A digital construction path optimization control method, system, and storage medium for a highway communication system.

Abstract

This invention discloses a digital construction path optimization control method, system, and storage medium for a highway communication system, relating to the fields of digital construction and intelligent transportation. The method includes: S1, establishing a two-way communication connection between the construction management subsystem and the traffic control subsystem; By establishing a two-way communication connection between the construction management system and the traffic control system, this invention enables real-time interaction between construction information such as construction progress, work area, and equipment and personnel distribution, and traffic information such as real-time traffic status, vehicle trajectory, and emergencies, forming a complete closed-loop control mechanism of construction information-traffic control-construction adjustment. This allows traffic control strategies to be adjusted promptly and accurately according to changes in construction progress, and construction rhythm, work sequence, and safety protection measures to be dynamically optimized according to real-time traffic conditions, avoiding problems such as delayed traffic control and untimely construction adjustments due to information asymmetry, and reducing the probability of traffic congestion in the construction area and surrounding road sections.

Description

Technical Field

[0001] This invention relates to the field of digital construction and intelligent transportation technology, specifically to a digital construction path optimization control method, system, and storage medium for a highway communication system. Background Technology

[0002] Highway communication systems are a core component of highway electromechanical systems, undertaking key functions such as voice communication, data transmission, video surveillance, toll collection and settlement, traffic control, and emergency command. They are crucial infrastructure for ensuring the safe, efficient, and smooth operation of highways. With the rapid development of intelligent transportation technologies, highway communication systems are gradually upgrading towards digitalization, intelligence, and networking, placing higher demands on construction quality, efficiency, and traffic impact control during construction. Digital construction of highway communication systems refers to the use of digital technology to manage and control the entire construction process, including digital design of construction plans, digital monitoring of the construction process, digital detection of construction quality, and digital management of construction data. Construction route optimization, as a core aspect of digital construction, directly affects construction progress, costs, and the degree of impact on traffic flow. A reasonable construction route can minimize the construction period and reduce disruption to normal highway traffic while ensuring construction quality and safety.

[0003] In existing technologies, construction path planning for highway communication systems typically focuses solely on the construction process itself, primarily considering factors such as construction procedures, equipment transportation, and material supply. It fails to deeply integrate with traffic control systems. During construction, the lack of effective information exchange and linkage mechanisms between the construction management system and the traffic control system results in construction information not being promptly transmitted to traffic management departments. Adjustments to traffic control strategies often lag behind changes in construction progress. Furthermore, real-time traffic conditions and emergency information acquired by the traffic control system cannot be promptly fed back to the construction management system. This prevents dynamic adjustments to construction pace and safety measures based on traffic conditions, easily leading to traffic congestion in the construction area and surrounding roads, and posing safety hazards due to vehicles entering the site abnormally. It also makes it difficult to achieve synergistic optimization of construction efficiency, construction safety, and traffic flow efficiency. Therefore, developing a digital construction path optimization control method, system, and storage medium for highway communication systems is of great significance. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a digital construction path optimization control method, system and storage medium for highway communication systems. It can solve the problems of the lack of deep integration and two-way linkage between the construction and traffic control systems of highway communication systems in the prior art, which leads to the lag in the transmission of construction information, the untimely adjustment of traffic control strategies and the inability to dynamically adjust the construction pace according to traffic conditions, thereby causing traffic congestion and construction safety hazards.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution: Firstly, a digital construction path optimization control method for a highway communication system, comprising the following steps: S1, establishing a bidirectional communication connection between the construction management subsystem and the traffic control subsystem; S2, the construction management subsystem generates an initial construction path plan and pushes the construction path plan, construction schedule, work area scope, equipment location, and personnel distribution information to the traffic control subsystem in real time; S3, the traffic control subsystem receives the information pushed by the construction management subsystem, combines it with real-time traffic status data, dynamically generates and adjusts traffic control strategies for the construction area and surrounding road sections, and feeds back the traffic control strategy information to the construction management subsystem; S4, the traffic control subsystem collects real-time traffic status data and vehicle information for the construction area and surrounding road sections. The system collects vehicle trajectory data and information on emergencies, and feeds this information back to the construction management subsystem in real time; S5, the construction management subsystem receives information from the traffic control subsystem, analyzes the impact of construction on traffic flow and the impact of traffic conditions on construction safety, and dynamically adjusts the construction pace, work sequence, and safety protection measures; S6, when the traffic control subsystem detects an abnormal vehicle entering the construction area or when traffic congestion reaches a preset threshold, it sends an early warning signal to the construction management subsystem. Upon receiving the early warning signal, the construction management subsystem automatically triggers a construction suspension command and a safety early warning mechanism; S7, when the abnormal situation is resolved, the traffic control subsystem sends a warning cancellation signal to the construction management subsystem. The construction management subsystem automatically resumes construction and adjusts subsequent construction route plans based on the current traffic conditions and construction progress.

[0006] Furthermore, step S2, when generating the initial construction route plan, includes the following steps: the construction management subsystem obtains the construction drawings, construction procedure requirements, and site survey data of the highway communication system; the construction management subsystem divides the construction road sections according to the construction drawings and construction procedure requirements, and determines the construction content and construction sequence of each construction road section; the construction management subsystem determines the equipment deployment location and personnel configuration plan for each construction road section in conjunction with the site survey data; and the construction management subsystem integrates the above information to generate the initial construction route plan.

[0007] Furthermore, step S3, in dynamically generating and adjusting the traffic control strategy for the construction area and surrounding road sections, includes the following steps: the traffic control subsystem receives construction information pushed by the construction management subsystem and extracts the scope of the work area and construction progress information; the traffic control subsystem obtains real-time traffic status data of the construction area and surrounding road sections, and calculates the current traffic flow and average vehicle speed; the traffic control subsystem generates an initial traffic control strategy based on the scope of the work area and real-time traffic status data, the initial traffic control strategy including variable speed limit settings, lane closure management, ramp control, and guidance information dissemination; the traffic control subsystem substitutes the traffic control strategy adaptation coefficient calculation formula to complete the strategy calibration, the calculation formula being: ,in For traffic control strategy adaptation coefficient, Real-time traffic flow in the construction area. The maximum traffic flow is designed for the construction area. The construction work area occupies road space. This represents the total road area of ​​the construction zone. This represents the real-time average vehicle speed in the construction area. The standard speed limit for the construction area is defined by α, β, and γ, which are weighting coefficients determined through machine learning training using historical construction traffic coupling data of the highway, and satisfy the following conditions: The traffic control subsystem adjusts the traffic control strategy in real time based on the real-time changes in construction progress and the dynamic changes in traffic conditions, combined with the calibrated adaptation coefficients.

[0008] Furthermore, step S5, when dynamically adjusting the construction pace, work sequence, and safety protection measures, includes the following steps: the construction management subsystem receives traffic status data and traffic control strategy information from the traffic control subsystem; the construction management subsystem calculates the traffic saturation of the construction area and surrounding road sections; the construction management subsystem substitutes the data into the construction pace adjustment coefficient calculation formula to determine the adjustment range, the calculation formula being... ,in Adjustment coefficient for construction rhythm Traffic saturation in the construction area, The threshold for traffic saturation in the construction area is λ, which is the curve correction coefficient, determined on-site based on the highway grade and communication construction type, and e is a natural constant. The construction management subsystem adjusts the construction rhythm and the number of personnel and equipment deployed based on the construction rhythm adjustment coefficient. The construction management subsystem adjusts the setting standards and locations of safety protection measures based on traffic control strategies and vehicle speeds. Safety protection measures include the setting of safety warning signs, the layout of guardrails, the placement of isolation piers, and the delineation of safe distances.

[0009] Furthermore, in step S1, the construction management subsystem and the traffic control subsystem establish a two-way communication connection through the highway dedicated communication network. The construction management subsystem and the traffic control subsystem use an encrypted transmission protocol for data transmission. The data transmission cycle between the construction management subsystem and the traffic control subsystem is consistent with the traffic data collection cycle of the traffic control subsystem.

[0010] Furthermore, in step S2, the construction schedule plan pushed by the construction management subsystem to the traffic control subsystem includes the planned start time, planned end time, and key node times for each construction section. The construction management subsystem then substitutes these values ​​into the construction path priority index calculation formula to sort the construction sections. The calculation formula is as follows: ,in This is the path priority index for a single construction section. The weighting is affected by the construction duration. Distance affects weight. The weights for traffic flow impact were determined using the analytic hierarchy process (AHP) combined with the construction specifications for highway communication systems, and met the following requirements: T represents the planned construction duration for the current construction section, and L represents the distance between the current construction section and the core traffic area of ​​the main line. This is the real-time traffic flow for the current construction section. To determine the maximum traffic flow for the current construction section, the equipment location information pushed by the construction management subsystem to the traffic control subsystem is obtained in real time through the GPS device installed on the construction equipment. The personnel distribution information pushed by the construction management subsystem to the traffic control subsystem is obtained in real time through the smart terminals carried by the construction personnel.

[0011] Furthermore, in step S4, the traffic control subsystem collects traffic status data and vehicle trajectory data of the construction area and surrounding road sections through roadside radar, roadside cameras, loop detectors and vehicle identification equipment. The traffic control subsystem obtains information on emergencies in the construction area and surrounding road sections through the highway emergency command system. The traffic control subsystem preprocesses the collected traffic data before pushing it to the construction management subsystem. The preprocessing includes data denoising, data format unification, abnormal data removal and data timestamp calibration.

[0012] Furthermore, in step S6, after the construction management subsystem triggers the construction pause command, it sends a stop operation command to all construction equipment, controlling the construction equipment to stop all construction operations. After the construction management subsystem triggers the safety early warning mechanism, it issues a safety early warning signal through the sound and light alarm device at the construction site, and at the same time sends safety early warning information to the smart terminals carried by all construction personnel. In step S7, when the construction management subsystem adjusts the subsequent construction route plan, it combines the unfinished construction content, the current construction progress, and the future traffic prediction data fed back by the traffic control subsystem to re-divide the construction road sections and adjust the construction sequence and construction time arrangement of each construction road section.

[0013] Secondly, a digital construction path optimization control system for a highway communication system is provided, applicable to the aforementioned digital construction path optimization control method for a highway communication system. This system includes a construction management subsystem and a traffic control subsystem, which are bidirectionally connected via a communication network. The construction management subsystem includes a construction path planning module, a construction information push module, a traffic information receiving module, a construction adjustment module, and a safety early warning module. The construction path planning module generates an initial construction path plan and dynamically adjusts it based on traffic conditions and construction progress. The construction information push module pushes the construction path plan, construction progress schedule, work area scope, equipment location, and personnel distribution information to the traffic control subsystem in real time. The traffic information receiving module receives traffic control strategy information, real-time traffic status data, vehicle trajectory data, and emergency information from the traffic control subsystem. The construction adjustment module adjusts the construction path based on feedback from the traffic control subsystem. The system dynamically adjusts the construction pace, work sequence, and safety protection measures based on information. The safety early warning module receives early warning signals from the traffic control subsystem, automatically triggers construction pause commands and safety early warning mechanisms, and resumes construction after the abnormal situation is resolved. The traffic control subsystem includes a construction information receiving module, a traffic control strategy generation module, a traffic data acquisition module, and a traffic information push module. The construction information receiving module receives construction information pushed by the construction management subsystem. The traffic control strategy generation module dynamically generates and adjusts traffic control strategies for the construction area and surrounding road sections based on construction information and real-time traffic status data. The traffic data acquisition module collects real-time traffic status data, vehicle trajectory data, and emergency information for the construction area and surrounding road sections. The traffic information push module pushes traffic control strategy information, real-time traffic status data, vehicle trajectory data, and emergency information to the construction management subsystem in real time, and sends early warning signals to the construction management subsystem when abnormal situations are detected.

[0014] Thirdly, a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the above-described digital construction path optimization control method for a highway communication system.

[0015] Compared with existing technologies, the digital construction path optimization control method, system, and storage medium of this highway communication system have the following beneficial effects: By establishing a two-way communication connection between the construction management system and the traffic control system, this invention enables real-time interaction between construction information such as construction progress, work area, and equipment and personnel distribution, and traffic information such as real-time traffic status, vehicle trajectory, and emergencies. This forms a complete closed-loop control mechanism of construction information-traffic control-construction adjustment, allowing traffic control strategies to be adjusted promptly and accurately according to changes in construction progress. Construction rhythm, work sequence, and safety protection measures can be dynamically optimized according to real-time traffic conditions, avoiding problems such as delayed traffic control and untimely construction adjustments caused by information asymmetry. This reduces the probability of traffic congestion in the construction area and surrounding road sections. At the same time, through automatic early warning and construction suspension mechanisms for abnormal vehicle intrusion and traffic congestion, the safety of the construction process is improved, achieving synergistic optimization of construction efficiency, construction safety, and traffic efficiency.

[0016] Other advantages, objectives and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination or study, or may be learned from the practice of the invention. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0018] Figure 1 A flowchart of a digital construction path optimization control method for a highway communication system;

[0019] Figure 2 A flowchart illustrating the steps of a digital construction path optimization control method for a highway communication system;

[0020] Figure 3 This is a schematic diagram of the structure of a digital construction path optimization control system for a highway communication system. Detailed Implementation

[0021] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0022] This invention provides a digital construction path optimization control method, system, and storage medium for a highway communication system. The core of this method is to establish a two-way encrypted communication connection between the construction management subsystem and the traffic control subsystem within a dedicated highway communication network, constructing a closed-loop control mechanism for real-time interaction of construction and traffic information. The construction management subsystem first generates an initial construction path plan based on construction drawings, process requirements, and site survey data, simultaneously pushing information such as construction progress, work area, equipment, and personnel distribution to the traffic control subsystem. The traffic control subsystem, combined with real-time traffic data collected by roadside radar, cameras, and other equipment, calibrates and dynamically generates traffic control strategies such as variable speed limits and lane closures using a traffic control strategy adaptation coefficient formula, and then transmits information such as traffic status, vehicle trajectories, and emergencies back to the construction management subsystem. The construction management subsystem dynamically optimizes the construction rhythm, work sequence, and safety protection measures based on a traffic saturation and construction rhythm adjustment coefficient formula. Simultaneously, the traffic control subsystem monitors abnormal vehicle incursions and congestion thresholds in real time, triggering construction suspension and safety warnings. Construction automatically resumes and the path plan is adjusted after the anomaly is resolved. The system consists of two main subsystems: construction management and traffic control. It utilizes computer-readable storage media to implement the methodology, achieving full-process digital management from construction planning, traffic control, dynamic adjustments to safety early warnings, thus resolving congestion and safety issues caused by the disconnect between construction and traffic control information. A detailed description is provided below with specific examples.

[0023] This embodiment selects a digital upgrade project of the communication system of a six-lane dual carriageway expressway as the application scenario. The expressway has a daily traffic volume of 35,000 vehicles. The construction area covers a 3-kilometer section of the main line and two interchange ramps. The construction includes laying communication optical cables, installing core communication equipment, and conducting joint debugging and testing of the communication system. The construction must be completed without interrupting normal expressway traffic, and the impact on traffic flow must be strictly controlled to ensure construction safety and progress. The entire construction process utilizes the digital construction path optimization control method and supporting system of this invention for expressway communication systems, achieving digital and intelligent management and control of the entire construction process. The specific implementation process is as follows.

[0024] First, establish a two-way communication connection between the construction management subsystem and the traffic control subsystem, such as... Figure 1As shown, this step is the starting point of the entire digital construction path optimization and control process. The construction management subsystem is deployed in a dedicated command center at the construction site, equipped with a high-performance processor and data storage module to meet the real-time processing needs of construction data. The traffic control subsystem is directly connected to the unified traffic management platform of the highway network, achieving interconnection and interoperability with the network's traffic management data. The two subsystems establish a stable two-way communication link through a dedicated fiber optic communication network for highways. Data transmission adopts a national-level encrypted transmission protocol to eliminate the risk of leakage during the transmission of construction data and traffic data. At the same time, the data transmission cycle of the two subsystems is set to be consistent with the traffic data acquisition cycle of the traffic control subsystem. In this embodiment, both the acquisition cycle and the transmission cycle are set to 1 second to ensure that construction information and traffic information can be synchronized in real time and interact without delay, providing basic communication support for subsequent closed-loop control.

[0025] After establishing a communication connection, the process proceeds to the initial construction path generation and construction information push phase, such as... Figure 2 As shown. The construction management subsystem first retrieves the complete set of construction drawings for the highway communication system, the communication engineering construction procedure specifications, and road topography data, underground pipeline distribution data, and basic traffic flow data of the construction area obtained from the on-site survey. Based on the installation locations of communication facilities and construction procedure requirements marked on the construction drawings, the 3-kilometer mainline construction section is divided into three independent construction sections. The core construction content and sequence of operations for each construction section are clearly defined. The first section is responsible for laying communication optical cables, the second section is responsible for installing communication equipment, and the third section is responsible for system integration and testing. Combining the on-site survey data, the deployment locations of engineering vehicles, placement points of construction machinery, and fixed working areas for construction personnel in each construction section are planned. The GPS positioning devices on the construction equipment collect the latitude and longitude positions of the equipment in real time and upload them to the construction management subsystem. The smart terminals carried by the construction personnel report the distribution location and work status of personnel in real time.

[0026] In the specific implementation of this embodiment, the construction management subsystem uses the construction path priority index calculation formula to complete the priority ranking of construction sections. The formula is as follows: , in the formula Represents the path priority index for a single construction section. The weighting is affected by the construction duration. Distance affects weight. To determine the weights for traffic flow impact, the three types of weights were determined using the analytic hierarchy process (AHP) combined with the construction specifications for highway communication systems, and they also met the following requirements: .

[0027] This embodiment uses the analytic hierarchy process (AHP) to quantify and score the three major factors—construction time, road segment distance, and traffic flow—and calculate their weights, ultimately determining the optimal parameters. , , T represents the planned construction duration of the current construction section, and L represents the distance between the current construction section and the core traffic area of ​​the main line. This represents the real-time traffic flow of the current construction section. This represents the maximum designed traffic flow for the current construction section. Based on the calculation results, the construction management subsystem determines the priority order of the three construction sections and generates an initial construction route plan that meets traffic demand. Subsequently, the initial construction route plan, the planned start time and end time of each construction section, the duration of key construction nodes, the closed area of ​​the work area, the real-time location of equipment, and the personnel distribution information are pushed to the traffic control subsystem in real time through the construction information push module, completing the synchronous transmission of all dimensions of construction information.

[0028] After receiving construction information, the traffic control subsystem initiates the process of generating and dynamically adjusting traffic control strategies. The traffic control subsystem fully acquires all data pushed by the construction management subsystem through the construction information receiving module, extracting two core data points: the work area scope and the construction schedule. Simultaneously, it activates the traffic data acquisition front-end module to retrieve real-time traffic status data for the construction area and surrounding road sections, calculating the current traffic flow and average vehicle speed using roadside loop detectors and roadside millimeter-wave radar. Based on the number of lanes occupied in the construction area, road area, and real-time traffic status data, an initial traffic control strategy is generated. This strategy includes four core components: variable speed limit settings, management of the number of closed lanes, traffic flow control at interchange ramps, and information dissemination via roadside guidance screens.

[0029] In the specific implementation of this embodiment, the traffic control subsystem uses the traffic control strategy adaptation coefficient calculation formula to complete the strategy calibration. The formula is as follows: , in the formula Represents the adaptability coefficient of traffic control strategies. This represents the real-time traffic flow in the construction area. This represents the maximum design traffic flow of the road section within the construction area. This represents the road area occupied by the construction work area. This represents the total road area of ​​the construction zone. This represents the real-time average vehicle speed in the construction area. This represents the standard speed limit for the road section within the construction area. α, β, and γ are weighting coefficients, determined through machine learning training using historical highway construction traffic coupling data, and satisfying the following conditions: .

[0030] This embodiment collects traffic coupling data from similar communication construction projects on this highway over the past three years, constructs a machine learning training model, and iteratively trains it on three major influencing factors: traffic flow, road occupancy, and driving speed, ultimately determining... , , The traffic control subsystem adjusts its traffic control strategies in real time based on the calibrated adaptation coefficients and the real-time changes in construction progress and dynamic fluctuations in traffic conditions. During morning and evening peak hours, the control of variable speed limits is strengthened, and the spacing between closed lanes is reduced. During off-peak hours, backup lanes are appropriately opened, and ramp control intensity is reduced. The adjusted traffic control strategies are fed back to the construction management subsystem in real time through the traffic information push module, achieving precise adaptation between traffic control and construction progress.

[0031] Subsequently, the traffic control subsystem continuously collects and feeds back traffic data. Through roadside radar, roadside high-definition cameras, loop detectors, and vehicle license plate recognition equipment, it comprehensively collects traffic status data such as traffic flow, vehicle speed, and lane occupancy rates in the construction area and surrounding road sections, as well as vehicle trajectory data such as driving trajectories and lane-changing behaviors. Simultaneously, it connects to the highway emergency command system to obtain real-time information on traffic accidents, road defects, severe weather, and other emergencies in the construction area and surrounding road sections. The collected raw traffic data undergoes standardized preprocessing, including data noise reduction, data format conversion, anomaly removal, and precise timestamp calibration, ensuring the authenticity, accuracy, and timeliness of the traffic data. After preprocessing, traffic status data, vehicle trajectory data, and emergency information are pushed to the construction management subsystem in real time, providing core data support for the dynamic adjustment of the construction plan.

[0032] After receiving traffic information, the construction management subsystem enters a phase of dynamic adjustment of construction pace, work sequence, and safety protection measures. The subsystem first obtains traffic control strategies and real-time traffic data through the traffic information receiving module, calculates the traffic saturation of the construction area and surrounding road sections, and assesses the impact of construction on traffic flow and the impact of traffic conditions on construction safety.

[0033] In the specific implementation of this embodiment, the construction management subsystem uses the construction rhythm adjustment coefficient calculation formula to determine the construction adjustment range, as follows: , in the formula This represents the construction schedule adjustment coefficient. This represents the traffic saturation level in the construction area. λ represents the traffic saturation threshold of the construction area, λ is the curve correction coefficient, determined on-site based on the highway grade and communication construction type, and e is a natural constant. In this embodiment, the highway is a trunk line, and the communication construction is of the fiber optic cable upgrade and equipment replacement type. The curve correction coefficient is determined on-site. Traffic saturation thresholds are set in conjunction with highway traffic standards. Based on the calculated construction pace adjustment coefficient, the construction management subsystem dynamically adjusts the construction pace. When traffic saturation exceeds a threshold, the construction pace is gradually reduced to decrease the number of on-site workers and construction equipment, avoiding excessive road resource occupation and exacerbating congestion. When traffic saturation is below the threshold, the construction progress is accelerated, manpower and equipment are increased, and the construction cycle is shortened. Simultaneously, in conjunction with traffic control strategies and real-time vehicle speeds, safety protection measures are adjusted, optimizing the placement of safety warning signs, the range of guardrails, the spacing of traffic barriers, and construction safety protection distances to ensure that on-site safety standards are fully aligned with traffic conditions, mitigating construction safety risks from the outset.

[0034] During construction, the traffic control subsystem continuously monitors the traffic conditions in the construction area in real time. When it detects vehicles illegally entering the closed construction area or when the traffic congestion index reaches a preset congestion threshold, it immediately sends a high-level warning signal to the construction management subsystem. Upon receiving the warning signal, the construction management subsystem automatically triggers a construction stoppage command and a safety warning mechanism. The construction stoppage command is directly issued to all construction equipment on the construction site, controlling engineering vehicles and construction machinery to immediately cease all construction operations to prevent safety accidents caused by equipment operation. The safety warning mechanism activates a dedicated audible and visual alarm device on the construction site, emitting a high-frequency audible and visual warning signal. Simultaneously, it sends dual warning messages (text and vibration) to the smart terminals carried by all construction personnel, reminding them to quickly evacuate to a safe working area, effectively preventing construction safety accidents caused by vehicles entering the site or traffic congestion.

[0035] Once the traffic management department has dealt with the illegally entered vehicles, or traffic congestion has eased to below a preset threshold, the traffic control subsystem immediately sends a cancellation signal to the construction management subsystem. The construction management subsystem, combining the remaining construction work, the current actual construction progress, and hourly traffic forecasts from the traffic control subsystem, re-divides the construction sections, adjusts the construction sequence and work schedule for each section, and automatically resumes construction operations. This ensures that the construction progress is not affected by traffic disruptions, while simultaneously maintaining highway traffic efficiency.

[0036] The construction period for this embodiment was 28 days. Throughout the construction, digital closed-loop management was implemented, and all operational indicators met the expected targets. No continuous traffic congestion exceeding one hour occurred in the construction area and surrounding roads. Two incidents of vehicles abnormally entering the road occurred, both of which resulted in construction being halted and personnel evacuated within 0.5 seconds of the warning being triggered, without causing any casualties or equipment damage. To visually demonstrate the advantages of the technical solution of this invention, the operational effect of this embodiment using the method of this invention is compared with historical projects on the same road section using traditional construction methods during the same period. The results are shown in Table 1 below. Table 1 compares the operational effect of the method of this invention with historical projects on the same road section using traditional construction methods during the same period.

[0037]

[0038] As shown in the table above, compared with traditional construction methods, the method of the present invention can significantly shorten the construction period, greatly reduce the impact of construction on traffic, and effectively improve the construction safety assurance capability and dynamic response speed, thereby achieving a synergistic improvement in construction efficiency, traffic efficiency and construction safety.

[0039] like Figure 3 As shown, the digital construction path optimization control system of the highway communication system used in this embodiment consists of a construction management subsystem and a traffic control subsystem connected bidirectionally through a dedicated communication network.

[0040] The construction management subsystem includes a construction route planning module, a construction information push module, a traffic information receiving module, a construction adjustment module, and a safety early warning module. The construction route planning module is responsible for generating initial construction route plans and dynamically adjusting them later. The construction information push module is responsible for pushing all-dimensional construction data to the traffic control subsystem in real time. The traffic information receiving module is responsible for receiving traffic control strategies and real-time traffic data. The construction adjustment module is responsible for optimizing the construction pace, work sequence, and safety protection measures based on traffic data. The safety early warning module is responsible for processing early warning signals and executing construction pause and resumption operations.

[0041] The traffic control subsystem comprises a construction information receiving module, a traffic control strategy generation module, a traffic data acquisition module, and a traffic information push module. The construction information receiving module is responsible for acquiring construction data pushed by the construction management subsystem. The traffic control strategy generation module is responsible for generating and calibrating control strategies by combining construction data and traffic data. The traffic data acquisition module is responsible for traffic information collection and preprocessing. The traffic information push module is responsible for feeding back traffic data and sending early warning signals. These two subsystems work together to form a complete closed-loop control system for construction information and traffic management.

[0042] This embodiment also uses a computer-readable storage medium, which stores a dedicated computer program. When the program is executed by the hardware processor, it can fully implement all the steps of the digital construction path optimization control method of the present invention, ensuring that the method runs stably and continuously in the hardware system at the construction site, and can complete the full-process automated management and control without manual intervention.

[0043] In summary, this embodiment fully applies the technical solution of this invention to the construction scenario of digital upgrade of highway communication systems. Through two-way communication linkage between the construction management subsystem and the traffic control subsystem, it completely solves the problems of disconnect between construction information and traffic information, lagging control strategies, and untimely construction adjustments in traditional construction. The construction path priority index formula realizes the scientific sorting of construction sections, minimizing the impact of construction on core traffic areas. The traffic control strategy adaptation coefficient formula makes the traffic control strategy more aligned with the actual construction and traffic flow changes, improving road traffic efficiency. The construction rhythm adjustment coefficient formula realizes precise dynamic control of the construction rhythm, balancing the dual needs of construction progress and traffic protection. Throughout the entire construction period, no long-term large-scale traffic congestion occurred in the construction area, the early warning response to abnormal vehicle intrusion was rapid, no safety accidents occurred at the construction site, construction progress was well-managed, and the mainline traffic efficiency of the highway remained stable. This embodiment fully verifies the feasibility, practicality, and advancement of the technical solution of this invention, achieving synergistic optimization of construction efficiency, construction safety, and traffic efficiency, and providing a standardized and replicable control model for digital construction of highway communication systems.

[0044] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A method for optimizing control of a digital construction path of a highway communication system, characterized in that, The method includes the following steps: S1. The construction management subsystem and the traffic control subsystem establish a two-way communication connection; S2. The construction management subsystem generates an initial construction route plan and pushes the construction route plan, construction schedule, work area, equipment location and personnel distribution information to the traffic control subsystem in real time. S3. The traffic control subsystem receives information pushed by the construction management subsystem, combines it with real-time traffic status data, dynamically generates and adjusts traffic control strategies for the construction area and surrounding road sections, and feeds back the traffic control strategy information to the construction management subsystem. S4. The traffic control subsystem collects real-time traffic status data, vehicle trajectory data, and emergency information of the construction area and surrounding road sections, and feeds the above information back to the construction management subsystem in real time. S5. The construction management subsystem receives information from the traffic control subsystem, analyzes the impact of construction on traffic flow and the impact of traffic conditions on construction safety, and dynamically adjusts the construction pace, work sequence and safety protection measures. S6. When the traffic control subsystem detects that a vehicle has entered the construction area abnormally or that the traffic congestion has reached a preset threshold, it sends an early warning signal to the construction management subsystem. After receiving the early warning signal, the construction management subsystem automatically triggers the construction suspension command and the safety early warning mechanism. S7. Once the abnormal situation is resolved, the traffic control subsystem sends a cancellation warning signal to the construction management subsystem. The construction management subsystem then automatically resumes construction and adjusts subsequent construction route plans based on the current traffic conditions and construction progress.

2. The digital construction path optimization control method of a highway communication system according to claim 1, characterized in that, Step S2, when generating the initial construction path plan, includes the following steps: The construction management subsystem acquires construction drawings, construction procedure requirements, and on-site survey data for the highway communication system. The construction management subsystem divides the construction road sections according to the construction drawings and construction procedure requirements, and determines the construction content and construction sequence of each construction road section; The construction management subsystem combines on-site survey data to determine the equipment deployment locations and personnel allocation plans for each construction section, and integrates the above information to generate an initial construction route plan.

3. The digital construction path optimization control method of a highway communication system according to claim 1, characterized in that, Step S3, in dynamically generating and adjusting traffic control strategies for the construction area and surrounding road sections, includes the following steps: The traffic control subsystem receives construction information pushed by the construction management subsystem and extracts information on the scope of the work area and the construction progress. The traffic control subsystem acquires real-time traffic status data of the construction area and surrounding road sections, and calculates the current traffic flow and average vehicle speed. The traffic control subsystem generates an initial traffic control strategy based on the scope of the work area and real-time traffic status data. The initial traffic control strategy includes variable speed limit settings, lane closure management, ramp control, and guidance information dissemination. The traffic control subsystem substitutes into a traffic control strategy adaptation coefficient calculation formula to complete strategy calibration, and the calculation formula is: wherein is a traffic control strategy adaptation coefficient, is a real-time traffic flow in the construction area, is a designed maximum traffic flow of a road section in the construction area, is a road area occupied by construction operation in the construction area, is a total road area of a road section in the construction area, is a real-time average vehicle speed in the construction area, is a standard speed limit value of a road section in the construction area, and α, β and γ are weight coefficients. The traffic control subsystem adjusts the traffic control strategy in real time based on the real-time changes in construction progress and the dynamic changes in traffic conditions, combined with the calibrated adaptation coefficients.

4. The digital construction path optimization control method for a highway communication system according to claim 1, characterized in that, Step S5, when dynamically adjusting the construction pace, work sequence, and safety protection measures, includes the following steps: The construction management subsystem receives traffic status data and traffic control strategy information from the traffic control subsystem, and calculates the traffic saturation of the construction area and surrounding road sections. The construction management subsystem inputs the construction rhythm adjustment coefficient calculation formula to determine the adjustment range. The calculation formula is as follows: ,in Adjustment coefficient for construction rhythm Traffic saturation in the construction area, λ is the traffic saturation threshold for the construction area, λ is the curve correction coefficient, and e is the natural constant. The construction management subsystem adjusts the construction pace and the number of workers and equipment deployed based on the construction pace adjustment coefficient. The construction management subsystem adjusts the setting standards and locations of safety protection measures based on traffic control strategies and vehicle speeds. These safety protection measures include the setting of safety warning signs, the installation of guardrails, the placement of isolation barriers, and the delineation of safe distances.

5. The digital construction path optimization control method for a highway communication system according to claim 1, characterized in that, In step S1, the construction management subsystem and the traffic control subsystem establish a two-way communication connection through the highway dedicated communication network. The construction management subsystem and the traffic control subsystem use an encrypted transmission protocol for data transmission. The data transmission cycle between the construction management subsystem and the traffic control subsystem is consistent with the traffic data collection cycle of the traffic control subsystem.

6. The digital construction path optimization control method for a highway communication system according to claim 1, characterized in that, In step S2, the construction management subsystem pushes the construction schedule plan to the traffic control subsystem, including the planned start time, planned end time, and key node times for each construction segment. The construction management subsystem then uses the construction path priority index calculation formula to sort the construction segments. The calculation formula is as follows: ,in This is the path priority index for a single construction section. The weighting is affected by the construction duration. Distance affects weight. The weighting is determined by traffic flow, where T represents the planned construction duration of the current construction section, and L represents the distance between the current construction section and the core traffic area of ​​the main line. This is the real-time traffic flow for the current construction section. To determine the maximum traffic flow for the current construction section, the equipment location information pushed by the construction management subsystem to the traffic control subsystem is obtained in real time through the GPS device installed on the construction equipment. The personnel distribution information pushed by the construction management subsystem to the traffic control subsystem is obtained in real time through the smart terminals carried by the construction personnel.

7. The digital construction path optimization control method for a highway communication system according to claim 1, characterized in that, In step S4, the traffic control subsystem collects traffic status data and vehicle trajectory data of the construction area and surrounding road sections through roadside radar, roadside cameras, loop detectors and vehicle identification equipment. The traffic control subsystem obtains information on emergencies in the construction area and surrounding road sections through the highway emergency command system. The traffic control subsystem preprocesses the collected traffic data before pushing it to the construction management subsystem. The preprocessing includes data denoising, data format unification, abnormal data removal and data timestamp calibration.

8. The digital construction path optimization control method for a highway communication system according to claim 1, characterized in that, In step S6, after the construction management subsystem triggers the construction pause command, it sends a stop operation command to all construction equipment, controlling the construction equipment to stop all construction operations. After the construction management subsystem triggers the safety early warning mechanism, it issues a safety early warning signal through the sound and light alarm device at the construction site, and at the same time sends safety early warning information to the smart terminals carried by all construction personnel. In step S7, when the construction management subsystem adjusts the subsequent construction route plan, it combines the unfinished construction content, the current construction progress, and the future traffic prediction data fed back by the traffic control subsystem to re-divide the construction road sections and adjust the construction sequence and construction time arrangement of each construction road section.

9. A digital construction path optimization control system for a highway communication system, applicable to the digital construction path optimization control method for a highway communication system as described in any one of claims 1-8, characterized in that, The system includes a construction management subsystem and a traffic control subsystem, which are bidirectionally connected via a communication network. The construction management subsystem includes a construction route planning module, a construction information push module, a traffic information receiving module, a construction adjustment module, and a safety early warning module. The construction path planning module is used to generate an initial construction path plan and dynamically adjust the construction path plan according to traffic conditions and construction progress. The construction information push module is used to push the construction path plan, construction progress plan, work area range, equipment location and personnel distribution information to the traffic control subsystem in real time. The traffic information receiving module is used to receive traffic control strategy information, real-time traffic status data, vehicle trajectory data and emergency information fed back by the traffic control subsystem. The construction adjustment module is used to dynamically adjust the construction rhythm, work sequence and safety protection measures according to the information fed back by the traffic control subsystem. The safety early warning module is used to receive early warning signals sent by the traffic control subsystem, automatically trigger construction suspension instructions and safety early warning mechanisms, and resume construction after the abnormal situation is resolved. The traffic control subsystem includes a construction information receiving module, a traffic control strategy generation module, a traffic data acquisition module, and a traffic information push module. The construction information receiving module is used to receive construction information pushed by the construction management subsystem. The traffic control strategy generation module is used to dynamically generate and adjust the traffic control strategy for the construction area and surrounding road sections based on the construction information and real-time traffic status data. The traffic data acquisition module is used to collect traffic status data, vehicle trajectory data and emergency information for the construction area and surrounding road sections in real time. The traffic information push module is used to push traffic control strategy information, real-time traffic status data, vehicle trajectory data and emergency information to the construction management subsystem in real time, and send a warning signal to the construction management subsystem when an abnormal situation is detected.

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 digital construction path optimization control method for a highway communication system according to any one of claims 1-8.

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