A method and system for dynamic shunting of a highway reconstruction and expansion road network

Abstract

The application discloses a highway reconstruction and expansion road network dynamic shunting method and system, relates to the technical field of intelligent traffic control, and comprises the following steps: collecting traffic operation data and field execution data in a construction section and an associated road network, and constructing a construction traffic organization road network interactive text-based deduction model; determining a section entering a shunting process, and completing output of a callable path set and a path calling sequence; performing shunting matching on a vehicle, generating a target shunting path, and combining information induction and field control to generate a linkage control result; collecting feedback data after execution, rewriting and updating various state results, and dynamically adjusting path calling and vehicle shunting results. The application realizes dynamic screening of a shunting path in a construction area, fine matching and linkage control of a vehicle, and improves road network passing efficiency, shunting balance and feedback adjustment capacity during reconstruction and expansion.

Description

Technical Field

[0001] This invention relates to the field of intelligent traffic control technology, specifically to a dynamic traffic diversion method and system for highway reconstruction and expansion networks. Background Technology

[0002] With the continuous expansion of the expressway network and the gradual approaching saturation of capacity on early-built sections, expressway reconstruction and expansion projects have become an important construction method for improving regional comprehensive transportation capacity and road network service levels. During reconstruction and expansion construction, road occupancy leads to a reduction in the effective cross-section of the main line, increased complexity of interchange organization, and fluctuations in toll station capacity. Consequently, traffic conditions in the construction area exhibit significant time-varying, coupled, and regionally interconnected characteristics. To ensure road safety and efficiency during construction, related technologies are gradually evolving from traditional static traffic organization schemes to dynamic organization methods based on traffic monitoring, route guidance, traffic control, and coordinated road network diversion. Furthermore, these technologies are beginning to incorporate video detection, traffic flow data collection, vehicle type recognition, variable message signage dissemination, and node traffic verification to dynamically manage traffic in the construction-affected area and related road networks.

[0003] However, most existing traffic organization methods for highway reconstruction and expansion construction still rely primarily on single-point traffic condition monitoring or localized road segment guidance and control. These methods typically respond passively based on the flow rate, speed, or queuing situation within the construction area, lacking unified modeling and collaborative simulation capabilities to understand the relationships between construction-affected sections, peripheral alternative routes, interchange transition nodes, and toll station access nodes. This makes it difficult to establish a systematic and dynamic diversion mechanism for the regional road network. On one hand, existing technologies often fail to combine and analyze the traffic conditions in the construction area, the status of peripheral routes, and the constraints of node transitions. This results in a single basis for route selection, making it difficult to accurately identify truly suitable alternative routes for diversion. This can easily lead to insufficient diversion, unbalanced diversion, or the transfer of traffic pressure to secondary bottlenecks. On the other hand, existing technologies handle diversion matching for different vehicle types rather crudely, typically lacking a refined matching mechanism that combines vehicle type characteristics, current location, target exit location, and available route options. Consequently, it is difficult to achieve differentiated route allocation and coordinated control for different vehicles. Furthermore, existing solutions mostly remain at the level of one-time guidance or phased control, and do not make sufficient use of feedback information after execution. They lack a closed-loop processing mechanism to write back and update the results of traffic status, acceptance status, transformation constraint status, and execution condition status, and to continuously correct the diversion results. Therefore, it is difficult to achieve dynamic updates and continuous optimization of the road network diversion strategy when the reconstruction and expansion construction conditions are constantly changing. It is also difficult to achieve the comprehensive technical effect of effectively releasing traffic pressure in the construction area, orderly acceptance of peripheral channels, and coordinated linkage of on-site control. Summary of the Invention

[0004] In view of the above-mentioned problems, the present invention is proposed.

[0005] Therefore, the technical problem solved by this invention is that existing traffic organization methods for highway reconstruction and expansion lack unified modeling of the construction impact section, peripheral alternative channels and node constraints, making it difficult to accurately call diversion paths and finely match vehicle objects based on the overall state of the road network, lacking a continuous write-back update and dynamic adjustment mechanism based on execution feedback, and how to achieve dynamic diversion and linkage control for the regional road network in the reconstruction and expansion construction scenario.

[0006] To address the aforementioned technical problems, this invention provides the following technical solution: a dynamic traffic diversion method for highway reconstruction and expansion networks, comprising collecting traffic operation data and on-site execution data from highway reconstruction and expansion construction sections and related road networks, constructing an interactive text-based simulation model of the construction traffic organization network; based on the interactive text-based simulation model of the construction traffic organization network, determining the construction-affected sections to be diverted according to the combination relationship between the traffic status results of the construction-affected sections and the acceptance status results of the peripheral alternative channels, and combining the conversion constraint status results of interchange conversion nodes and toll station traffic nodes, performing traffic diversion on the peripheral alternative channels. The system verifies the callability of paths and outputs a set of callable paths and a path calling sequence. Based on the vehicle type identification result, current location, target exit location, and set of callable paths, it performs traffic diversion matching on the vehicle object to form a target traffic diversion path. It also generates linkage control results by combining the execution condition status results of the information guidance section and the on-site control section. The system collects feedback data after the linkage control is executed and writes back and updates the traffic status results, acceptance status results, transition constraint status results, and execution condition status results. Based on the updated status results, it adjusts the set of callable paths, the path calling sequence, and the vehicle traffic diversion matching results.

[0007] As a preferred embodiment of the dynamic traffic diversion method for highway reconstruction and expansion network described in this invention, the construction of the interactive text-based deduction model for the construction traffic organization network includes: delineating the scope of construction traffic organization around the road occupancy sections of the highway reconstruction and expansion construction; dividing the road sections and nodes within the scope of the scope into construction impact sections, mainline transition sections, interchange conversion nodes, toll station passage nodes, information guidance sections, on-site control sections, and peripheral alternative channels according to traffic organization functions; configuring a unique object identifier, the name of the road section to which it belongs, upstream and downstream related objects, convertible objects, and executable objects for each object, and establishing an object organization table and an object association table; based on traffic operation data and on-site execution data, generating traffic status results, acceptance status results, conversion constraint status results, and execution condition status results for each object, and writing the status results into the interactive text-based deduction model for the construction traffic organization network.

[0008] As a preferred embodiment of the dynamic traffic diversion method for highway reconstruction and expansion described in this invention, the following steps are taken: The traffic status of the construction-affected sections and nodes within the scope of action, categorized into construction-affected sections, mainline transition sections, interchange transition nodes, toll station passage nodes, information guidance sections, on-site control sections, and peripheral alternative channels, is determined by comparing the average vehicle speed, throughput per unit time, queue length, lane occupancy rate, and number of remaining available lanes with corresponding benchmark data. The acceptance status of the peripheral alternative channels is determined by comparing the throughput per unit time, average path speed, remaining capacity, and vehicle traffic adaptation with corresponding benchmark data. The conversion constraint status of interchange transition nodes and toll station passage nodes is determined by comparing the throughput per unit time, entrance release volume, exit throughput, queue dissipation volume, and node conflict event count with corresponding benchmark data. The execution condition status of information guidance sections and on-site control sections is determined by the facility online status, command switching response time, on-site operable space status, and protective facility position adjustment permission status.

[0009] As a preferred embodiment of the dynamic traffic diversion method for highway reconstruction and expansion described in this invention, the method for determining the construction-affected section to enter the diversion process based on the combination relationship between the traffic status results of the construction-affected section and the acceptance status results of the peripheral alternative channels includes: when the traffic status results of the construction-affected section meet the preset diversion intervention conditions and the acceptance status results of at least one associated peripheral alternative channel meet the preset call conditions, the construction-affected section is determined to be the construction-affected section to enter the diversion process; when the traffic status results of the construction-affected section meet the preset diversion intervention conditions, but the associated peripheral alternative channels do not meet the preset call conditions, the construction-affected section is determined to be the internal digestion section; when the traffic status results of the construction-affected section do not meet the preset diversion intervention conditions, the construction-affected section is kept from entering the diversion process in the current processing cycle.

[0010] As a preferred embodiment of the dynamic traffic diversion method for highway reconstruction and expansion network described in this invention, the following steps are included: verifying the callability of peripheral alternative channels and outputting a set of callable paths and a path calling sequence. This includes reading the conversion constraint status results of corresponding interchange conversion nodes and toll station passage nodes for peripheral alternative channels associated with construction impact sections entering the diversion process; retaining peripheral alternative channels as callable paths when both corresponding interchange conversion nodes and toll station passage nodes meet preset node calling conditions; removing peripheral alternative channels from the callable path set for the current processing cycle when either the corresponding interchange conversion node or toll station passage node does not meet the preset node calling conditions; and forming a path calling sequence based on the remaining capacity, average speed change, toll change, and vehicle traffic adaptability of each callable path.

[0011] As a preferred embodiment of the dynamic traffic diversion method for highway reconstruction and expansion network described in this invention, the following steps are performed: Based on the vehicle type identification result, current location, target exit location, and available path set, traffic diversion matching is performed on vehicle objects to form target diversion paths. This includes classifying vehicle objects into large vehicle objects and non-large vehicle objects based on the vehicle type identification result; determining whether a vehicle object meets the path conversion conditions based on its current location, target exit location, and original planned travel path; for vehicle objects that meet the path conversion conditions, matching is performed sequentially in the available path set according to the path call sequence, with large vehicle objects preferentially matching available paths that meet the large vehicle travel adaptation conditions, and non-large vehicle objects sequentially matching available paths according to the path call sequence; when the target path reaches the preset path allocation capacity, matching continues with the next priority path to form the target diversion path corresponding to each vehicle object.

[0012] As a preferred embodiment of the dynamic traffic diversion method for highway reconstruction and expansion network described in this invention, the adjustment of the callable path set, path call sequence, and vehicle diversion matching result based on the updated state results includes forming a far-end prompting section, a near-end prompting section, a transition guidance section, and an on-site control section according to the target diversion path; generating corresponding path prompt content when the information guidance section meets preset information release conditions; generating corresponding diversion boundary adjustment content when the on-site control section meets preset on-site control conditions; collecting the average vehicle speed, unit time traffic volume, queue length, remaining capacity, node transition throughput, equipment online status, and boundary adjustment completion status after the execution of linkage control to form feedback data; updating the state results corresponding to each object based on the feedback data, and correcting the path filtering rules, path sorting rules, vehicle matching rules, and execution call rules to generate the callable path set, path call sequence, and vehicle diversion matching result for the next processing cycle.

[0013] Another objective of this invention is to provide a dynamic traffic diversion system for highway reconstruction and expansion networks. This system, based on an interactive text-based model of the construction traffic organization network, determines the construction-affected sections entering the diversion process according to the combination of the traffic status results of the construction-affected sections and the acceptance status results of the peripheral alternative channels. It also combines the conversion constraint status results of interchange transition nodes and toll station traffic nodes to verify the path callability of peripheral alternative channels, outputting a set of callable paths and a path call sequence. This solves the problem in current highway reconstruction and expansion construction traffic organization methods that struggle to accurately call diversion paths and finely match vehicle objects based on the overall network status.

[0014] As a preferred embodiment of the dynamic traffic diversion system for highway reconstruction and expansion described in this invention, the system includes: a road network simulation and modeling module, a diversion path selection module, and a diversion control update module. The road network simulation and modeling module is used to objectify the construction road sections and related road networks, constructing an interactive textual simulation model of the construction traffic organization road network, forming a state representation basis for the construction area, peripheral channels, nodes, and execution sections. The diversion path selection module is used to determine the sections entering diversion processing based on the traffic status of the construction-affected sections, the acceptance status of peripheral alternative channels, and the conversion constraint status of interchange nodes and toll station nodes, and outputs a set of callable paths and a path call sequence. The diversion control update module is used to complete diversion matching based on vehicle object characteristics and the set of callable paths, generate linkage control results, and update the state results and diversion results by combining the feedback data after execution.

[0015] A computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement a dynamic traffic diversion method for highway reconstruction and expansion.

[0016] A computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of a dynamic traffic diversion method for highway reconstruction and expansion network.

[0017] The beneficial effects of this invention are as follows: The dynamic traffic diversion method for highway reconstruction and expansion provided by this invention collects traffic operation data and on-site execution data of the road sections occupied by highway reconstruction and expansion construction and related road networks, and constructs an interactive textual deduction model of the construction traffic organization road network. This achieves a unified object-oriented expression and state-based organization of construction-affected sections, peripheral alternative channels, interchange transition nodes, toll station passage nodes, and on-site control sections, providing a consistent analytical basis for subsequent diversion determination. This achieves the beneficial effect of avoiding reliance on experience judgment of a single road section and improving the completeness of road network state identification in construction scenarios. By performing interactive path callability verification based on the traffic status results of construction-affected sections, the acceptance status results of peripheral alternative channels, and the node transition constraint status results, the method achieves orderly screening of alternative paths that truly meet the diversion conditions, preventing invalid diversion, erroneous diversion, and pressure transfer to secondary areas. By identifying bottleneck locations, the system effectively improves the accuracy of route selection and the balance of traffic diversion in the regional road network. It combines vehicle type identification results, current location, target exit location, and the set of available routes for traffic diversion matching, and links information guidance sections and on-site control sections to form control results. This achieves fine-grained coordination between vehicle objects and route resources, prompt resources, and on-site control resources, supporting differentiated guidance and layered traffic diversion. This enhances the targeted nature of traffic diversion execution and the coordination of on-site control. Furthermore, by writing back and updating the feedback data after the linkage control execution, and adjusting the route set, route selection sequence, and vehicle traffic diversion matching results based on the updated status results, the system continuously corrects and optimizes the traffic diversion strategy, adapting to the dynamic changes in traffic conditions under reconstruction and expansion construction conditions. This improves the continuous stability, adaptability, and overall reliability of the traffic diversion method. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 The first embodiment of the present invention provides an overall flowchart of a dynamic traffic diversion method for highway reconstruction and expansion. Detailed Implementation

[0020] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0021] Example 1, referring to Figure 1 As an embodiment of the present invention, a dynamic traffic diversion method for highway reconstruction and expansion network is provided, comprising: S1: Collect traffic operation data and on-site execution data from the road sections occupied by highway reconstruction and expansion construction and related road networks, and construct an interactive text-based simulation model of the construction traffic organization road network.

[0022] Furthermore, the scope of traffic organization for highway reconstruction and expansion is first determined by identifying the road sections occupied by the construction and their associated road network. Within this scope, the road sections, node locations, and on-site control locations involved in traffic organization adjustments are then uniformly and object-oriented. During object-oriented organization, ordinary road names or geographical locations are not used as the subsequent processing units. Instead, based on their actual role in traffic organization, relevant sections and nodes are divided into construction-affected sections, mainline transition sections, information guidance sections, route conversion sections, on-site control sections, interchange conversion nodes, toll station passage nodes, and peripheral alternative routes. Each object is assigned a unique object identifier and its associated road section name, corresponding station range, upstream and downstream connected objects, convertible objects, and on-site executable objects are recorded. This forms an object organization table covering construction-occupied sections, upstream diversion sections, conversion node sections, and peripheral connecting routes. After the object organization table is established, the roads, nodes and on-site facilities within the scope of the construction traffic organization no longer exist as loose information, but as a set of objects with fixed identifiers, fixed boundaries and fixed connection relationships, thus providing a unified processing basis for subsequent data attribution, status formation and condition judgment.

[0023] After establishing the object organization table, corresponding status formation items and classification criteria are configured for different objects. For construction-affected sections and mainline transition sections, average vehicle speed, traffic volume per unit time, proportion of large vehicles, queue length, lane occupancy rate, and number of remaining available lanes are collected. Combined with the baseline average speed, baseline traffic volume per unit time, baseline queue length, and baseline number of available lanes for the corresponding section, the traffic status results for that section are formed. For peripheral alternative channels, average vehicle speed, traffic volume per unit time, current remaining capacity, path stability, and large vehicle traffic adaptability are collected. Combined with the baseline capacity and baseline speed of the channel, the acceptance status results for that channel are formed. For interchange transition nodes and toll station traffic nodes, the transition throughput per unit time, queue dissipation per unit time, entrance release volume, exit throughput, and node conflict event count are collected. Combined with the node's baseline transition capacity, the transition constraint status results for the corresponding node are formed. For the information guidance section and the on-site control section, the online status of the data collection facilities, the command switching response time, the on-site deployment space status, and the permission status for adjusting the location of the protective facilities are used to form the execution condition status results for the corresponding section.

[0024] The baseline data is primarily formed using historical statistical results from the same period before construction. When complete historical statistical results before construction are insufficient, temporary baselines are formed using statistical results from multiple consecutive stable operating cycles after construction begins. To ensure consistency in the judgment criteria for the same object across different update cycles, the baseline data is consistently used within the same construction phase. When changes occur in the length of road occupancy, the number of lanes occupied, the construction time schedule, the interchange conversion method, or the toll station release organization, new baseline data for the corresponding construction phase is established for the affected objects. After real-time data is entered into the system, object attribution is first determined based on the correspondence between monitoring device numbers and object identifiers. Then, the corresponding classification rule table is called based on the object type, and the real-time data is compared with the baseline data to form the status result for each object in the current update cycle. For multi-source data received for the same object within one update cycle, a unified time window is used for merging processing, ensuring that the status result for the same object comes from a data set with the same caliber, rather than from discrete data spliced ​​from different time points.

[0025] For construction-affected sections and mainline transition sections, when determining the traffic status results, the speed change ratio, flow rate change ratio, queue length change, and available lane change are used as joint judgment conditions. When the change in average vehicle speed relative to the baseline average speed is within a preset normal range, the change in traffic volume per unit time relative to the baseline traffic volume per unit time is within a preset normal range, the change in queue length does not exceed a preset allowable increase value, and the change in the number of available lanes does not exceed a preset allowable decrease value, the section is considered to be in a normal traffic state. When any of the above indicators enters a preset restricted range, or when the queue length reaches a preset increase value within two consecutive update cycles, the section is considered to be in a restricted traffic state. When the change in average vehicle speed enters a preset congested range, and the queue length exceeds a preset increase value within two consecutive update cycles, or when the number of available lanes reaches a preset decrease condition, the section is considered to be in a queue development state. When the change in average vehicle speed exceeds a preset severely restricted range, and the queue length continues to increase within multiple consecutive update cycles, or when the traffic volume per unit time decreases to below a preset percentage corresponding to the baseline traffic volume per unit time, the section is considered to be in a traffic congestion state.

[0026] For peripheral alternative routes, when forming the acceptance status result, the remaining capacity, the proportion of the current unit time traffic volume to the benchmark traffic capacity, the proportion of path speed change, and the large vehicle adaptability conditions are used as joint judgment conditions. When the remaining capacity is greater than the preset capacity margin, the current traffic volume per unit time does not exceed the preset call ratio of the baseline capacity, the path speed change ratio is within the preset allowable range, and the large vehicle compatibility conditions are met, the channel is considered to be in a fully capable state. When the remaining capacity is within the preset call range, or the current traffic volume per unit time enters the preset near range of the baseline capacity, and the path speed change ratio has not yet reached the limit range, the channel is considered to be in a callable state. When the remaining capacity is lower than the preset call lower limit, or the current traffic volume per unit time enters the preset saturation near range of the baseline capacity, or the large vehicle compatibility conditions are not met, the channel is considered to be in a restricted state. When the remaining capacity is close to zero, the path speed change ratio enters the preset instability range, or the interchange and toll station traffic nodes connected to the channel simultaneously experience conversion obstruction, the channel is considered to be in a stopped state.

[0027] It should be noted that for interchange transition nodes and toll station passage nodes, when forming the transition constraint status result, the transition throughput per unit time, queue dissipation per unit time, entrance release volume, exit throughput, and node conflict event count are used as joint judgment conditions. When the transition throughput per unit time is not lower than the preset proportion corresponding to the benchmark transition throughput, the queue dissipation per unit time reaches the preset dissipation value, the difference between the entrance release volume and the exit throughput does not exceed the preset balance threshold, and the node conflict event count does not exceed the preset allowable upper limit value, the node is considered to be in a smooth transition state. When any indicator deviates from the corresponding benchmark value and enters the preset restriction range, the node is considered to be in a restricted transition state. When the transition throughput per unit time is lower than the preset lower limit proportion corresponding to the benchmark transition throughput, or the difference between the entrance release volume and the exit throughput exceeds the preset balance threshold in multiple consecutive update cycles, or the node conflict event count reaches the preset control upper limit value, the node is considered to be in a blocked transition state. Once the status results of interchange transition nodes and toll station passage nodes are formed, they participate in the subsequent path callability judgment together with the acceptance status results of the connected peripheral alternative channels.

[0028] For information guidance and on-site control sections, the determination of execution condition status is based on a combination of factors: facility online status, command switching response time, on-site operable space status, and permission status for protective facility location adjustments. When the facility is online and functioning normally, the command switching response time does not exceed the preset response time limit, the on-site operable space meets the preset deployment requirements, and the permission status for protective facility location adjustments is permitted, the corresponding section is considered to be in a direct execution state. When any condition enters the preset restriction range but does not trigger a prohibition condition, the corresponding section is considered to be in a restricted execution state. When the facility is offline, the command switching response time exceeds the preset response time limit, the on-site operable space does not meet the preset deployment requirements, or the permission status for protective facility location adjustments is prohibited, the corresponding section is considered to be in a suspended execution state. Subsequent operations such as information dissemination, boundary adjustments, and access control are all based on this execution condition status result for determining whether to invoke the operation.

[0029] After the status results of each object are completed, interactive judgment is performed according to the pre-established connection relationships in the object organization table. The interactive judgment first reads the traffic status results of the construction-affected section and the acceptance status results of the directly associated peripheral alternative channels. When the construction-affected section is in a queuing development state or a traffic blockage state, and at least one associated peripheral alternative channel is in a fully accepted or callable accepted state, it is determined that a diversion combination is formed between the construction-affected section and the corresponding peripheral alternative channel; when the construction-affected section is in a restricted traffic state, and at least one associated peripheral alternative channel is in a fully accepted state, it is determined that a pre-set diversion combination is formed between the construction-affected section and the corresponding peripheral alternative channel; when the construction-affected section is in a queuing development state or a traffic blockage state, and none of its associated peripheral alternative channels are in a fully accepted or callable accepted state, it is determined that the construction-affected section forms an internal digestion combination; when the construction-affected section is in a normal traffic state, no diversion trigger combination is formed, only the object status results are retained and the next update cycle begins. This process allows the determination of whether a construction-affected section is included in the traffic diversion analysis to be entirely based on the combination of traffic status results and acceptance status results, without relying on any fuzzy empirical judgments.

[0030] After forming a diversion combination or a pre-set diversion combination, the conversion constraint status results of the interconnection conversion nodes and toll station passage nodes connected to the combination are read. When both the connected interconnection conversion nodes and toll station passage nodes are in a smooth conversion state or a restricted conversion state, the corresponding peripheral alternative channels are retained as callable paths in the current update cycle; when any connected node is in a conversion obstructed state, the corresponding peripheral alternative channels are removed from the callable path set in the current update cycle. For cases where multiple callable paths correspond to the same construction impact section, a path calling sequence is formed in the following order: remaining capacity from largest to smallest, path speed change ratio from smallest to largest, toll change from smallest to largest, and the degree of large vehicle suitability satisfaction from best to worst.

[0031] After the set of callable paths is formed, the execution condition status results of the corresponding information guidance section and field control section are read. When at least one callable path exists and the corresponding information guidance section is in a direct execution state or a restricted execution state, the information guidance section is included in the information publishing objects of the current update cycle; when the corresponding field control section is in a direct execution state, the field control section is included in the field control objects of the current update cycle; when the corresponding information guidance section is in a suspended execution state, no information publishing operation is generated for that section; when the corresponding field control section is not in a direct execution state, no boundary adjustment or position adjustment operation is generated for that section.

[0032] After completing the above processing, the regional road network status representation results for the current update cycle are generated. These results include at least the current traffic status of construction-affected sections, the current upstream connection results of mainline transition sections, the current connection results of peripheral alternative channels, the current conversion constraint status of interchange and toll station traffic nodes, the current execution condition status of information guidance sections, the current execution condition status of on-site control sections, and sets of divertable combinations, pre-set divertable combinations, internal digestion combinations, and callable paths formed by combining the above results. Each result retains its object identifier, update time, invoked rule table number, and current status record as a direct basis for continued invocation in the next processing stage.

[0033] S2: Based on the interactive textual deduction model of the construction traffic organization road network, the construction impact section is determined according to the combination relationship between the traffic status results of the construction impact section and the acceptance status results of the peripheral alternative channels. Combined with the conversion constraint status results of the interchange conversion nodes and toll station traffic nodes, the path callability of the peripheral alternative channels is checked, and the set of callable paths and path call sequence are output.

[0034] Furthermore, after establishing the interactive text-based simulation model of the construction traffic organization road network and generating regional road network status representation results, the current traffic status of the construction-affected section, the current acceptance status of its directly associated peripheral alternative channels, and the current conversion constraint status of the interchange and toll station traffic nodes corresponding to the peripheral alternative channels are read. This allows for continuous filtering to determine whether the construction-affected section needs to undergo diversion processing and whether the peripheral alternative channels need to undergo path invocation processing. During filtering, the combined relationships between the construction-affected section, peripheral alternative channels, and node objects are judged level by level based on the already formed status results and the pre-established invocation rule table. Specifically, when the traffic status of the construction-affected section is either queuing or congested, and the acceptance status of at least one directly associated external alternative route is either fully accepted or available for use, the construction-affected section is marked as a diversion intervention section, and the external alternative routes that meet the conditions are listed as paths to be verified; when the traffic status of the construction-affected section is restricted, and the acceptance status of at least one directly associated external alternative route is fully accepted, the construction-affected section is marked as a diversion intervention section. The section is marked as a pre-set diversion section, and the peripheral alternative channels that meet the conditions are listed as pre-set paths to be checked; when the traffic status of the construction-affected section is in a queuing development state or a traffic blockage state, and the peripheral alternative channels directly associated with it are not in a fully accepting state or a callable accepting state, the construction-affected section is marked as an internal digestion section, and no diversion call request is released to the peripheral paths; when the traffic status of the construction-affected section is in a normal traffic state, the section is kept from entering the path filtering process in the current update cycle.

[0035] It should be noted that for peripheral alternative channels already listed as path objects to be verified or pre-set path objects to be verified, the conversion constraint status results of their corresponding interchange conversion nodes and toll station passage nodes are read, and the path callability verification is completed according to the node verification rule table. During verification, when both the interchange conversion nodes and toll station passage nodes corresponding to the peripheral alternative channel are in a smooth conversion state or a restricted conversion state, the peripheral alternative channel is retained as a callable path object in the current update cycle; when any of the interchange conversion nodes or toll station passage nodes corresponding to the peripheral alternative channel is in a blocked conversion state, the peripheral alternative channel is removed from the path call set in the current update cycle and will no longer participate in the current round of diversion call processing. For the case where multiple callable path objects correspond to the same construction impact section, the remaining capacity, the proportion of current unit time traffic volume to the benchmark traffic capacity, the proportion of path speed change, the toll change, and the large vehicle compatibility of each callable path object are further read, and a path call sequence is formed according to the preset sorting rules. The preset sorting rules prioritize remaining capacity as the first sorting criterion. When remaining capacity is the same or within the same allowable range, the path speed change ratio is used as the second sorting criterion. When path speed change ratios are the same or within the same allowable range, toll change is used as the third sorting criterion. When toll change ratios are the same or within the same allowable range, the suitability for large vehicles is used as the fourth sorting criterion. After sorting, at least one primary call path and one or more alternative call paths are formed for each construction-affected section. This ensures that subsequent traffic diversion matching no longer faces an unordered set of paths, but rather a sequence of path calls that has undergone condition filtering and priority sorting.

[0036] After the path call sequence is formed, the upstream mainline transition section of the construction-affected section is further read synchronously to obtain the current traffic status of the mainline transition section and its upstream association with the construction-affected section, and to determine whether the conditions for early release of path switching information are met in the current update cycle. When the construction-affected section is marked as a diversion intervention section or a pre-set diversion section, and the mainline transition section connected to it upstream is not in a traffic obstruction state, the mainline transition section is listed as an early warning section, and a warning association is established between the mainline transition section and the corresponding path call sequence. When the mainline transition section is already in a traffic obstruction state, or the upstream associated section between it and the construction-affected section is in a queuing development state for multiple consecutive update cycles, the path call sequence of the current update cycle will no longer be used for remote early warning, but only the near-end conversion call will be retained.

[0037] After completing the above processing, the diversion path filtering results for the current update cycle are generated. The diversion path filtering results include at least: the set of construction impact sections marked as diversion intervention sections, the set of construction impact sections marked as pre-set diversion sections, the set of construction impact sections marked as internal digestion sections, the set of callable path objects corresponding to each construction impact section, the path call sequence corresponding to each construction impact section, the node verification results corresponding to each path object, and the advance warning function section corresponding to each construction impact section.

[0038] S3: Based on the vehicle type identification result, current location, target exit location, and available path set, perform traffic diversion matching on the vehicle object to form the target traffic diversion path, and generate linkage control result by combining the execution condition status results of the information guidance section and the on-site control section.

[0039] Furthermore, after generating the diversion path selection results for the current update cycle, the system continues to read the object records corresponding to the construction impact section, mainline transition section, path call sequence, information guidance section, and on-site control section. It then performs category classification and path matching on vehicle objects entering the processing scope of the current update cycle. Vehicle object classification is based on the vehicle's current entrance information, target exit information, historical travel trajectory, vehicle type recognition results, and preset path conversion conditions. Specifically, for vehicles entering the processing range upstream of the construction impact zone, the vehicle type identification result is first read to classify the vehicles into large vehicles and non-large vehicles. Next, the vehicle's current entrance position, intended exit position, and original planned travel path between the entrance and exit are read. Combined with the starting and ending points of the currently available path objects, it is determined whether the vehicle meets the path conversion conditions. When the vehicle's travel distance from the current entrance to the target exit covers the construction impact zone, and at least one available path object can complete the detour without deviating from the target exit direction, the vehicle is marked as a diversionable vehicle object. When a vehicle passes through the construction impact zone but there is no available path object satisfying the target exit direction, the vehicle is marked as a vehicle maintaining its original path. When a vehicle is already downstream of the construction impact zone before entering the processing range, or its target exit is upstream of the construction impact zone and no longer needs to pass through the construction area, it is not included in the diversion matching object set for the current update cycle.

[0040] For existing divertable vehicle objects, path matching continues based on the correspondence rules between vehicle categories and path call sequences. During path matching, the vehicle type identification result, current location, target exit direction, and path call sequence corresponding to the construction impact section are read first. Then, the path speed change ratio, toll change, remaining capacity, interconnection conversion node verification results, and large vehicle compatibility status are read for each callable path object. For large vehicle objects, matching is prioritized among callable path objects that meet the large vehicle compatibility conditions. If the first path object in the path call sequence does not meet the large vehicle compatibility conditions, the next path object in the sequence is automatically checked until a path object that meets the large vehicle compatibility conditions and whose conversion constraint state is not in the conversion obstruction state is matched. If all callable path objects do not meet the large vehicle compatibility conditions, the vehicle object is rewritten from a divertable vehicle object to an original path-keeping vehicle object. For non-large vehicle objects, path objects are called sequentially according to the path call sequence for matching. When the first path object is still callable and consistent with the vehicle's target exit direction, it is directly written into the target routing path field of that vehicle object. When the first path object reaches its call limit in the current update cycle, or loses its callability due to node status updates, the matching process automatically switches to the next path object in sequence. To prevent local paths from being called intensively within an update cycle, a preset path allocation capacity value is set for each path object. When the number of vehicles allocated to a path object reaches the path allocation capacity value, subsequent vehicle objects are no longer written to that path object; instead, the next path object in sequence is called.

[0041] After completing the one-to-one matching of vehicle objects and path objects, a vehicle diversion execution section is generated based on the current location of the vehicle object and the starting access location of the corresponding path object. The vehicle diversion execution section includes at least a remote prompting section, a near-end prompting section, a transition guidance section, and a field control section. The remote prompting section consists of the advance prompting section determined in the previous steps, used to pre-issue path prompting information to vehicle objects that meet the remote prompting conditions; the near-end prompting section consists of the information guidance section corresponding to the starting access location of the path object, used to issue clear path switching information when the vehicle approaches the path transition location; the transition guidance section consists of the interconnection node object, toll station passage node object corresponding to the path object, and the diversion transition section directly associated with it, used to guide vehicle objects that have completed the target path matching to change paths; the field control section consists of the field control section upstream of the construction impact section or near the transition guidance section, used to implement entrance release control, diversion boundary adjustment, or protective facility position adjustment when the execution conditions are met.

[0042] It should be noted that after the diversion execution section is determined, the execution condition status results of each information guidance section and on-site control section are further read to generate the information release plan and on-site diversion plan for the current update cycle. For the information release plan, when the information guidance section corresponding to the remote prompt section is in a direct execution state or a restricted execution state, and the correspondence between the vehicle object and its target diversion path has been written, the information guidance section is included in the remote prompt object, and path prompt content is generated according to the combination of construction impact section identifier, target path direction, and target exit direction; when the information guidance section corresponding to the near prompt section is in a direct execution state or a restricted execution state, the information guidance section is included in the near prompt object, and near guidance content is generated according to the combination of current conversion node name, target path name, and lane keeping or lane changing instruction; when any information guidance section is in a suspended execution state, no release content is generated for that section, but the corresponding vehicle object is retained in the original path or re-matched in the next update cycle. For on-site traffic diversion schemes, when the on-site control section is in a direct execution state, and its associated construction impact section is marked as a diversion intervention section, and the upstream vehicle objects have formed a target diversion vehicle object that has reached the preset number, the on-site control section is included in the traffic diversion execution object, and traffic diversion boundary adjustment content is generated according to the access direction of the corresponding path object; when the on-site control section is not in a direct execution state, no boundary adjustment operation is generated, and only the information release operation is retained.

[0043] After generating the information dissemination plan and on-site traffic diversion plan, the vehicle diversion results within the current update cycle are summarized to form the diversion object matching and linkage control results. The results include at least: the set of divertable vehicle objects, the set of vehicle objects maintaining their original routes, the target diversion path corresponding to each divertable vehicle object, the far-end prompting section, near-end prompting section, transition guidance section, and on-site control section corresponding to each divertable vehicle object, the prompt content corresponding to each information guidance section, the diversion boundary adjustment content corresponding to each on-site control section, and the number of vehicles already allocated and the remaining allocable capacity for each path object within the current update cycle. All of the above results are recorded according to object identifier, update time, invoked rule table number, and current path matching order, and written back to the interactive text-based simulation model of the construction traffic organization road network, serving as the direct basis for subsequent execution feedback collection and status write-back updates.

[0044] S4: Collect feedback data after the execution of linkage control, write back and update the traffic status results, acceptance status results, transformation constraint status results and execution condition status results, and adjust the callable path set, path call sequence and vehicle diversion matching results based on the updated status results.

[0045] Furthermore, after completing the matching of diversion objects and generating the linkage control results within the current update cycle, the system continues to collect execution results for objects already included in the information release plan and on-site diversion plan. Based on the traffic operation data after execution, the system writes back and updates the aforementioned object status, path call status, and rule call results. During execution result collection, the object identifiers in the interactive textual simulation model of the construction traffic organization road network are still used as the basis for attribution. Real-time operational information for the construction-affected section, mainline transition section, peripheral alternative channels, interchange conversion nodes, toll station passage nodes, information guidance section, and on-site control section after execution is read. Real-time operational information includes at least the average vehicle speed, traffic volume per unit time, queue length, lane occupancy rate, and number of remaining available lanes after execution in the construction-affected section; the traffic volume per unit time, average path speed, and remaining capacity after execution in the peripheral alternative channels; the conversion throughput, entrance release volume, exit throughput, and node conflict event count after execution in the interchange conversion nodes and toll station passage nodes; and the online status of equipment, instruction switching completion status, and on-site boundary adjustment completion status after execution in the information guidance section and on-site control section.

[0046] After obtaining the post-execution data, the effects of the construction-affected sections and the surrounding alternative routes are assessed separately. For the construction-affected sections, the average vehicle speed, traffic volume per unit time, queue length, and number of available lanes before and after execution are read, corresponding to speed recovery, traffic flow recovery, queue change, and lane maintenance. When the speed recovery reaches the preset recovery value, the queue change shows a decrease in two consecutive update cycles, and the traffic volume per unit time is not lower than the preset recovery ratio corresponding to the traffic volume per unit time before execution, the current round of diversion execution results for the construction-affected section is deemed to meet the traffic recovery conditions. When the speed recovery does not reach the preset recovery value, or the queue change does not show a decrease in two consecutive update cycles, or the traffic volume per unit time is continuously lower than the preset recovery ratio corresponding to the traffic volume per unit time before execution, the current round of diversion execution results for the construction-affected section is deemed to not meet the traffic recovery conditions. For peripheral alternative channels, the system reads the unit-time traffic volume, average path speed, remaining capacity, and proportion of large vehicles before and after the channel's execution, corresponding to changes in channel load, speed, remaining capacity, and vehicle type composition. When the unit-time traffic volume of the peripheral alternative channel increases but still does not exceed the preset call ratio corresponding to the baseline capacity, and the average path speed does not enter the preset instability range, and the remaining capacity is still higher than the preset lower limit, the peripheral alternative channel is considered to remain in a callable state. When the unit-time traffic volume of the peripheral alternative channel increases to reach or exceed the preset call ratio corresponding to the baseline capacity, or the average path speed enters the preset instability range, or the remaining capacity is lower than the preset lower limit, the peripheral alternative channel is considered to enter a restricted call state.

[0047] After assessing the effects on the construction-affected areas and external alternative routes, the execution status of interchange transition nodes, toll station passage nodes, information guidance sections, and on-site control sections is further written back. For interchange transition nodes and toll station passage nodes, the unit-time conversion throughput, entrance throughput, exit throughput, queue dissipation, and node conflict event count after execution are read and compared with the records before execution and the node classification rule table for the current construction stage. When the conversion throughput after execution remains within the allowable range corresponding to the benchmark conversion throughput, and the difference between the entrance throughput and the exit throughput does not exceed the preset balance threshold, and the node conflict event count does not reach the preset control upper limit, the original conversion constraint status of the node is maintained. When the conversion throughput after execution drops below the preset lower limit ratio corresponding to the benchmark conversion throughput, or the difference between the entrance throughput and the exit throughput exceeds the preset balance threshold for multiple consecutive update cycles, or the node conflict event count reaches the preset control upper limit, the status of the node is updated to conversion obstruction result, and the node constraint field of its associated external alternative route is written synchronously. For the information guidance section and the field control section, read the online status of the equipment after execution, the status of instruction display completion, the status of boundary adjustment completion, and whether there is an execution interruption record on site; when the online status of the equipment is normal, the instruction display is complete, the boundary adjustment is complete, and there is no execution interruption record, maintain the original execution condition status result of the section; when there is a record of equipment offline, instruction display failure, boundary adjustment incomplete, or execution interruption, update the status result of the corresponding section to the suspended execution status or restricted execution status, and write it into the execution condition field of the subsequent update cycle.

[0048] It should be noted that after the status of each object is written back after execution, the path filtering rules, path sorting rules, vehicle matching rules, and execution call rules invoked in the current construction phase are further corrected. During the correction rule judgment, the traffic restoration results of each construction-affected section, the call maintenance results of each peripheral alternative channel, the number of allocated vehicles and remaining allocable capacity of each path object, and the actual execution completion results of the information guidance section and the on-site control section are read within the current update cycle. When a construction-affected section fails to meet the traffic restoration conditions for multiple consecutive update cycles, and its corresponding primary path object has reached its path allocation capacity value in each update cycle, the path sorting rule for the construction-affected section is modified. The original second-priority path object is promoted to the primary calling path, or the path allocation capacity value of the original primary path object is reduced. When an external alternative channel remains callable for multiple consecutive update cycles after execution, and its remaining capacity is consistently higher than the preset capacity margin value, the path allocation capacity value of the external alternative channel is increased. When an information guidance section is in a suspended or restricted execution state for multiple consecutive update cycles, the calling priority of the section is reduced in the execution calling rules of subsequent update cycles, or its corresponding vehicle object is directly transferred to the near-end prompting section or other information guidance sections to undertake the prompting task. When a site control section cannot complete the boundary adjustment operation for multiple consecutive update cycles, the direct diversion calling qualification of the site control section is canceled in the execution calling rules of subsequent update cycles, and only the information release calling qualification is retained. All rule corrections are written to the model by updating the corresponding rule table number and object field, rather than by temporary verbal instructions, thus ensuring that the rule correction process remains within a recordable and verifiable technical processing chain.

[0049] After the rule table is corrected, the diversion processing input set for the next update cycle is regenerated based on the updated object status results and rule table results. The diversion processing input set includes at least the updated traffic status results of the construction impact section, the status results of the mainline transition section, the status results of the peripheral alternative passage acceptance, the status results of the interchange conversion node and toll station traffic node conversion constraints, the status results of the execution conditions of the information guidance section and the on-site control section, as well as the corrected path call sequence, path allocation capacity value, vehicle matching rule field, and execution call rule field. For construction-affected sections that meet the conditions for traffic restoration within the current update cycle and whose associated peripheral alternative channels have not entered a call-restricted state, their original traffic diversion structure will be retained in the next update cycle. For construction-affected sections that do not meet the conditions for traffic restoration, or whose associated first-hand path objects have entered a call-restricted state, path filtering and vehicle matching processes will be retried before the start of the next update cycle. If, after execution, the queue length of an originally internally processed section continues to increase, the average vehicle speed continues to decrease, and the status of peripheral alternative channels improves, the section will be rewritten from an internally processed object to an object to be re-filtered and included in path filtering processing in the next update cycle.

[0050] Example 2, one embodiment of the present invention, provides a dynamic traffic diversion method for highway reconstruction and expansion. In order to verify the beneficial effects of the present invention, scientific demonstration is carried out through economic benefit calculation and simulation experiments.

[0051] First, a section of a four-lane expressway undergoing reconstruction and expansion was selected as the implementation scenario. The main line of the construction area is approximately 3.2 km long, including the continuous closure of one driving lane and one emergency lane. Two gantry guidance points are set up upstream of the construction impact area, and downstream it is connected to one hub interchange, two general interchanges, and two toll station exits. Optional alternative routes include parallel expressway routes, connecting road routes, and regional trunk road routes. The test period is selected during the peak operating hours from 7:00 to 11:00 on weekdays. Average vehicle speed, traffic volume per unit time, queue length, proportion of large vehicles, interchange transition throughput, toll station release volume, equipment online status, and on-site control execution status are collected in the construction-affected section and related road network. First, an interactive textual simulation model of the construction traffic organization road network is established based on the construction impact area, external alternative routes, interchange transition nodes, toll station passage nodes, information guidance sections, and on-site control sections. The data collected from each monitoring point is mapped to the corresponding traffic status results, acceptance status results, transition constraint status results, and execution condition status results. Subsequently, based on the state combination relationship between the construction-affected section and the peripheral alternative routes, the construction section entering the diversion process is selected. Combined with the conversion constraints of interchange nodes and toll station nodes, the callability of the peripheral alternative routes is checked, forming the primary and alternative routes. Further, vehicle type and location are identified for vehicles entering the processing area, and their path conversion conditions are determined based on the target exit location. For vehicles meeting the conversion conditions, target diversion routes are generated according to the principle of prioritizing matching suitable routes for large vehicles, and matching other vehicles sequentially according to the call sequence. Simultaneously, remote prompts, near-end prompts, conversion guidance, and on-site control schemes are generated. In comparison, under the same scenario, static traffic diversion schemes, single-point guidance schemes, path-only guidance schemes, no-feedback adjustment schemes, and manual experience-based scheduling schemes were set up and run continuously for 4 hours under the same traffic demand level. The average speed in the construction area, maximum queue length, 30-minute traffic volume, load balancing coefficient of peripheral alternative channels, large vehicle mis-diversion rate, secondary path adjustment response time, number of conflict events at interconnection nodes, and time to recover to stable traffic after feedback were statistically analyzed to verify the dynamic diversion effect and linkage control advantages of the present invention in the construction scenario.

[0052] Table 1 Experimental Data

[0053] As shown in Table 1, under the same construction road occupancy conditions and similar traffic demand levels, the dynamic diversion method of this invention demonstrates superior operational results in multiple key indicators. Furthermore, its improvement is not merely an enhancement of a single indicator, but rather a synergistic effect throughout the entire process of "state identification—path selection—vehicle matching—coordinated control—feedback update." Firstly, in terms of average speed and maximum queue length in the construction area, this invention achieves 58 km / h and 320 m respectively, significantly better than the static diversion scheme A's 42 km / h and 910 m, and also better than single-point guidance scheme B, path-only guidance scheme C, and no-feedback adjustment scheme D. This indicates that this invention does not rely solely on local prompts, but rather, through interactive verification of the construction area status, the status of the surrounding passageways, and the node constraint status, it can more accurately identify divertable paths and promptly relieve pressure on the construction area. Secondly, in terms of 30-minute traffic volume and the load balancing coefficient of peripheral alternative channels, this invention achieved 2140 vehicles / 30min and 0.86 respectively, indicating that while maintaining the mainline's traffic capacity, the peripheral alternative channels did not experience significant imbalance. This demonstrates the important novelty of this invention compared to existing technologies: it does not simply spill over vehicles to arbitrary alternative paths, but achieves orderly utilization of the regional road network's carrying capacity through path callability verification and call sequence output. Thirdly, the mis-diversion rate for large vehicles was only 6.8%, significantly lower than the comparative schemes. This indicates that this invention introduces constraints such as vehicle type recognition, current location, and target exit location during the vehicle diversion matching stage, enabling targeted matching between large vehicles and suitable paths, avoiding the common problem in existing technologies where "large vehicles are incorrectly diverted to restricted nodes or low-fitness channels." Furthermore, the response time for secondary route adjustments is only 7 minutes, the number of interconnection node conflict events is only 3 times / 4 hours, and the time to restore stable traffic after feedback is only 24 minutes. This demonstrates that the present invention can not only generate diversion schemes, but also form a linkage control based on information guidance sections and on-site control sections. After execution, it uses feedback data to write back and update the status results and diversion results, thereby achieving continuous optimization. Compared with the no-feedback adjustment scheme D and the manual experience scheduling scheme E, this closed-loop update mechanism directly brings faster recovery speed and lower node conflict risk. It can be seen that the inventive effect of the present invention in the embodiments is mainly as follows: it realizes the unified organization of regional road network objects and states through an interactive textual deduction model, realizes the accurate selection of diversion paths through path callability verification, realizes differentiated guidance control through vehicle diversion matching, and realizes dynamic closed-loop adjustment through feedback updates. Finally, it achieves the comprehensive technical effects of improved traffic in the construction area, balanced connection of the surrounding road network, and coordinated linkage of on-site control.

[0054] Example 3, an embodiment of the present invention, provides a dynamic diversion system for highway reconstruction and expansion, including a road network simulation and modeling module, a diversion path screening module, and a diversion control update module.

[0055] The road network simulation and modeling module is used to objectify the construction road sections and related road networks, construct an interactive textual simulation model of the construction traffic organization road network, and form the basis for the state representation of the construction area, peripheral channels, nodes, and execution sections. The diversion path screening module is used to determine the sections entering the diversion process based on the traffic status of the construction-affected sections, the acceptance status of peripheral alternative channels, and the conversion constraint status of interchange nodes and toll station nodes, and outputs a set of callable paths and a path call sequence. The diversion control update module is used to complete the diversion matching based on vehicle object characteristics and the set of callable paths, generate linkage control results, and update the state results and diversion results by combining the feedback data after execution.

[0056] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0057] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-including system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0058] More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0059] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc. It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

[0060] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A dynamic traffic diversion method for highway reconstruction and expansion networks, characterized in that, include: Collect traffic operation data and on-site execution data from the road occupancy sections and related road networks of the highway reconstruction and expansion construction, and construct an interactive text-based simulation model of the construction traffic organization road network. Based on the interactive text-based simulation model of the construction traffic organization road network, the construction impact section that enters the diversion process is determined according to the combination relationship between the traffic status results of the construction impact section and the acceptance status results of the peripheral alternative channels. Combining the conversion constraint status results of the interchange conversion nodes and toll station traffic nodes, the path callability of the peripheral alternative channels is checked, and the set of callable paths and the path call sequence are output. Based on the vehicle type identification result, current location, target exit location, and available path set, traffic diversion matching is performed on the vehicle object to form the target traffic diversion path. Combined with the execution condition status results of the information guidance section and the on-site control section, the linkage control result is generated. The system collects feedback data after the execution of the linkage control, writes back and updates the traffic status results, acceptance status results, transformation constraint status results, and execution condition status results, and adjusts the set of callable paths, path call sequence, and vehicle diversion matching results based on the updated status results.

2. The dynamic traffic diversion method for highway reconstruction and expansion as described in claim 1, characterized in that: The construction of the interactive text-based simulation model for the road network traffic organization includes delineating the scope of traffic organization around the road occupancy sections of the highway reconstruction and expansion project, and dividing the road sections and nodes within the scope of the scope into construction impact sections, mainline transition sections, interchange conversion nodes, toll station passage nodes, information guidance sections, on-site control sections, and peripheral alternative channels according to the traffic organization functions. Configure each object with a unique object identifier, the name of the road segment to which it belongs, upstream and downstream related objects, convertible objects, and executable objects, and establish an object organization table and an object association table; Based on traffic operation data and on-site execution data, traffic status results, acceptance status results, transformation constraint status results, and execution condition status results are generated for each object. The status results are then written into the interactive textual deduction model of the construction traffic organization road network.

3. The dynamic traffic diversion method for highway reconstruction and expansion as described in claim 2, characterized in that: The road sections and nodes within the scope of the action are divided into construction impact sections, mainline transition sections, interchange transition nodes, toll station passage nodes, information guidance sections, on-site control sections, and peripheral alternative channels according to traffic organization functions. The traffic status results of the construction impact sections are formed by comparing the average vehicle speed, traffic volume per unit time, queue length, lane occupancy rate, and number of remaining available lanes with the corresponding benchmark data. The acceptance status results of the peripheral alternative channels are formed by comparing the traffic volume per unit time, average path speed, remaining capacity, and vehicle traffic adaptation with the corresponding benchmark data. The conversion constraint status results of interchange transition nodes and toll station passage nodes are formed by comparing the conversion throughput per unit time, entrance release volume, exit throughput, queue dissipation volume, and node conflict event count with the corresponding benchmark data. The execution condition status results of information guidance sections and on-site control sections are formed by the facility online status, command switching response time, on-site operable space status, and protective facility position adjustment permission status.

4. The dynamic traffic diversion method for highway reconstruction and expansion as described in claim 3, characterized in that: The method of determining the construction-affected section to enter the diversion process based on the combination relationship between the traffic status results of the construction-affected section and the acceptance status results of the external alternative channels includes determining the construction-affected section to enter the diversion process when the traffic status results of the construction-affected section meet the preset diversion intervention conditions and the acceptance status results of at least one associated external alternative channel meet the preset call conditions. When the traffic status of the construction-affected section meets the preset diversion intervention conditions, but the associated external alternative channels do not meet the preset call conditions, the construction-affected section is determined as an internal digestion section. When the traffic status of the affected section does not meet the preset diversion intervention conditions, the affected section will not be subject to diversion processing within the current processing cycle.

5. The dynamic traffic diversion method for highway reconstruction and expansion as described in claim 4, characterized in that: The path callability check of the peripheral alternative channels and the output of the callable path set and path call sequence include the peripheral alternative channels associated with the construction impact section entering the diversion process, and the reading of the conversion constraint status results of the corresponding interchange conversion nodes and toll station passage nodes; When both the corresponding interchange conversion node and the toll station passage node meet the preset node calling conditions, the peripheral alternative channel is reserved as a callable path; When any node among the corresponding interconnection conversion node or toll station passage node does not meet the preset node calling conditions, the external alternative channel will be removed from the callable path set of the current processing cycle. The path calling sequence is formed based on the remaining capacity of each callable path, the change in average path speed, the change in toll, and the vehicle traffic adaptability.

6. The dynamic traffic diversion method for highway reconstruction and expansion as described in claim 5, characterized in that: The process of performing traffic matching on vehicle objects based on vehicle type identification results, current location, target exit location, and callable path set to form target traffic paths includes classifying vehicle objects into large vehicle objects and non-large vehicle objects based on vehicle type identification results. Based on the vehicle's current location, target exit location, and original planned route, determine whether the vehicle meets the route conversion conditions. For vehicle objects that meet the path conversion conditions, they are matched sequentially in the callable path set according to the path call sequence. Large vehicle objects are matched first with callable paths that meet the large vehicle passage adaptation conditions. Non-large vehicle objects are matched sequentially with callable paths according to the path call sequence. When the target path reaches the preset path allocation capacity, the matching continues to the next priority path to form the target diversion path corresponding to each vehicle object.

7. The dynamic traffic diversion method for highway reconstruction and expansion as described in claim 6, characterized in that: The adjustment of the callable path set, path call sequence, and vehicle diversion matching result based on the updated status results includes forming a remote prompting section, a near-end prompting section, a transition guidance section, and an on-site control section according to the target diversion path; When the information guidance section meets the preset information release conditions, corresponding path prompt content is generated; When the field control section meets the preset field control conditions, the corresponding diversion boundary adjustment content is generated; The system collects data on average vehicle speed, traffic volume per unit time, queue length, remaining capacity, node transition throughput, equipment online status, and boundary adjustment completion status after the execution of the linkage control, forming feedback data. Based on the feedback data, the status results corresponding to each object are written back and updated, and the path filtering rules, path sorting rules, vehicle matching rules and execution call rules are corrected to generate the set of callable paths, path call sequence and vehicle diversion matching results for the next processing cycle.

8. A system employing the dynamic traffic diversion method for highway reconstruction and expansion networks as described in any one of claims 1 to 7, characterized in that: It includes a road network simulation and modeling module, a diversion path selection module, and a diversion control update module; The road network simulation and modeling module is used to objectify the construction road occupation section and related road network, construct an interactive textual simulation model of the construction traffic organization road network, and form the basis for the state representation of the construction area, the outer passage, the node and the execution section. The diversion path filtering module is used to determine the sections entering the diversion process based on the traffic status of the construction-affected sections, the acceptance status of the external alternative channels, and the conversion constraint status of the interchange nodes and toll station nodes, and outputs a set of callable paths and a path call sequence. The diversion control update module is used to complete diversion matching based on vehicle object characteristics and callable path set, generate linkage control results, and write back and update the status results and diversion results in combination with the feedback data after execution.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the dynamic traffic diversion method for highway reconstruction and expansion network as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the dynamic traffic diversion method for highway reconstruction and expansion network as described in any one of claims 1 to 7.

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