A method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas

Abstract

This invention discloses a method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas, belonging to the field of intelligent traffic management technology. The method first divides the construction area into traffic control units, collects multi-source dynamic traffic, construction, and meteorological data, and generates a unified state matrix through fusion processing; then, it calculates the traffic capacity and comprehensive safety risk value under construction disturbance, classifies five levels of safety early warning, and predicts future traffic conditions; a dynamic control scheme is generated with the goal of optimizing traffic efficiency and safety, and traffic signals, guidance screens, and construction control equipment are linked and controlled through a cloud-edge-site layered architecture, ultimately achieving rolling optimization and self-learning calibration. This invention solves the problems of static construction traffic organization, delayed risk identification, and fragmented early warning and control in traditional construction projects, and can significantly improve the traffic operation efficiency and safety assurance level in municipal construction areas.

Description

Technical Field

[0001] This invention relates to the field of intelligent traffic management technology, specifically a method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas. Background Technology

[0002] Municipal engineering construction typically takes place near existing urban roads, intersections, bus stops, schools, hospitals, commercial areas, or residential areas. During construction, it often requires the occupancy of motor vehicle lanes, non-motor vehicle lanes, sidewalks, or roadside space. Traditional construction traffic management methods usually involve developing a static traffic diversion plan before construction begins, using temporary signs, barriers, cones, and traffic police or assistants for on-site management. This method is effective under conditions of low traffic fluctuations or short-term construction, but it has the following shortcomings in complex municipal environments such as significant changes in traffic demand, frequent changes in construction phases, limited road resources, mixed pedestrian and non-motorized vehicle traffic, and prominent needs for public transportation and emergency passage:

[0003] 1. Static traffic organization schemes: Existing schemes are usually adjusted on a daily, weekly or construction phase basis, making it difficult to dynamically optimize them based on real-time traffic flow, queue length, weather, emergencies and the operating status of construction machinery.

[0004] 2. Lagging construction risk identification: Existing technologies rely heavily on the experience and judgment of on-site personnel, and cannot predict risks such as vehicle conflicts, pedestrian exposure, and overlap between the operating radius of construction machinery and traffic flow in advance.

[0005] 3. Lack of coordination between traffic efficiency and construction safety: Some plans only focus on vehicle traffic efficiency, neglecting the safety of pedestrians, non-motorized vehicles, construction workers and machinery operations; some plans are overly conservative, causing unnecessary congestion and detour costs.

[0006] 4. Insufficient utilization of multi-source data: Data such as video, radar, signal lights, construction vehicle positioning, meteorology, and smart fencing are often scattered and lack unified spatiotemporal fusion and credibility assessment.

[0007] 5. Construction vehicle entry and exit cause significant interference: Construction vehicles often intersect with social vehicles, non-motorized vehicles, and pedestrians when entering and leaving the site. Without time slot control and risk linkage early warning, local congestion and safety accidents can easily occur.

[0008] 6. Disconnect between early warning and control: Existing safety early warning systems are mostly single-point alerts, failing to form a closed-loop linkage with signal control, speed limit guidance, traffic diversion, construction machinery control, and construction vehicle traffic management.

[0009] Therefore, it is necessary to propose a method that can integrate construction status, traffic status and safety status, and dynamically generate traffic organization and safety early warning control strategies to improve traffic operation efficiency and safety assurance capabilities in municipal engineering construction areas. Summary of the Invention

[0010] The purpose of this invention is to provide a method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas, so as to solve the problems mentioned in the background art.

[0011] To achieve the above objectives, the present invention provides the following technical solution:

[0012] A method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas includes the following steps:

[0013] S1. Determine the traffic impact range of the municipal engineering construction area, and divide the construction road occupation area, construction buffer area, upstream transition area, downstream restoration area, adjacent intersection impact area, pedestrian and non-motorized vehicle detour impact area, bus stop impact area and construction vehicle entrance and exit impact area into several traffic control units, and establish spatial number, road attribute, lane function, construction status, traffic control status and safety protection status for each traffic control unit.

[0014] S2. Collect multi-source dynamic data within the traffic impact area. The multi-source dynamic data includes at least six categories of data, such as motor vehicle traffic flow, average speed, queue length, headway, vehicle trajectory, traffic signal phase and timing, construction site location, construction machinery operating radius, construction vehicle entry and exit times, remaining road width, temporary sign and marking status, pedestrian flow, non-motorized vehicle flow, bus arrival and departure status, meteorological environment, lighting conditions, visibility, road surface slipperiness, and noise or dust construction disturbance intensity.

[0015] S3. Perform spatiotemporal alignment, anomaly removal, confidence weighting, and missing data compensation on the multi-source dynamic data to generate a unified state matrix for the construction area.

[0016]

[0017] in, Assign traffic control unit numbers, The number of traffic control units. For traffic, For average speed, For density, Queue length Exposure to pedestrians or non-motorized vehicles Risk factors for construction machinery operation Meteorological environmental factors, As a factor of effectiveness for temporary transportation facilities, Construction status factors;

[0018] S4. Based on the road occupancy during construction, the remaining road capacity, and traffic demand, calculate the construction disturbance capacity of each traffic control unit. The construction disturbance capacity must satisfy the following:

[0019]

[0020] in, This represents the baseline traffic capacity before construction begins. This is a correction factor for the width of the road occupied during construction. The correction factor for the number of available lanes. This is a correction factor for road geometry conditions. This is a correction factor for interference from construction machinery. This is a weather visibility correction factor. This is a correction factor for the effectiveness of temporary signs, markings, and protective facilities.

[0021] S5. Based on the unified state matrix and the construction disturbance traffic capacity, calculate the comprehensive safety risk value of each traffic control unit, wherein the comprehensive safety risk value satisfies:

[0022]

[0023] in, For the first Each traffic control unit at the time The overall security risk value, The weighting coefficients are satisfied. , To prevent positive numbers with a denominator of zero, For the first Effective storage length of each traffic control unit For velocity dispersion, It is an indicator of the intensity of conflict between vehicles, pedestrians, non-motorized vehicles, construction machinery, or construction vehicles.

[0024] S6. Based on the comprehensive safety risk value and its changing trend, classify the safety warning level, and predict the traffic conditions and safety risks within the future control period. The prediction model satisfies:

[0025]

[0026] in, For the future Predicted traffic conditions after a certain time. For the current traffic control strategy, Input for traffic demand, Input for construction plan and construction status. This is a traffic state prediction function calibrated from historical data;

[0027] S7. A dynamic traffic organization and safety early warning control scheme is generated with the objectives of minimizing total delay, queue overflow risk, construction zone conflict risk, pedestrian and non-motorized vehicle exposure risk, and control switching cost. The objective function satisfies:

[0028]

[0029] in, To comprehensively optimize the objectives, For rolling prediction time domain, For vehicle delays, For queue overflow penalty items, Penalties will be imposed for inconvenience or safety risks to pedestrians and non-motorized vehicles in taking detours. to The target weight coefficient;

[0030] S8. Based on the dynamic traffic organization and safety early warning control scheme generated in step S7, perform linkage control on at least one of the following in the construction area and its affected range: temporary traffic signals, variable speed limit signs, variable lane indicator signs, guidance screens, mobile early warning equipment, construction vehicle access control devices, pedestrian and non-motorized vehicle detour prompt facilities, on-site sound and light alarm devices, or background dispatch platform. After execution, the actual traffic status, changes in safety risks, and control execution status are fed back to steps S3 to S7, and the dynamic traffic organization and safety early warning control scheme is updated in a rolling cycle manner.

[0031] As a further embodiment of the present invention: the multi-source dynamic data in step S2 is collected by at least three types of equipment selected from video detectors, millimeter-wave radar, geomagnetic detectors, lidar, drone patrol equipment, Beidou or GPS positioning terminals, construction machinery positioning terminals, electronic passes for construction vehicles, mobile communication signaling, traffic signal controllers, meteorological sensors, smart cones, smart crash barriers, electronic fences, mobile guidance screens, and manual patrol terminals.

[0032] The spatiotemporal alignment in step S3 uses a unified time window. A unified spatial benchmark maps data from different sampling frequencies to the same traffic control unit; for any data source Collected observations The fused state variables are obtained using the following confidence fusion formula:

[0033]

[0034] in, For the number of data sources, For the first Class data source in the first Dynamic confidence weights within each traffic control unit; these dynamic confidence weights are adjusted based on equipment online status, historical errors, degree of obstruction, weather impact, data latency, and detection stability, so that continuous traffic status estimates for the construction area can still be formed even under conditions of rain, fog, nighttime, construction obstruction, or short-term equipment failure.

[0035] As a further aspect of the present invention: the construction disturbance traffic capacity in step S4 is adjusted in real time based on the construction enclosure boundary, temporary road width, lane offset angle, construction vehicle entrance and exit positions, construction machinery operating radius, and safety buffer distance; wherein the construction road width correction coefficient satisfies:

[0036]

[0037] In the formula, To accommodate the width occupied during construction, The effective width of the road, The sensitivity coefficient for road occupation. The minimum traffic capacity maintenance factor; the construction machinery interference correction factor satisfies:

[0038]

[0039] In the formula, This refers to the area affected by the dynamic operation of construction machinery. This is a traffic passage area. The mechanical interference sensitivity coefficient is used to automatically increase the risk level of the corresponding traffic control unit when the operating radius of construction machinery overlaps with the motor vehicle traffic area, non-motor vehicle traffic area, or pedestrian traffic area, and the overlap ratio exceeds a preset threshold. This triggers at least one safety control measure among construction machinery operation restriction, on-site warning, temporary traffic control, or suspension of construction vehicle entry and exit.

[0040] As a further aspect of the present invention: the dynamic traffic organization scheme generated in step S7 includes at least four of the following: dynamic adjustment of lane function, selection of temporary diversion routes, optimization of intersection signal timing, allocation of time slots for construction vehicles entering and leaving the site, relocation of bus stops or activation of temporary stopping areas, guidance of detour routes for pedestrians and non-motorized vehicles, tidal traffic organization, variable speed limit and upstream diversion.

[0041] Among them, the intersection signal timing optimization is constrained by the actual saturation in the direction of construction influence, when the first... Predicted saturation of each phase satisfy

[0042]

[0043] and When the saturation level exceeds the preset threshold, adjust the effective green light time for that phase. The adjusted green light time meets the following requirements:

[0044]

[0045] in, For phase saturation flow rate, For the signal period, This is the green credit ratio adjustment coefficient. For target saturation, and These represent the minimum and maximum green light times, respectively. The method is a limiting function; when the predicted queue length of the downstream construction control unit at the intersection exceeds the preset ratio of the effective storage length, the method prohibits further increasing the green light time in the direction that causes the queue to overflow, and prioritizes upstream interception, detour guidance, or staggered entry measures for construction vehicles.

[0046] As a further aspect of the present invention: the conflict intensity index in step S5 Calculated from vehicle trajectories, pedestrian trajectories, non-motorized vehicle trajectories, and construction machinery trajectories, it includes at least the minimum collision time, minimum distance, velocity angle, avoidance acceleration, and trajectory intersection probability; among these, for two traffic participants... and At its moment The collision risk sub-indicator satisfies:

[0047]

[0048] In the formula, To estimate the collision time, For the current spacing, The angle between the directions of motion, To avoid acceleration, For the weighting coefficients; the first The conflict intensity index for each traffic control unit is:

[0049]

[0050] in, For the position located at the The collection of traffic participants within a traffic control unit Weighting of traffic participant types, when both parties to the conflict include pedestrians, non-motorized vehicles, construction machinery, or construction vehicles. The value is higher than the conflict weight between ordinary motor vehicles; when When multiple consecutive sampling cycles exceed the conflict threshold, the system executes a graded safety warning. The graded safety warning includes at least one of the following: issuing speed limit reminders to drivers, issuing evacuation or warning reminders to construction workers, issuing high-risk work site reminders to back-end management personnel, controlling the suspension of construction machinery, controlling the delayed entry and exit of construction vehicles, and guiding and diverting upstream traffic flow.

[0051] As a further aspect of the present invention: the safety warning levels in step S6 include at least five levels: normal, attention, warning, danger, and emergency, and are determined based on a comprehensive safety risk value. Risk growth rate and predicted risk value Jointly determined; wherein, the risk growth rate satisfies:

[0052]

[0053] when Not exceeding the first threshold but Exceeding the growth rate threshold, or When the second threshold is exceeded, the safety warning level is raised by one level in advance; when the actual control effect is effective for multiple consecutive cycles, When the queue length, speed dispersion, and conflict intensity all decrease and are below the corresponding recovery threshold, the safety warning level is reduced. A mapping relationship is established between the safety warning level and the control action, so that the attention level corresponds to prompt-type guidance, the warning level corresponds to speed limit and enhanced prompts, the danger level corresponds to signal interception, suspension of construction vehicle entry and exit or restricted operation of construction machinery, and the emergency level corresponds to temporary closure of local passage areas, forced diversion, on-site audible and visual alarms, and notification of emergency response personnel.

[0054] As a further aspect of the present invention: the method further includes a digital twin self-learning calibration step for the construction area: mapping the construction plan, fencing layout, traffic organization scheme, traffic facility location, equipment status, real-time traffic operation status, and historical accident or hazard records to a digital twin construction traffic scenario; using actual observed delays, queue lengths, speeds, conflict intensity, and early warning triggering results as calibration samples, updating the capacity correction coefficient in step S4, the risk weight coefficient in step S5, the prediction function in step S6, and the target weight coefficient in step S7 online or offline; the update process satisfies:

[0055]

[0056] in, The set of parameters to be calibrated. To calibrate the sample size, to To calibrate the weights, This serves as a penalty for false alarms, missed alarms, or delayed alarms; through the aforementioned digital twin self-learning calibration steps, dynamic traffic organization schemes become adaptive under different road grades, construction stages, weather conditions, and traffic demand conditions.

[0057] As a further aspect of the present invention: the linkage control in step S8 adopts a layered architecture of "cloud decision-making - edge execution - on-site feedback". The cloud is used to store construction plans, historical traffic data, optimization models and cross-regional coordination strategies. The edge is used to execute local safety protection strategies when communication is interrupted or cloud delay exceeds a preset threshold. The on-site is used to control variable traffic signs, mobile guidance screens, signal controllers, construction vehicle barriers, audible and visual alarms, smart cones and construction machinery warning devices. When communication abnormalities, equipment failures, data confidence levels below the threshold or sudden traffic accidents are detected, the edge generates a conservative control strategy based on the most recent effective control scheme and the current risk level. The conservative control strategy includes at least three of the following: reducing speed limits, extending upstream warning distances, expanding construction buffer zones, suspending the entry and exit of construction vehicles, shortening signal release time, or guiding vehicles to detour in advance, so as to ensure that the construction area remains safe and controllable even when the intelligent control system malfunctions.

[0058] Compared with the prior art, the beneficial effects of the present invention are:

[0059] This invention can adjust traffic organization plans in real time according to construction stage, traffic demand and on-site risks;

[0060] This invention can identify risks of queue overflow, vehicle conflicts, pedestrian exposure, and interference from construction machinery in advance in the construction area;

[0061] This invention can reduce traffic congestion in construction areas and improve the utilization rate of road resources during construction.

[0062] This invention can reduce the disruption to social traffic caused by construction vehicles entering and leaving the site;

[0063] This invention can improve the safety level of pedestrians, non-motorized vehicles and construction workers;

[0064] This invention enables automatic linkage between traffic early warning and traffic control;

[0065] This invention can adapt to different road conditions and construction stages through feedback learning. Detailed Implementation

[0066] The technical solution of the present invention will be further described in detail below with reference to specific embodiments.

[0067] A method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas includes the following steps:

[0068] S1. Determine the traffic impact range of the municipal engineering construction area, and divide the construction road occupation area, construction buffer area, upstream transition area, downstream restoration area, adjacent intersection impact area, pedestrian and non-motorized vehicle detour impact area, bus stop impact area and construction vehicle entrance and exit impact area into several traffic control units, and establish spatial number, road attribute, lane function, construction status, traffic control status and safety protection status for each traffic control unit.

[0069] S2. Collect multi-source dynamic data within the traffic impact area. The multi-source dynamic data includes at least six categories of data, such as motor vehicle traffic flow, average speed, queue length, headway, vehicle trajectory, traffic signal phase and timing, construction site location, construction machinery operating radius, construction vehicle entry and exit times, remaining road width, temporary sign and marking status, pedestrian flow, non-motorized vehicle flow, bus arrival and departure status, meteorological environment, lighting conditions, visibility, road surface slipperiness, and noise or dust construction disturbance intensity.

[0070] S3. Perform spatiotemporal alignment, anomaly removal, confidence weighting, and missing data compensation on the multi-source dynamic data to generate a unified state matrix for the construction area.

[0071]

[0072] in, Assign traffic control unit numbers, The number of traffic control units. For traffic, For average speed, For density, Queue length Exposure to pedestrians or non-motorized vehicles Risk factors for construction machinery operation Meteorological environmental factors, As a factor of effectiveness for temporary transportation facilities, Construction status factors;

[0073] S4. Based on the road occupancy during construction, the remaining road capacity, and traffic demand, calculate the construction disturbance capacity of each traffic control unit. The construction disturbance capacity must satisfy the following:

[0074]

[0075] in, This represents the baseline traffic capacity before construction begins. This is a correction factor for the width of the road occupied during construction. The correction factor for the number of available lanes. This is a correction factor for road geometry conditions. This is a correction factor for interference from construction machinery. This is a weather visibility correction factor. This is a correction factor for the effectiveness of temporary signs, markings, and protective facilities.

[0076] S5. Based on the unified state matrix and the construction disturbance traffic capacity, calculate the comprehensive safety risk value of each traffic control unit, wherein the comprehensive safety risk value satisfies:

[0077]

[0078] in, For the first Each traffic control unit at the time The overall security risk value, The weighting coefficients are satisfied. , To prevent positive numbers with a denominator of zero, For the first Effective storage length of each traffic control unit For velocity dispersion, It is an indicator of the intensity of conflict between vehicles, pedestrians, non-motorized vehicles, construction machinery, or construction vehicles.

[0079] S6. Based on the comprehensive safety risk value and its changing trend, classify the safety warning level, and predict the traffic conditions and safety risks within the future control period. The prediction model satisfies:

[0080]

[0081] in, For the future Predicted traffic conditions after a certain time. For the current traffic control strategy, Input for traffic demand, Input for construction plan and construction status. This is a traffic state prediction function calibrated from historical data;

[0082] S7. A dynamic traffic organization and safety early warning control scheme is generated with the objectives of minimizing total delay, queue overflow risk, construction zone conflict risk, pedestrian and non-motorized vehicle exposure risk, and control switching cost. The objective function satisfies:

[0083]

[0084] in, To comprehensively optimize the objectives, For rolling prediction time domain, For vehicle delays, For queue overflow penalty items, Penalties will be imposed for inconvenience or safety risks to pedestrians and non-motorized vehicles in taking detours. to The target weight coefficient;

[0085] S8. Based on the dynamic traffic organization and safety early warning control scheme generated in step S7, perform linkage control on at least one of the following in the construction area and its affected range: temporary traffic signals, variable speed limit signs, variable lane indicator signs, guidance screens, mobile early warning equipment, construction vehicle access control devices, pedestrian and non-motorized vehicle detour prompt facilities, on-site sound and light alarm devices, or background dispatch platform. After execution, the actual traffic status, changes in safety risks, and control execution status are fed back to steps S3 to S7, and the dynamic traffic organization and safety early warning control scheme is updated in a rolling cycle manner.

[0086] The multi-source dynamic data in step S2 is collected by at least three types of equipment, including video detectors, millimeter-wave radar, geomagnetic detectors, lidar, drone patrol equipment, Beidou or GPS positioning terminals, construction machinery positioning terminals, electronic passes for construction vehicles, mobile communication signaling, traffic signal controllers, meteorological sensors, smart cones, smart crash barriers, electronic fences, mobile guidance screens, and manual patrol terminals.

[0087] The spatiotemporal alignment in step S3 uses a unified time window. A unified spatial benchmark maps data from different sampling frequencies to the same traffic control unit; for any data source Collected observations The fused state variables are obtained using the following confidence fusion formula:

[0088]

[0089] in, For the number of data sources, For the first Class data source in the first Dynamic confidence weights within each traffic control unit; these dynamic confidence weights are adjusted based on equipment online status, historical errors, degree of obstruction, weather impact, data latency, and detection stability, so that continuous traffic status estimates for the construction area can still be formed even under conditions of rain, fog, nighttime, construction obstruction, or short-term equipment failure.

[0090] In step S4, the construction disturbance traffic capacity is adjusted in real time based on the construction enclosure boundary, temporary road width, lane offset angle, construction vehicle entrance and exit positions, construction machinery operating radius, and safety buffer distance; wherein the construction road width correction coefficient satisfies:

[0091]

[0092] In the formula, To accommodate the width occupied during construction, The effective width of the road, The sensitivity coefficient for road occupation. The minimum traffic capacity maintenance factor; the construction machinery interference correction factor satisfies:

[0093]

[0094] In the formula, This refers to the area affected by the dynamic operation of construction machinery. This is a traffic passage area. The mechanical interference sensitivity coefficient is used to automatically increase the risk level of the corresponding traffic control unit when the operating radius of construction machinery overlaps with the motor vehicle traffic area, non-motor vehicle traffic area, or pedestrian traffic area, and the overlap ratio exceeds a preset threshold. This triggers at least one safety control measure among construction machinery operation restriction, on-site warning, temporary traffic control, or suspension of construction vehicle entry and exit.

[0095] The dynamic traffic organization scheme generated in step S7 includes at least four of the following: dynamic adjustment of lane function, selection of temporary diversion routes, optimization of intersection signal timing, allocation of time slots for construction vehicles entering and leaving the site, relocation of bus stops or activation of temporary stopping areas, guidance of detour routes for pedestrians and non-motorized vehicles, tidal traffic organization, variable speed limit, and upstream diversion.

[0096] Among them, the intersection signal timing optimization is constrained by the actual saturation in the direction of construction influence, when the first... Predicted saturation of each phase satisfy

[0097]

[0098] and When the saturation level exceeds the preset threshold, adjust the effective green light time for that phase. The adjusted green light time meets the following requirements:

[0099]

[0100] in, For phase saturation flow rate, For the signal period, This is the green credit ratio adjustment coefficient. For target saturation, and These represent the minimum and maximum green light times, respectively. The method is a limiting function; when the predicted queue length of the downstream construction control unit at the intersection exceeds the preset ratio of the effective storage length, the method prohibits further increasing the green light time in the direction that causes the queue to overflow, and prioritizes upstream interception, detour guidance, or staggered entry measures for construction vehicles.

[0101] The conflict intensity index in step S5 Calculated from vehicle trajectories, pedestrian trajectories, non-motorized vehicle trajectories, and construction machinery trajectories, it includes at least the minimum collision time, minimum distance, velocity angle, avoidance acceleration, and trajectory intersection probability; among these, for two traffic participants... and At its moment The collision risk sub-indicator satisfies:

[0102]

[0103] In the formula, To estimate the collision time, For the current spacing, The angle between the directions of motion, To avoid acceleration, For the weighting coefficients; the first The conflict intensity index for each traffic control unit is:

[0104]

[0105] in, For the position located at the The collection of traffic participants within a traffic control unit Weighting of traffic participant types, when both parties to the conflict include pedestrians, non-motorized vehicles, construction machinery, or construction vehicles. The value is higher than the conflict weight between ordinary motor vehicles; when When multiple consecutive sampling cycles exceed the conflict threshold, the system executes a graded safety warning. The graded safety warning includes at least one of the following: issuing speed limit reminders to drivers, issuing evacuation or warning reminders to construction workers, issuing high-risk work site reminders to back-end management personnel, controlling the suspension of construction machinery, controlling the delayed entry and exit of construction vehicles, and guiding and diverting upstream traffic flow.

[0106] The safety warning levels in step S6 include at least five levels: normal, attention, warning, danger, and emergency, and are based on the comprehensive safety risk value. Risk growth rate and predicted risk value Jointly determined; wherein, the risk growth rate satisfies:

[0107]

[0108] when Not exceeding the first threshold but Exceeding the growth rate threshold, or When the second threshold is exceeded, the safety warning level is raised by one level in advance; when the actual control effect is effective for multiple consecutive cycles, When the queue length, speed dispersion, and conflict intensity all decrease and are below the corresponding recovery threshold, the safety warning level is reduced. A mapping relationship is established between the safety warning level and the control action, so that the attention level corresponds to prompt-type guidance, the warning level corresponds to speed limit and enhanced prompts, the danger level corresponds to signal interception, suspension of construction vehicle entry and exit or restricted operation of construction machinery, and the emergency level corresponds to temporary closure of local passage areas, forced diversion, on-site audible and visual alarms, and notification of emergency response personnel.

[0109] The method further includes a digital twin self-learning calibration step for the construction area: mapping the construction plan, fencing layout, traffic organization scheme, traffic facility location, equipment status, real-time traffic operation status, and historical accident or hazard records to a digital twin construction traffic scenario; using actual observed delays, queue lengths, speeds, conflict intensity, and early warning triggering results as calibration samples, updating the capacity correction coefficient in step S4, the risk weight coefficient in step S5, the prediction function in step S6, and the target weight coefficient in step S7 online or offline; the update process satisfies:

[0110]

[0111] in, The set of parameters to be calibrated. To calibrate the sample size, to To calibrate the weights, This serves as a penalty for false alarms, missed alarms, or delayed alarms; through the aforementioned digital twin self-learning calibration steps, dynamic traffic organization schemes become adaptive under different road grades, construction stages, weather conditions, and traffic demand conditions.

[0112] The linkage control in step S8 adopts a layered architecture of "cloud decision-making - edge execution - on-site feedback". The cloud is used to store construction plans, historical traffic data, optimization models and cross-regional coordination strategies. The edge is used to execute local safety protection strategies when communication is interrupted or cloud delay exceeds a preset threshold. The on-site is used to control variable traffic signs, mobile guidance screens, signal controllers, construction vehicle barriers, audible and visual alarms, smart cones and construction machinery warning devices. When communication abnormalities, equipment failures, data confidence levels below the threshold or sudden traffic accidents are detected, the edge generates a conservative control strategy based on the most recent effective control scheme and the current risk level. The conservative control strategy includes at least three of the following: reducing speed limits, extending upstream warning distances, expanding construction buffer zones, suspending the entry and exit of construction vehicles, shortening signal release time, or guiding vehicles to detour in advance, so as to ensure that the construction area remains safe and controllable even when the intelligent control system malfunctions.

[0113] The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas, characterized in that, Includes the following steps: S1. Determine the traffic impact range of the municipal engineering construction area, and divide the construction road occupation area, construction buffer area, upstream transition area, downstream restoration area, adjacent intersection impact area, pedestrian and non-motorized vehicle detour impact area, bus stop impact area and construction vehicle entrance and exit impact area into several traffic control units, and establish spatial number, road attribute, lane function, construction status, traffic control status and safety protection status for each traffic control unit. S2. Collect multi-source dynamic data within the traffic impact area. The multi-source dynamic data includes at least six categories of data, such as motor vehicle traffic flow, average speed, queue length, headway, vehicle trajectory, traffic signal phase and timing, construction site location, construction machinery operating radius, construction vehicle entry and exit times, remaining road width, temporary sign and marking status, pedestrian flow, non-motorized vehicle flow, bus arrival and departure status, meteorological environment, lighting conditions, visibility, road surface slipperiness, and noise or dust construction disturbance intensity. S3. Perform spatiotemporal alignment, anomaly removal, confidence weighting, and missing data compensation on the multi-source dynamic data to generate a unified state matrix for the construction area. in, Assign traffic control unit numbers, The number of traffic control units. For traffic, For average speed, For density, Queue length Exposure to pedestrians or non-motorized vehicles Risk factors for construction machinery operation Meteorological environmental factors, As a factor of effectiveness for temporary transportation facilities, Construction status factors; S4. Based on the road occupancy during construction, the remaining road capacity, and traffic demand, calculate the construction disturbance capacity of each traffic control unit. The construction disturbance capacity must satisfy the following: in, This represents the baseline traffic capacity before construction begins. This is a correction factor for the width of the road occupied during construction. The correction factor for the number of available lanes. This is a correction factor for road geometry conditions. This is a correction factor for interference from construction machinery. This is a weather visibility correction factor. This is a correction factor for the effectiveness of temporary signs, markings, and protective facilities. S5. Based on the unified state matrix and the construction disturbance traffic capacity, calculate the comprehensive safety risk value of each traffic control unit, wherein the comprehensive safety risk value satisfies: in, For the first Each traffic control unit at the time The overall security risk value, The weighting coefficients are satisfied. , To prevent positive numbers with a denominator of zero, For the first Effective storage length of each traffic control unit For velocity dispersion, It is an indicator of the intensity of conflict between vehicles, pedestrians, non-motorized vehicles, construction machinery, or construction vehicles. S6. Based on the comprehensive safety risk value and its changing trend, classify the safety warning level, and predict the traffic conditions and safety risks within the future control period. The prediction model satisfies: in, For the future Predicted traffic conditions after a certain time. For the current traffic control strategy, Input for traffic demand, Input for construction plan and construction status. This is a traffic state prediction function calibrated from historical data; S7. A dynamic traffic organization and safety early warning control scheme is generated with the objectives of minimizing total delay, queue overflow risk, construction zone conflict risk, pedestrian and non-motorized vehicle exposure risk, and control switching cost. The objective function satisfies: in, To comprehensively optimize the objectives, For rolling prediction time domain, For vehicle delays, For queue overflow penalty items, Penalties will be imposed for inconvenience or safety risks to pedestrians and non-motorized vehicles in taking detours. to The target weight coefficient; S8. Based on the dynamic traffic organization and safety early warning control scheme generated in step S7, perform linkage control on at least one of the following in the construction area and its affected range: temporary traffic signals, variable speed limit signs, variable lane indicator signs, guidance screens, mobile early warning equipment, construction vehicle access control devices, pedestrian and non-motorized vehicle detour prompt facilities, on-site sound and light alarm devices, or background dispatch platform. After execution, the actual traffic status, changes in safety risks, and control execution status are fed back to steps S3 to S7, and the dynamic traffic organization and safety early warning control scheme is updated in a rolling cycle manner.

2. The method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas according to claim 1, characterized in that: The multi-source dynamic data in step S2 is collected by at least three types of equipment, including video detectors, millimeter-wave radar, geomagnetic detectors, lidar, drone patrol equipment, Beidou or GPS positioning terminals, construction machinery positioning terminals, electronic passes for construction vehicles, mobile communication signaling, traffic signal controllers, meteorological sensors, smart cones, smart crash barriers, electronic fences, mobile guidance screens, and manual patrol terminals. The spatiotemporal alignment in step S3 uses a unified time window. A unified spatial benchmark maps data from different sampling frequencies to the same traffic control unit; for any data source Collected observations The fused state variables are obtained using the following confidence fusion formula: in, For the number of data sources, For the first Class data source in the first Dynamic confidence weights within each traffic control unit; these dynamic confidence weights are adjusted based on equipment online status, historical errors, degree of obstruction, weather impact, data latency, and detection stability, so that continuous traffic status estimates for the construction area can still be formed even under conditions of rain, fog, nighttime, construction obstruction, or short-term equipment failure.

3. The method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas according to claim 1, characterized in that: In step S4, the construction disturbance traffic capacity is adjusted in real time based on the construction enclosure boundary, temporary road width, lane offset angle, construction vehicle entrance and exit positions, construction machinery operating radius, and safety buffer distance; wherein the construction road width correction coefficient satisfies: In the formula, To accommodate the width occupied during construction, The effective width of the road, The sensitivity coefficient for road occupation. The minimum traffic capacity maintenance factor; the construction machinery interference correction factor satisfies: In the formula, This refers to the area affected by the dynamic operation of construction machinery. This is a traffic passage area. The mechanical interference sensitivity coefficient is used to automatically increase the risk level of the corresponding traffic control unit when the operating radius of construction machinery overlaps with the motor vehicle traffic area, non-motor vehicle traffic area, or pedestrian traffic area, and the overlap ratio exceeds a preset threshold. This triggers at least one safety control measure among construction machinery operation restriction, on-site warning, temporary traffic control, or suspension of construction vehicle entry and exit.

4. The method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas according to claim 1, characterized in that: The dynamic traffic organization scheme generated in step S7 includes at least four of the following: dynamic adjustment of lane function, selection of temporary diversion routes, optimization of intersection signal timing, allocation of time slots for construction vehicles entering and leaving the site, relocation of bus stops or activation of temporary stopping areas, guidance of detour routes for pedestrians and non-motorized vehicles, tidal traffic organization, variable speed limit, and upstream diversion. Among them, the intersection signal timing optimization is constrained by the actual saturation in the direction of construction influence, when the first... Predicted saturation of each phase satisfy and When the saturation level exceeds the preset threshold, adjust the effective green light time for that phase. The adjusted green light time meets the following requirements: in, For phase saturation flow rate, For the signal period, This is the green credit ratio adjustment coefficient. For target saturation, and These represent the minimum and maximum green light times, respectively. The method is a limiting function; when the predicted queue length of the downstream construction control unit at the intersection exceeds the preset ratio of the effective storage length, the method prohibits further increasing the green light time in the direction that causes the queue to overflow, and prioritizes upstream interception, detour guidance, or staggered entry measures for construction vehicles.

5. The method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas according to claim 1, characterized in that: The conflict intensity index in step S5 Calculated from vehicle trajectories, pedestrian trajectories, non-motorized vehicle trajectories, and construction machinery trajectories, it includes at least the minimum collision time, minimum distance, velocity angle, avoidance acceleration, and trajectory intersection probability; among these, for two traffic participants... and At its moment The collision risk sub-indicator satisfies: In the formula, To estimate the collision time, For the current spacing, The angle between the directions of motion, To avoid acceleration, For the weighting coefficients; the first The conflict intensity index for each traffic control unit is: in, For the position located at the The collection of traffic participants within a traffic control unit Weighting of traffic participant types, when both parties to the conflict include pedestrians, non-motorized vehicles, construction machinery, or construction vehicles. The value is higher than the conflict weight between ordinary motor vehicles; when When multiple consecutive sampling cycles exceed the conflict threshold, the system executes a graded safety warning. The graded safety warning includes at least one of the following: issuing speed limit reminders to drivers, issuing evacuation or warning reminders to construction workers, issuing high-risk work site reminders to back-end management personnel, controlling the suspension of construction machinery, controlling the delayed entry and exit of construction vehicles, and guiding and diverting upstream traffic flow.

6. The method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas according to claim 1, characterized in that: The safety warning levels in step S6 include at least five levels: normal, attention, warning, danger, and emergency, and are based on the comprehensive safety risk value. Risk growth rate and predicted risk value Jointly determined; wherein, the risk growth rate satisfies: when Not exceeding the first threshold but Exceeding the growth rate threshold, or When the second threshold is exceeded, the safety warning level is raised by one level in advance; when the actual control effect is effective for multiple consecutive cycles, When the queue length, speed dispersion, and conflict intensity all decrease and are below the corresponding recovery threshold, the safety warning level is reduced. A mapping relationship is established between the safety warning level and the control action, so that the attention level corresponds to prompt-type guidance, the warning level corresponds to speed limit and enhanced prompts, the danger level corresponds to signal interception, suspension of construction vehicle entry and exit or restricted operation of construction machinery, and the emergency level corresponds to temporary closure of local passage areas, forced diversion, on-site audible and visual alarms, and notification of emergency response personnel.

7. The method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas according to claim 1, characterized in that: The method further includes a digital twin self-learning calibration step for the construction area: mapping the construction plan, fencing layout, traffic organization scheme, traffic facility location, equipment status, real-time traffic operation status, and historical accident or hazard records to a digital twin construction traffic scenario; using actual observed delays, queue lengths, speeds, conflict intensity, and early warning triggering results as calibration samples, updating the capacity correction coefficient in step S4, the risk weight coefficient in step S5, the prediction function in step S6, and the target weight coefficient in step S7 online or offline; the update process satisfies: in, The set of parameters to be calibrated. To calibrate the sample size, to To calibrate the weights, This serves as a penalty for false alarms, missed alarms, or delayed alarms; through the aforementioned digital twin self-learning calibration steps, dynamic traffic organization schemes become adaptive under different road grades, construction stages, weather conditions, and traffic demand conditions.

8. The method for dynamic traffic organization and intelligent safety early warning and control in municipal engineering construction areas according to claim 1, characterized in that: The linkage control in step S8 adopts a layered architecture of "cloud decision-making - edge execution - on-site feedback". The cloud is used to store construction plans, historical traffic data, optimization models and cross-regional coordination strategies. The edge is used to execute local safety protection strategies when communication is interrupted or cloud delay exceeds a preset threshold. The on-site is used to control variable traffic signs, mobile guidance screens, signal controllers, construction vehicle barriers, audible and visual alarms, smart cones and construction machinery warning devices. When communication abnormalities, equipment failures, data confidence levels below the threshold or sudden traffic accidents are detected, the edge generates a conservative control strategy based on the most recent effective control scheme and the current risk level. The conservative control strategy includes at least three of the following: reducing speed limits, extending upstream warning distances, expanding construction buffer zones, suspending the entry and exit of construction vehicles, shortening signal release time, or guiding vehicles to detour in advance, so as to ensure that the construction area remains safe and controllable even when the intelligent control system malfunctions.

Images