roadside strong wind warning process for this invention; Figure 5 This is a schematic diagram of the automatic generation and release mechanism for road network control and management information in this invention; Figure 6 This is a schematic diagram of the automatic generation and release system for road network control and management information of the present invention; Figure 7 This is a schematic diagram of the quasi-all-weather reservation-based access mechanism of the present invention. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Please see Figure 1-7 The present invention provides a technical solution:

[0024] Table 1 - Overview of the Quasi-All-Weather Intelligent Traffic Management Solution Based on Table 1, the scope of control involves the following concepts: a node refers to a point where one can enter or exit the mainline, including service areas and interchanges; a section refers to the mainline segment between nodes, divided by the mainline exit of the node, with the next section following the exit of the mainline; and a road segment refers to the kilometer markers and more refined control units.

[0025] The foundation for achieving intelligent management and control: 0~72h mile-by-mile strong wind prediction (which can cover most strong wind cycles) → prediction of affected road sections and time periods → prediction of affected sections and time periods (t1~t2) (considering the start and end point types of the sections), to determine the interchanges and service areas that need to be managed and the management and control period. This requires the following research foundation: (1) real-time and forecast data of strong winds per kilometer: a mile-by-mile strong wind early warning and forecast model, which can output real-time data and 72h forecast data (predicted 72h, and they mentioned that the time should be longer than most strong wind cycles), real-time data is updated every 1 minute, and the time accuracy of forecast data is 1 hour; (2) speed limit requirements for different vehicle types in different strong wind weather and different road conditions: wind-vehicle-road coupling model, safety threshold. That is, with the same wind force and wind direction, the wind has different effects on vehicles under different road conditions, and the wind has different effects on different vehicle types and vehicle speeds. On this basis, a wind-vehicle-road coupling model is built, and the speed limit requirements for different vehicle types are given under graded strong wind conditions, graded road conditions, and different levels of wind conditions. Based on the above inputs, predict the affected road sections and time periods, then predict the affected areas and time periods, and finally the affected nodes and time periods. (Only consider the case where the wind forecast is accurate; inaccurate wind forecasts or sudden changes in weather conditions causing safety hazards fall under the research content of emergency rescue.) The intelligent control measures include on-the-go vehicle management (diversion before risk sections, dynamic speed limits for different vehicle types within risk sections), reservation-based travel at toll station risk section entrances, and release of return flow information.

[0026] 1) Risk section pre-exit diversion (gantry-type variable message sign): Before the mainline exit of the previous section, gantry-type variable message signs are used to indicate that there is a risk in the section ahead, specify which vehicle types can enter, and indicate that the vehicle types that can enter should drive at the dynamic speed limit, and indicate that the vehicle types that cannot enter should leave. 2) Reservation-based travel at the entrance of the risk section of the toll station (cantilevered variable information board): Reservation-based travel is implemented. Vehicles apply for travel rights through the APP. Vehicles that can enter are given a pass code and enter by scanning the code. Vehicles that cannot enter should leave.

[0027] 3) Dynamic speed limits for different vehicle types in high-risk areas (gantry-type variable message signs): Implement basic safety measures for all types of vehicles (depending on the density of gantry-type variable message signs). Through gantry-type variable message signs, dynamic speed limits for different vehicle types are issued according to the wind conditions of different road sections. For vehicles that have the APP open, more refined control is implemented, with dynamic speed limits for different vehicle types on a kilometer basis.

[0028] 4) Section operation status control (high-definition checkpoint): Due to the high risk of operation in windy weather, the section operation status is monitored through high-definition checkpoints, and abnormal events are detected and dealt with in a timely manner.

[0029] 5) Required equipment: gantry-type variable message signs before the mainline exit of interchanges and service areas; cantilevered variable message signs at interchange entrance toll stations; gantry-type variable message signs every 15km along the mainline; high-definition checkpoints (set on the same pole as the gantry-type variable message signs, one before the mainline exit of interchanges and service areas + one every 15km along the mainline) (needed to be set after the mainline entrance of interchanges and service areas, as many vehicles enter). The wind-vehicle-road coupling model can obtain the safety thresholds for different vehicle types under different wind and road conditions. The safety threshold refers to the maximum speed limit that ensures safe driving. Based on the wind-vehicle-road coupling model (safety threshold), the road sections, time periods, and degree of impact caused by strong winds can be determined according to real-time and forecast data of strong winds per kilometer and actual road conditions.

[0030] The forecast duration for strong winds should cover most wind cycles to allow for the implementation or lifting of control measures based on the forecast. The forecast accuracy should be as high as possible while still maintaining overall forecast accuracy. The impact of strong winds on individual spatiotemporal points is categorized into the following levels: no impact (all vehicle types can pass normally); low impact (all vehicle types can pass, but some need to reduce speed); moderate impact (some vehicle types cannot pass); high impact (all vehicle types cannot pass).

[0031] There are times when certain spatiotemporal nodes require speed limits for certain vehicle types, indicating a risk in the section. The larger the affected road segment (the proportion of the affected road segment length to the total road segment length), the greater the time span, and the higher the degree of influence of the spatiotemporal nodes within the segment, the higher the risk of the segment.

[0032] For specific vehicle types, both the mainline entrance and interchange entrance of the section involve only two control states: allowed entry and not allowed entry. Dynamic speed limits are implemented for allowed vehicles within the section. When certain vehicle types are prohibited from passing through specific time points, the mainline entrance and interchange entrance of the section need to prohibit entry of these vehicle types during the corresponding time periods. Therefore, the proposed solution for the mainline entrance should be: a vehicle-specific entry restriction scheme + a full vehicle-specific entry restriction scheme (road closure).

[0033] The control measures within the section include: lane changing is prohibited, and dynamic speed limits are applied based on vehicle type.

[0034] What speed is safe? On the one hand, we need to consider the output results based on the windmill-road coupling model, and on the other hand, we also need to consider the speed difference theory, that is, the speed difference between adjacent road segments should not be too large. Combination Figure 1 How can we use 0-72h wind data for each mileage marker, along with the wind-vehicle-road coupling model and safety thresholds, to predict high-risk road sections and time periods based on vehicle type, and determine the sections and time periods that need to be controlled?

[0035] 1) Determine high-risk road sections and time periods: The wind data from 0 to 72 hours is at the kilometer marker level, while the wind-vehicle-road coupling model and safety threshold are at the vehicle and fleet level. When integrating these two types of data, it may be necessary to consider the unevenness of wind within 1 kilometer and give a redundancy coefficient (greater than 1), and then combine it with the safety threshold to determine the high-risk road sections and time periods for different vehicle types and fleets.

[0036] 2) Identify high-risk sections and time periods: After identifying high-risk road sections and time periods, determine the sections and time periods requiring control based on the relative position of the high-risk road sections and time periods with the starting point of the sections. This step ultimately yields the time periods that need to be controlled for different vehicle types and convoys at each mainline entrance.

[0037] If the starting point of the section is a service area, a scheme of mainline road closure / partial road closure + reservation-based passage at the toll station mainline entrance can be implemented. If the starting point of the section is a service area, a reservation-based passage scheme at the service area mainline entrance should be implemented. Option 1: When the risk level is high in a high-risk section and all vehicles are prohibited from passing, the mainline will be closed. On one hand, gantry-type variable message signs placed before the mainline exits will guide vehicles off the highway, while a road closure control zone channelization scheme will be implemented. On the other hand, the highway will be closed at the toll station entrance.

[0038] Option 2: The risk level in the risk section is moderate, with some vehicles prohibited from passing and others allowed to pass at a speed limit. On one hand, gantry-type variable message signs placed before the mainline exits will guide vehicles that do not meet the passage requirements off the highway (including vehicles that cannot pass and vehicles requiring speed limits but without the app installed). On the other hand, a reservation-based passage system will be implemented at the toll station entrance (reminding vehicles to install the app and make a reservation, entering with a green code after authorization). This ensures that all vehicles in the risk section receive dynamic speed limits based on road segment and vehicle type. To ensure the safety of traffic police while controlling traffic on the main road, and to ensure that vehicles understand the reason for the road closure ahead and the necessary actions, what multi-level early warning system should be implemented? Several plans need to be designed and tested using driving simulation. (This should take into account variable message signs, the equipment that traffic police need to carry, the deployment of these equipment, and the information dissemination via the mobile app (HMI information dissemination logic).) The entrance toll station implements a reservation-based passage system. How do road users register and apply? How is the background review conducted? And how is passage allowed after the review is approved?

[0039] Registration: Register with a mobile phone account and bind vehicle information (driver's license photo, vehicle registration certificate photo, engine number, vehicle identification number, license plate number, vehicle type). Multiple vehicles can be bound. Registration is approved if the person and vehicle match.

[0040] Reservation: Drivers are shown the risk areas and time zones. They select their vehicle, travel time, and origin / destination (interchange, service area). (Drivers are guided through the reservation process using visual aids.) The system determines whether to grant travel rights based on vehicle type, time, and origin / destination. If not, it provides the reason (which section is impassable) and assists the user in making a new choice. The user can choose a service area as their destination, indicating they are willing to travel a little further and wait at the service area for the next section to become passable (this is better than waiting at the entrance, but carries the risk of being stranded at the service area; these users should be informed of this risk and the expected delay). Judgment logic: Based on the starting point, design speed, and possible delays, calculate the time period for arriving at and leaving each segment (the start and end points of the time period can be redundant, and a time range is given instead of a specific time point). Determine whether each segment is passable during the corresponding time period. Only when each segment is passable is the right of travel granted.

[0041] A pass code is assigned, which can be used to travel at the toll station entrance.

[0042] During the passage, drivers should follow the dynamic speed limits and route guidance. Violations will be recorded through the credit score system.

[0043] How do tollbooth entrances differentiate between vehicles traveling in different directions? How are traffic diverted? Without differentiation or separation, the process is monitored by sensing devices and GPS on mobile phones, and controlled by contracts. How to set dynamic speed limit schemes for different vehicle types based on wind force and direction in a section and the wind-vehicle-road coupling model? Meteorological risk classification → Classification of dynamic speed limit schemes for different vehicle types. (Implement dynamic speed limits for different vehicle types in 1-kilometer increments, considering the unevenness of risk within the road section and allowing for redundancy design.) How to publish the dynamic speed limit scheme? Variable message signs + APP. Driving simulation experiments should be used to test what kind of graphic, text, and voice formats should be used to remind drivers. Only those who reach a certain score threshold can use the appointment-based access system. The appropriate threshold can be determined by studying the usage and violation rates of this system. A high threshold leads to fewer users, while a low threshold results in a high violation rate; therefore, a scientifically set threshold is needed to strike a balance between safety and efficiency.

[0044] After registering and linking a vehicle, you will receive a basic score, but this score will not reach the threshold. After registering, you can earn points by watching short educational documents and videos and answering quizzes. After earning points, you barely reach the threshold. Traveling according to regulations will not earn points, because if points were awarded, people might accumulate points by traveling according to regulations, and then lose points for traveling against regulations.

[0045] If there are any violations such as not adhering to speed limits or routes after the trip, points will be deducted according to the severity of the violation. If the points fall below the threshold, the vehicle will be prohibited from passing and will need to review educational documents, watch videos, and answer questions to earn points.

[0046] Repeated violations (set a number of times) or serious violations will result in being blacklisted.

[0047] Violations during the process will result in real-time point deductions; those falling below the threshold will be removed from the highway; and those who do not comply will be blacklisted.

[0048] Users on the blacklist who wish to continue using the appointment-based system need to attend offline educational sessions and pass the required tests to be removed from the blacklist. (Traffic Police) Special user whitelists, such as traffic police emergency rescue vehicles. For vehicles not yet meeting the road conditions for passage (which can be categorized as those within service areas, at entrances, or on adjacent roads within the road network), how can information be disseminated to clarify the road control situation and assist them in making informed decisions? For road users waiting to travel, when a road is closed, they can apply in advance, and the system will estimate the time and section of passage that will be open for them, and then notify them when passage is actually possible. (This can be studied through questionnaires to assess acceptance.)

[0049] 3.2 Section-level Gale Warning Combination Figure 3-4 Based on key technologies for refined spatiotemporal wind forecasting, this project aims to achieve mileage-by-mile wind forecasting and dynamic early warning for demonstration road sections, as well as develop roadside wind warning facilities to provide road section-level wind alerts. Based on real-time updated wind data with full spatial coverage of key nodes, refined wind force prediction is performed to calculate mileage-by-mile and interconnected wind force data. This enables roadside wind warnings for the demonstration road sections. The specific implementation plan is as follows: Based on multi-source meteorological data, the U-Net deep learning algorithm with an improved composite loss function is applied to achieve short-term wind forecasts and warnings with an accuracy of 0-72 hours at the kilometer level. Establish a dynamic model that couples wind, vehicle, and road, and accurately determine the wind speed threshold for driving safety by integrating multi-dimensional data such as wind speed, vehicle speed, and road conditions. By applying a spatiotemporal risk domain model, the impact range and risk level of strong wind weather can be dynamically determined.

[0050] Development and installation of roadside high wind warning facilities: Design high wind warning facilities adapted to the highway environment, such as roadside signs and dynamic display screens. Consider using visual (flashing lights), audible, and other methods, and evaluate the impact of warning information on drivers through simulation.

[0051] Facility Layout Strategy: Based on the output of the early warning system, warning facilities should be reasonably arranged with reference to the list of key wind hazards in the Baili wind zone and the interchange entrance and exit nodes to ensure that drivers can obtain wind warning information in a timely manner.

[0052] Implementation of early warning technology: Based on the above implementation plan, dynamic wind prediction will be achieved in the demonstration road section, and road section-level wind warnings will be provided.

[0053] 3.3 Intelligent Management and Control Platform Combination Figure 5-6 A smart management and control platform based on strong wind forecasting will be established, and technology for automatically generating and disseminating road network-level management and response information will be developed. First, data such as traffic flow, speed, and interchange diversion will be acquired. Based on this basic data, the locations of access points, interchanges, and variable message signs can be obtained. Spatiotemporal matching technology and traffic simulation technology will be used to calculate the impact spatiotemporal range, and management and response information will be automatically generated in conjunction with a contingency plan database developed by the public security traffic management department. The specific implementation plan is as follows.

[0054] Specifically: 1) Utilizing the meteorological warning road sections, warning duration, warning level, intensity change trend, disaster development trajectory, entrance and exit location data, traffic flow and speed of related road sections generated by the established "Milestone Meteorological Environment Early Warning System", the method of multi-source information spatiotemporal matching fusion and traffic simulation is adopted to integrate meteorological warning and traffic data, so as to achieve accurate dynamic judgment of the impact range and duration of meteorological warning on highways; Using the control plan output from sub-project one, establish a logical connection between two types of databases—response plan and response personnel—and meteorological early warning events. Through threshold triggering, realize the automatic generation and accurate transmission of control and response information. 3) After a meteorological warning is issued, the system will automatically generate accurate control and handling information for each entrance and exit, solving the practical problems of long time and inaccuracy in manual analysis of control and handling plans, greatly improving the accuracy and efficiency of control, and significantly reducing the losses of operating units while ensuring safety.

[0055] 1) Automatic generation technology for road network-level control and handling information Based on Table 2, different categories and levels of gale weather warnings correspond to different control measures. Based on the provisions of the "Technical Guidelines for Collaborative Traffic Control on Highways under Severe Weather Conditions" and the output control plan database, a database of control and disposal measures for different categories and levels of weather warnings was established, and the measures were studied and verified through simulation methods.

[0056] The main steps include: classification of early warning conditions (based on warning category and level) — classification of warning road segments (main road segments, interchanges, entrances and exits) — retrieval of control measures — establishment of a measures database. A logical connection is established between the measures database and the fusion results of the three types of data. Following the logic of "occurrence of meteorological early warning event — fusion of three types of data — automatic triggering of the contingency plan database through control thresholds — generation of control location and start / end time — automatic generation of control and handling information," precise control at the road network level is achieved after a meteorological early warning event.

[0057] Table 2 - Control methods for different locations and complete control solutions for different operating conditions 2) Precise information dissemination technology for road network-level control and response A database of enforcement personnel, including on-duty traffic police and operations staff, is established, linking road sections and control points with these personnel. Once control and response information is generated, the specific control and response details are precisely pushed to the corresponding enforcement personnel through the system interface.

[0058] ① Break down the administrative division of responsibilities mechanism and establish an operational model that supports the collaborative management of traffic police and highway operators in the assigned road sections. This model will create a database of personnel who are not restricted by administrative regions and whose IDs are based on road network location information and job positions. Based on the measures database, different content and channels for pushing control and disposal information will be set.

[0059] ② Research and verification are conducted through simulation methods to establish a logical connection between the personnel database and the data fusion results. Following the logic of "automatic generation of control and disposal information - retrieval of related personnel - precise push of disposal personnel", the precise push of control and guidance information is realized.

[0060] 3) Functional Structure Design of the Intelligent Management and Control Platform ① The wind forecast results for each mileage of the entire road area are used as input to the control platform, which can provide meteorological forecast results for 1 to 6 hours; the research on the disaster mechanism and safe passage conditions of road sections under strong wind and gale conditions provides the types of vehicles that can pass under different wind forces and the speed limits, as well as the standards for whether to close the road. ② The control platform uses an interface to obtain roadside traffic perception information and uses traffic flow simulation and prediction models to determine the affected area. The intelligent control platform predicts the range of station numbers and interchanges that need to be controlled along the entire line, as well as the amount of traffic flow affected along the entire line, based on meteorological forecasts and control standards. ③ The intelligent management and control platform establishes and develops a digital model of the entire road network, establishes the relationship between key nodes such as interchange toll stations, and develops a map-based management and control platform interface; ④ The intelligent management and control platform will form a database of the researched management and control plans and a database of disposal measures, and establish database plan triggering rules to achieve automatic plan generation; the intelligent management and control platform will push management and disposal information to the operation department platform; the system will develop information-targeted release logic to release accurate information to relevant personnel in the road section in real time according to the road section management requirements.

[0061] 3.4 Quasi-All-Weather Contractual Access Mode and Support System Combination Figure 7 1) Quasi-all-weather reservation-based passage mode under different weather conditions The simulation method considers the impact of multiple factors such as visibility, temperature, rainfall, snowfall, and wind on traffic safety to identify the key conditions affecting traffic. Through real vehicle tests, driving simulators, and other equipment, the performance and safety of different types of vehicles under different extreme weather conditions are studied, and a vehicle performance model is established to determine the types of vehicles suitable for passage in extreme weather. A decision-making algorithm based on real-time meteorological data and weather forecasts is established to dynamically determine which vehicles are allowed to pass under specific weather conditions and which need to be restricted or prohibited from passing.

[0062] Establish an intelligent reservation mechanism and a dynamic right-of-way allocation mechanism, following the logic of "reservation first - allocation later - allocation of passage permissions (waiting passage, passage section, passage time) based on real-time traffic conditions and weather data" to maximize road utilization and ensure the flexibility and efficiency of the traffic system.

[0063] 2) Quasi-all-weather reservation-based passage technology and system in the Baili wind zone The Baili Wind Zone Quasi-All-Weather Intelligent Traffic Management System is an integrated, data-driven, and contingency-driven intelligent traffic management system designed for high-wind disaster scenarios. Its core objective is to utilize meteorological data (strong winds), traffic flow data (volume, speed, events), vehicle data (vehicle type, origin / destination, reservations), and pre-set "wind-vehicle-road coupling model" and control plans to achieve precise, proactive, tiered, and intelligent management of traffic flow in the high-risk Baili Wind Zone, thereby improving safety, ensuring traffic efficiency, and optimizing resource allocation.

[0064] The Baili Wind Zone Quasi-All-Weather Intelligent Traffic Management System comprises an intelligent management platform and a companion travel app. The intelligent management platform tracks road segment operation status to understand basic traffic conditions within the Baili Wind Zone and respond to routine traffic incidents. Modules such as the temporal and spatial impact of strong winds, personnel and equipment information databases, management plan databases, management plan execution, appointment and maintenance backend, and the companion travel app form an organic whole, supporting quasi-all-weather appointment-based travel in strong wind disaster scenarios.

[0065] The management and control platform integrates wind temporal and spatial impact prediction and risk assessment (based on a wind-vehicle-road coupling model), a fixed management and control plan library (plans for different vehicle types, speed limits, entrance control, road closures, etc., for different risk levels and scenarios), and a management and control equipment and personnel resource library. Through data fusion (meteorology, traffic flow, equipment status) and model calculation, it determines the scope and risk level of wind impact in real time, automatically calls the corresponding plans to generate on-the-road vehicle management schemes (speed limits / road closures at mainline entrances, information board announcements) and toll station reservation-based travel schemes (accessible vehicle types, quota management), and distributes the execution tasks to the public through the backend module (accompanying travel APP backend), while processing feedback and recording.

Claims

1. A quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways, characterized in that, Includes the following steps: S1. Data Acquisition and Input: Acquire real-time and forecast data of strong winds at kilometer markers for 0-72 hours in the wind zone, actual road condition data, and vehicle type information, preset origin and destination, and travel time of vehicles applying for passage; the actual road condition data includes the roadbed condition, number of lanes, and road surface smoothness of the road section. S2. Safety threshold determination: Based on the preset wind-vehicle-road coupling model, the wind data, actual road conditions data and vehicle information in S1 are input to calculate the safety threshold of the vehicle at the corresponding spatiotemporal node. The safety threshold is the maximum speed limit to ensure driving safety. S3. Traffic Risk Assessment: Based on the safety threshold obtained in S2 and combined with the wind forecast data in S1, the risk level of each kilometer marker in the wind zone section during the application travel period is divided. The risk level includes no impact, low impact, medium impact, high impact, and extreme impact. Among them, no impact means that all vehicle types can pass normally, low impact means that all vehicle types can pass but some vehicle types need to slow down, medium impact means that some vehicle types cannot pass, high impact means that all vehicle types cannot pass, and extreme impact means that vehicles should be strictly avoided from entering. S4. Right-of-way determination: Based on the risk level in S3, and combined with the applicant vehicle's travel route (the route segments determined by the preset origin and destination), calculate the time period for the vehicle to reach each segment within the route, and determine whether the risk level of each segment in the corresponding time period meets the passage conditions for this vehicle type; if all segments meet the conditions, the right-of-way is granted; if at least one segment does not meet the conditions, the reason for the impassable passage and the expected passage period are provided. S5. Reservation and Access Control: The system receives vehicle access requests via a mobile app and generates a unique access code for vehicles granted access rights. Vehicles enter the wind zone section after scanning the access code to verify their access rights. Simultaneously, the system acquires real-time wind data and vehicle driving status. If changes in the risk level cause the original access conditions to be unmet, the system dynamically adjusts the access rights and pushes warning information through the app.

2. The quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways according to claim 1, characterized in that, In S1, the wind data includes wind speed, wind direction, and duration of wind force; vehicle information includes vehicle type (passenger car, truck, bus), vehicle weight, vehicle height, and vehicle identification number (VIN).

3. The quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways according to claim 1, characterized in that, The wind-vehicle-road coupling model in S2 also takes into account the following parameters: vehicle aerodynamic parameters, tire grip coefficient and road cross slope angle; the calculation of the safety threshold also takes into account the speed difference between adjacent road sections to ensure that the speed difference between adjacent road sections does not exceed 20km / h.

4. The quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways according to claim 1, characterized in that, In S3, the risk level classification also introduces a redundancy coefficient, which is greater than 1, to compensate for the unevenness of strong winds within a 1-kilometer road segment. Specifically, the maximum wind speed within the kilometer marker is multiplied by the redundancy coefficient and then compared with the upper limit of the wind speed corresponding to the safety threshold of the vehicle type to determine the risk level.

5. The method for calculating quasi-all-weather reservation-based right-of-way applicable to windy areas of highways according to claim 1, characterized in that, In S4, the division of sections is based on service areas or interchanges within the wind zone road section as nodes, and the main line segment between nodes is a section; when judging the passage conditions of a section, if there is at least one kilometer marker in the section with a risk level of medium impact or above and does not meet the passage requirements for this vehicle type, then the section is determined to be impassable.

6. The quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways according to claim 1, characterized in that, It also includes credit score management steps, specifically: After vehicle registration and binding, an initial basic credit score is assigned, which is lower than the threshold for applying for passage rights. Users can earn points by watching safety education videos for passing through wind zones and completing safety knowledge quizzes. Once their credit score reaches a threshold, they can apply for passage rights. If a vehicle violates the rules by speeding (exceeding the dynamic speed limit) or deviating from the applied route during passage, credit points will be deducted according to the severity of the violation; if the credit points fall below the threshold, the right-of-way application will be suspended and the vehicle will be reinstated only after completing safety education to earn points again. Vehicles that accumulate 3 or more serious violations or 1 extreme violation (such as illegally entering high-risk areas) will be blacklisted and will be removed from the blacklist after completing specialized safety training offline.

7. The method for calculating quasi-all-weather reservation-based travel rights applicable to windy areas of highways according to claim 1, characterized in that, In step S5, dynamically adjusting access permissions includes: If the risk level rises to medium impact, for vehicles already on the road, dynamic speed limits will be published by vehicle type through roadside gantry variable message signs (one every 15km), and speed limit information will be pushed to the APP kilometer by kilometer. If the risk level rises to high impact, guide vehicles that have already entered the road section to leave from the nearest service area or interchange exit, and close the entrances to subsequent sections; If the risk level drops to low impact or no impact, the APP will notify the vehicles that have applied for passage but have not yet been able to pass that they can now proceed.

8. The quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways according to claim 1, characterized in that, It also includes the following steps for monitoring vehicles on the road: High-definition checkpoints are set up before the interchange exits, after the service area entrances, and on the main line in windy road sections. The high-definition checkpoints are set up on the same pole as the gantry-type variable message signs. The high-definition checkpoints are used to obtain vehicle speed and license plate information in real time to identify whether the vehicle is violating regulations. If any abnormality is found (such as vehicle stagnation or speeding by more than 20%), an early warning is immediately triggered and pushed to the road section control personnel.

9. The quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways according to claim 1, characterized in that, In S5, the APP also has the following functions: The system provides a visual display of the real-time risk level and dynamic speed limit for each section of the road in the wind zone. For applications that do not yet meet the conditions for passage, the application information will be automatically recorded, and a reminder message will be sent when the risk level of the section meets the conditions for passage. Push wind hazard warnings, traffic diversion guidance, and service area parking information to users along the route.

10. The quasi-all-weather reservation-based right-of-way calculation method applicable to windy areas of highways according to claim 1, characterized in that, It also includes steps for the precise release of control information: establishing a database of personnel (including traffic police and operations personnel) that is not restricted by administrative regions, with the database using road network location information and job positions as IDs; after the right-of-way calculation results generate a control plan (such as road closure or diversion), the system automatically matches the personnel in the corresponding road segment and pushes the control location, start and end time and specific measures through the system interface; the control plan includes diversion guidance at the upstream mainline exit of the risk section, reservation verification rules at the toll station entrance, and the display content of roadside warning facilities.

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