A road passage influence control system and method for maintenance construction organization

Abstract

The present application relates to the technical field of road maintenance construction traffic organization and passing influence control, in particular to a road passing influence control system and method for maintenance construction organization, which collects pre-release judgment data and post-release feedback data according to maintenance work units, evaluates maturity, damage sensitivity, passing pressure and counter-evidence degree, generates release level, reverse organization state and counter-evidence correction state, and outputs road passing influence control scheme and subsequent maintenance work unit correction control accordingly. The present application generates material passing maturity index, semi-finished product pavement damage sensitivity index, passing pressure index and post-release quality counter-evidence index according to the correlation of release judgment data, spatial position and release feedback data of maintenance work units, determines unit release level, reverse organization state and counter-evidence correction state, and realizes fine release, linkage control and closed-loop correction.

Description

Technical Field

[0001] This invention relates to the field of traffic organization and traffic impact control technology for road maintenance construction, and more specifically, to a road traffic impact control system and method for organizing maintenance construction. Background Technology

[0002] Road maintenance work typically involves multiple stages, including restoring the condition of pavement materials, organizing construction, implementing temporary traffic diversions, and determining the conditions for reopening to traffic. For operations such as asphalt paving, partial repairs, overlay maintenance, and bridge deck pavement maintenance, after completing certain construction procedures, it is often necessary to determine whether to reopen the road to traffic based on factors such as material strength development, on-site temperature and humidity conditions, the degree of compaction or maintenance completion, and traffic flow requirements. Reasonable traffic control helps to balance maintenance quality, road operational efficiency, and on-site traffic safety.

[0003] Existing road maintenance and traffic management methods typically rely on construction experience, material testing results, maintenance time requirements, and on-site traffic organization plans to make judgments, which plays a positive role in ensuring project quality and maintaining basic traffic order. In practice, management personnel also adjust the release time and scope based on traffic flow, congestion, the scope of construction closures, and the number of lanes to be kept open, in order to reduce the impact of maintenance work on road traffic.

[0004] However, the stress and traffic disturbance conditions at different spatial locations within a continuous maintenance section are not entirely consistent. For example, vehicles are prone to queuing for starting and braking at intersection entrances, and vehicles are prone to turning and lateral trajectory deviations at ramp merging entrances. Sloping road sections, curved road sections, areas near bridge expansion joints, and tunnel entrances and exits also exhibit load characteristics different from ordinary straight road sections. If only the uniform maintenance time of the entire road section, the material condition at a single point, or the overall traffic pressure are used as the basis for releasing traffic, it is difficult to fully reflect the differences in material maturity, damage sensitivity, and traffic pressure in each local work area.

[0005] Furthermore, the road surface condition and vehicle traffic behavior after clearance can reflect the adequacy of the pre-clearance assessment. For example, if, after a short period of traffic opening, phenomena such as deepened wheel tracks, surface drag marks, loosening, flying stones, abnormal vehicle braking, or vehicle trajectory deviation occur, it indicates that the clearance conditions for the corresponding maintenance work unit may be affected by local material conditions, traffic load disturbances, or spatial location characteristics. In existing management methods, this type of feedback information after clearance is mostly used as a basis for on-site handling and is not easily structured in conjunction with the pre-clearance maturity assessment, damage risk assessment, and traffic pressure assessment, nor is it easily applied to maintenance work units with later time sequences.

[0006] Based on this, this application proposes a road traffic impact control system and method for maintenance construction organization. Summary of the Invention

[0007] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a road traffic impact control system and method for maintenance construction organization.

[0008] To achieve the above objectives, the present invention provides the following technical solution: A road traffic impact control system and method for maintenance construction organization, wherein the system controls road traffic impact according to maintenance work units, specifically as follows: The unit data acquisition module is used to divide the section to be maintained into at least two maintenance operation units. Each maintenance operation unit has a spatial location. The module acquires a set of release judgment data according to the maintenance operation unit and acquires release feedback data after the maintenance operation unit performs release. The phased evaluation module is used to generate a material traffic maturity index, a semi-finished pavement damage sensitivity index, and a traffic pressure index based on the release judgment data set before the maintenance operation unit is released, and to generate a material traffic maturity field and a semi-finished pavement damage sensitivity field based on the spatial location of the operation unit; after the maintenance operation unit is released, a post-release quality verification index is generated based on the release feedback data. The graded status determination module is used to determine the unit release level based on the material traffic maturity index, the semi-finished pavement damage sensitivity index, the material traffic maturity field, and the semi-finished pavement damage sensitivity field; to determine the reverse organization status based on the material traffic maturity index and the traffic pressure index; and to determine the reverse proof correction status based on the post-release quality reverse proof index, and generate a determination result including the unit release level, reverse organization status, and reverse proof correction status. The counter-evidence linkage control module is used to output a road traffic impact control plan based on the judgment result, and to correct and control subsequent maintenance work units when the judgment result includes a counter-evidence correction status. Among them, the subsequent maintenance work unit is the maintenance work unit that receives the release decision later than the maintenance work unit that has already been released in time sequence.

[0009] In one embodiment, the release determination data set includes construction organization data, material status data, environmental impact data, traffic operation data, and load behavior data.

[0010] In one embodiment, the load behavior data includes vehicle disturbance state and special road segment state; the vehicle disturbance state includes at least one corresponding disturbance state among vehicle steering, vehicle braking, vehicle queuing start, or wheel track concentration; the special road segment state includes at least one corresponding road segment state among road slope, road curvature, ramp location, intersection location, bridge location, or tunnel location.

[0011] In one embodiment, the release feedback data includes surface anomaly status and passage anomaly status; Surface anomalies include at least one of the following: changes in road surface image after release, changes in wheel tracks, loose condition, fly rock condition, or surface drag marks. Abnormal traffic conditions include at least one of the following: abnormal vehicle braking or vehicle trajectory deviation.

[0012] In one embodiment, the material maturity index characterizes the stage maturity of the maintenance work unit to meet the conditions for traffic operation. The semi-finished pavement damage sensitivity index characterizes the risk sensitivity of maintenance work units to damage caused by traffic in the pre-opening state. The traffic pressure index represents the degree of conflict between the construction organization corresponding to the maintenance work unit and the traffic operation demand; The post-release quality reversal index characterizes the degree to which the maintenance work unit performs a reverse quality verification of the pre-release judgment results after the release.

[0013] In one embodiment, the material maturity field and the semi-finished pavement damage sensitivity field are generated by associating the material maturity index and the semi-finished pavement damage sensitivity index of each maintenance operation unit with the corresponding spatial location of the operation unit, and performing spatial continuity processing according to the spatial adjacency relationship of adjacent maintenance operation units to generate the material maturity field and the semi-finished pavement damage sensitivity field.

[0014] In one embodiment, the quality rebuttal index after release is generated as follows: after the maintenance operation unit performs the release, based on the surface abnormality and traffic abnormality, the material traffic maturity index, semi-finished pavement damage sensitivity index and traffic pressure index before the maintenance operation unit is released are verified, and the quality rebuttal index after release is generated based on the verification deviation.

[0015] In one embodiment, the unit release level is generated as follows: according to the preset level matching rules, the material traffic maturity index and the semi-finished pavement damage sensitivity index of each maintenance operation unit are matched, and the corresponding release range is determined based on the material traffic maturity field and the semi-finished pavement damage sensitivity field, and the prohibited release level, protected release level, zoned release level or normal release level are generated as the unit release level.

[0016] In one embodiment, the graded state determination module is specifically used to compare the material traffic maturity index with a preset maturity threshold and the traffic pressure index with a preset traffic pressure threshold; when the material traffic maturity index is lower than the preset maturity threshold and the traffic pressure index is higher than the traffic pressure threshold, the reverse organization state is determined.

[0017] In one embodiment, a method for controlling the impact of road traffic on maintenance construction organization includes: Step 1: Dividing the section to be maintained into at least two maintenance work units and determining the spatial location of each maintenance work unit. Step 2: Obtain the release judgment data set according to the maintenance operation unit; before the maintenance operation unit performs the release, generate the material traffic maturity index, semi-finished pavement damage sensitivity index and traffic pressure index based on the release judgment data set; Step 3: Based on the material maturity index, the semi-finished pavement damage sensitivity index, and the spatial location of the work unit, generate the material maturity field and the semi-finished pavement damage sensitivity field. Step 4: Determine the unit release level based on the material maturity index, the semi-finished pavement damage sensitivity index, the material maturity field, and the semi-finished pavement damage sensitivity field; determine the reverse organization state based on the material maturity index and the traffic pressure index; Step 5: After the release is executed in the maintenance operation unit, obtain the release feedback data, generate the quality rebuttal index after release based on the release feedback data, and determine the rebuttal correction status based on the quality rebuttal index after release. Step 6: Generate a judgment result including unit release level, reverse organization status, and counter-evidence correction status. Output a road traffic impact control plan based on the judgment result. When the judgment result includes counter-evidence correction status, correct and control subsequent maintenance work units.

[0018] Compared with the prior art, the present invention has the following beneficial effects: This invention obtains release judgment data sets and release feedback data according to maintenance operation units, and configures the spatial location of each maintenance operation unit. This makes the control of road traffic impact no longer rely solely on the unified judgment of the entire road section, but can form a correspondence between data collection, release judgment and release feedback around the specific operation area, thereby improving the precision of release control in the maintenance operation section. Before a maintenance work unit is released, a material maturity index, a semi-finished pavement damage sensitivity index, and a traffic pressure index are generated. These are combined with the spatial location of the work unit to form a material maturity field and a semi-finished pavement damage sensitivity field. This allows the determination of the unit's release level to take into account material condition, damage risk, traffic pressure, and spatial continuous distribution characteristics, which is beneficial for distinguishing the opening range and control intensity of different maintenance work units. After a maintenance work unit is released, a post-release quality counter-evidence index is generated based on the release feedback data. When the judgment result includes a counter-evidence correction status, the maintenance work units that are later in time than those that have been released are subject to correction control. This allows the quality feedback generated in the released area to participate in the release judgment adjustment of subsequent maintenance work units, thereby enhancing the closed-loop correction capability and on-site adaptability of the road traffic impact control plan. Attached Figure Description

[0019] Figure 1 This is an overall structural block diagram of a road traffic impact control system for maintenance construction organization according to the present invention; Figure 2 This is a schematic diagram illustrating the relationship between the unit data acquisition module in this invention and the data set for release determination and the data set for release feedback. Figure 3 This is a schematic diagram illustrating the relationship between the phased evaluation module of the index in this invention and the phased evaluation performed before and after the release of the maintenance operation unit. Figure 4 This is a schematic diagram illustrating the generation of a material traffic maturity field and a semi-finished pavement damage sensitivity field based on the spatial location of maintenance work units and the spatial adjacency relationship of adjacent maintenance work units in this invention. Detailed Implementation

[0020] Example 1: Refer to Figure 1 A road traffic impact control system for maintenance construction organization, wherein the system controls road traffic impact according to maintenance work units, specifically: Reference Figure 2 After being divided by the unit data acquisition module, the section to be maintained is formed into at least two maintenance work units with independent spatial locations. Each maintenance work unit becomes the basic object for release determination and traffic impact control. The spatial location of the work unit reflects the spatial boundary and relative positional relationship of the maintenance work unit in the section to be maintained, serving as the positioning basis for index evaluation, spatial correlation, and release range identification. The release determination data set reflects the construction organization, material status, environmental effects, traffic operation, and load behavior before release; the release feedback data reflects the road surface changes and abnormal vehicle traffic after the maintenance work unit is released. This module transforms continuous road maintenance work sections into objects that can be collected, evaluated, and controlled unit by unit.

[0021] When dividing the maintenance work section into units, the continuous maintenance work section is divided into at least two maintenance work units according to the construction area, lane distribution, traffic conversion position, material paving boundary and temporary traffic organization boundary on site. The spatial position of each maintenance work unit is recorded. The spatial position of the work unit includes the spatial information of the maintenance work unit in the longitudinal mileage of the road, the transverse lane, and the connection relationship between adjacent maintenance work units. For example, a 1,000-meter two-way four-lane maintenance section is divided into multiple maintenance work units according to the construction area of ​​200 meters and two lanes on each side. The locations near intersections, ramp entrances, bridge expansion joints or tunnel entrances and exits are formed into separate maintenance work units to avoid the special road conditions being averaged to ordinary road sections. A set of data for determining the release of vehicles is obtained for each maintenance work unit. This set includes construction organization data, material condition data, environmental impact data, traffic operation data, and load behavior data. Construction organization data includes the construction period, closure area, number of lanes to be kept open, and work coordination arrangements. Material condition data includes the material conditions corresponding to the paving, compaction, and curing stages. Environmental impact data includes external conditions such as temperature, humidity, rainfall, and wind speed. Traffic operation data includes traffic flow, queue length, vehicle speed, and congestion status. Load behavior data includes vehicle disturbance status and special road section status. Vehicle disturbance status includes at least one of the following: vehicle turning, vehicle braking, vehicle queuing start, or concentrated wheel tracks. Special road section status includes at least one of the following: road slope, road curvature, ramp location, intersection location, bridge location, or tunnel location. After the maintenance work unit is released, release feedback data is collected around the maintenance work unit. The release feedback data includes surface abnormality status and traffic abnormality status. Surface abnormality status includes at least one of the abnormal statuses of road surface image change, wheel track change, loose state, flying stone state or surface drag marks after release. Traffic abnormality status includes at least one of the abnormal statuses of abnormal vehicle braking or vehicle trajectory deviation. For example, after a maintenance work unit near a ramp exit is briefly allowed to pass, localized deepening of wheel tracks and surface drag marks appear in the road surface image. Simultaneously, vehicle trajectories show lateral deviation in the merging area. These surface anomalies, along with traffic anomalies, constitute the release feedback data for that maintenance work unit. By binding both the release judgment data set and the release feedback data to the corresponding maintenance work unit and its spatial location, the pre-release construction, materials, environment, traffic, and load conditions, along with the post-release road surface and vehicle traffic performance, form a correspondence within the same spatial object. This facilitates the differentiation of release differences between ordinary straight road sections, sloping road sections, intersection sections, ramp sections, bridge sections, or tunnel sections during implementation, improving the accuracy of identifying locally high-disturbance areas in road traffic impact control. In this embodiment, the data set for releasing vehicles includes at least one of the following: construction plan records, site closure records, paving and compaction records, material testing records, environmental sensors, roadside video equipment, millimeter-wave radar, geomagnetic or coil detectors, roadside communication units, and mobile inspection terminals. Construction organization data is obtained from construction plan records and site closure records; material status data is obtained from paving and compaction records, temperature sensors, infrared thermometers, strength testing equipment, or modulus testing equipment; environmental impact data is obtained from temperature, humidity, rainfall, and wind speed sensors; traffic operation data is obtained from video equipment, millimeter-wave radar, geomagnetic or coil detectors, and roadside communication units; and load behavior data is obtained from roadside video equipment, vehicle trajectory recognition equipment, and mobile inspection terminals. Release feedback data sources include fixed-position images, inspection images, 3D road surface detection equipment, vehicle trajectory recognition equipment, abnormal braking recognition equipment, and manual review records.

[0022] The observation window for recording release feedback is as follows: , ,in for The actual release time. This refers to the observation period after release. The values ​​are taken from the project parameter configuration table, and the range of values ​​is as follows: to When there are morning or evening rush hours, ramp merging, intersection queuing to start, or concentrated heavy-load vehicles, The process extends until the end of the first peak traffic disturbance period. Collected data is mapped to maintenance work units according to mileage markers, lane numbers, image-marked areas, or vehicle location trajectories. When a single vehicle trajectory or a single image area spans more than two maintenance work units, it is allocated to the corresponding maintenance work units according to the trajectory length, image area, or dwell time ratio. The number of valid vehicle samples is less than Or the effective image coverage is lower than If the observation window is extended or manual review of the records is still not possible, the quality feedback index will not be generated after the release, and the requirement for re-inspection will be retained in the road traffic impact control plan. To minimize the number of valid vehicle samples, The minimum effective image coverage is recorded in the project parameter configuration table.

[0023] Reference Figure 3 and Figure 4 Before traffic is released, the phased index assessment module generates a material maturity index, a semi-finished pavement damage sensitivity index, and a traffic pressure index based on the release judgment data set. The material maturity index corresponds to the stage of maturity of the maintenance work unit in terms of meeting the conditions for traffic flow; the semi-finished pavement damage sensitivity index corresponds to the risk of damage to the maintenance work unit from vehicle traffic before release; and the traffic pressure index corresponds to the degree of conflict between construction organization and traffic demand. Combining the spatial location of each maintenance work unit, the phased index assessment module organizes the unit evaluation results into a material maturity field and a semi-finished pavement damage sensitivity field. After release, this module generates a post-release quality verification index based on release feedback data, performing a reverse quality verification of the pre-release judgment results.

[0024] In this embodiment, the number is recorded as... Each maintenance work unit is , , This represents the total number of maintenance work units within the section to be maintained. The spatial location of the work unit is denoted as , The starting mileage in the longitudinal direction. The longitudinal endpoint mileage, For the set of lane numbers, For special road section labels, for The range of planar space, This is a set of spatially adjacent maintenance work units numbered. The original data x in the release judgment dataset is normalized using a positive normalization function before being included in the exponent calculation. or inverse normalization function deal with: Among them, the inverse normalization function Pick Subtract the positive normalization function The result. For raw data The lower limit of the project, For raw data The upper limit of the project, and Greater than Data positively correlated with the index value are used Data negatively correlated with the index value are used . , Each weight and threshold is derived from at least one of the following: construction drawing design documents, construction technical requirements, material supplier access conditions, field test section data, and historical maintenance project release feedback data. Parameters, weights, and thresholds for the same project are recorded in the project parameter configuration table. All weights are non-negative, and the sum of weights participating in the same index calculation is... The range of values ​​for each index is as follows: to .

[0025] Before the maintenance work unit is released, based on the corresponding release judgment data set, the construction organization data, material status data, environmental action data, traffic operation data, and load behavior data are aggregated and processed under the same work unit to form the pre-release evaluation basis corresponding to the maintenance work unit. Among them, the material status data, combined with the paving completion time, compaction completion status, curing duration, and material hardening stage, yields the material traffic maturity index, which reflects the stage maturity of the maintenance work unit to meet the conditions for traffic operation. The material maturity index is denoted as And calculate using the following formula: in, The duration of maintenance is used to score maturity. Scoring is given based on the material temperature or accumulated curing temperature. To achieve the required score for compaction, strength, or modulus, For environmental adaptation score, Scoring is given for the material hardening stage; As a maturity weight, ,and . according to The normalized duration from the completion of paving, repair, or installation to the time of the clearance determination is obtained, and the normalized boundary includes the lower limit of the time during which the material does not meet the requirements for opening to traffic. The time limit for materials to meet the requirements for opening to traffic. Hot-mix asphalt materials Based on road surface temperature relative to the upper limit of open traffic temperature High-temperature boundaries that are not suitable for opening to traffic The reverse normalization results were obtained; cement-based repair materials The accumulated temperature during maintenance is obtained by accumulating the effective temperature difference and time interval between the maintenance temperature and the reference temperature. The normalized boundary includes the lower limit of the accumulated temperature for open traffic. and fully hardened accumulated temperature boundary ; In compaction Compressive strength Flexural strength or dynamic modulus At least one test item is selected for calculation, and each test item is positively normalized according to the corresponding lower limit of the project and the requirement value for opening to traffic. When multiple tests exist simultaneously and a weighted average is used, The score is obtained based on the score of each test item and its weight; when controlling for quality weaknesses... Pick The minimum score among the set of test items for which test results have been obtained. The result is obtained by weighting and deducting scores based on environmental temperature deviation from the suitable range, unfavorable humidity, unfavorable rainfall, and unfavorable wind speed, with the deduction value not exceeding [a certain percentage]. . The values ​​are 0, 0.3, 0.7, and 1 for the four stages: uncompacted, compacted but not stable, initially stable, and meeting the conditions for opening to traffic, respectively. By combining load behavior data with factors such as vehicle steering, vehicle braking, vehicle queuing and starting, wheel track concentration, as well as road slope, road curvature, ramp location, intersection location, bridge location, or tunnel location, a semi-finished pavement damage sensitivity index is obtained. This semi-finished pavement damage sensitivity index reflects the risk sensitivity of maintenance work units to damage caused by traffic in the pre-release state. The damage sensitivity index of semi-finished pavement is denoted as And calculate using the following formula: in, Scoring is given for braking and queuing start disturbances. Scoring is given for steering and lateral trajectory deviation disturbances. To score points for concentrated wheel tracks, Scoring is given for slope and curvature geometric disturbances. Scoring is given for the condition of special road sections; These are the damage sensitivity weights, all of which are non-negative, and . It is obtained by weighting the number of rapid deceleration events per unit time and the number of queuing starts per unit time; when the absolute value of the vehicle's longitudinal deceleration is greater than And the duration is not less than When this occurs, it is recorded as a sudden deceleration event. It is obtained by weighting lateral acceleration or steering intensity, lateral deviation of vehicle trajectory, merging angle or steering angle. It is obtained by weighting the concentration of the wheel's lateral trajectory, the depth of the wheel track, or the change in the wheel track. It is obtained by weighting the absolute value of the road's longitudinal slope and the reciprocal of the road's radius of curvature. Risk levels are determined based on the following criteria: straight road sections, sloping road sections, curved road sections, ramp entrances / exits, intersection approach lanes, areas adjacent to bridge expansion joints, and tunnel entrances / exits; for straight road sections... Take 0 for sloping or curved road sections. Values ​​ranging from 0.3 to 0.6 are used for ramp merging points, intersection entrances, areas adjacent to bridge expansion joints, and tunnel entrances / exits. Values ​​range from 0.6 to 1. All the above sub-items are processed according to the general normalization rules before being entered into the next step. calculate.

[0026] Construction organization data and traffic operation data jointly contribute to the formation of the traffic pressure index. For example, in a scenario where two lanes are closed at night, one lane remains open, and the upstream queue length continues to increase, the traffic pressure index will rise accordingly, reflecting the degree of conflict between the construction organization and traffic operation needs corresponding to the maintenance work unit. Traffic pressure index is denoted as And calculate using the following formula: in, The score is calculated as the ratio of traffic volume to remaining capacity. Score based on queue length. Points are awarded for delays or slowdowns. Scoring is based on the lane closure percentage. Scoring is given for peak hours or mandatory traffic control needs; These are traffic pressure weights, all of which are non-negative. . according to The ratio of corresponding traffic flow to the remaining capacity of the lanes designated for traffic control is used to obtain the data. To ensure the remaining traffic capacity of the lanes, the following factors were considered: the baseline traffic capacity of a single lane before construction, the number of lanes to be kept open, the lane width reduction factor, the heavy vehicle proportion reduction factor, and the speed limit reduction factor in the construction area. The result is obtained by normalizing the upstream queue length relative to the allowable queue length and the severe queue length. It is obtained by weighting the average delay normalized score and the speed decrease ratio normalized score. This is the ratio of the number of closed lanes to the total number of lanes before construction. Take 0 during off-peak, non-mandatory traffic control periods, and take a value of 0.5 to 1 during morning and evening rush hours, emergency lanes, bus priority lanes, or mandatory traffic control scenarios around hospitals and schools.

[0027] The material maturity index and the semi-finished pavement damage sensitivity index of each maintenance operation unit are associated with the corresponding spatial location of the operation unit, and spatial continuity is performed according to the spatial adjacency relationship of adjacent maintenance operation units to generate the material maturity field and the semi-finished pavement damage sensitivity field. Material maturity level for road use is denoted as The damage-sensitive field of the semi-finished road surface is denoted as The two are obtained by weighted continuous calculation of adjacent maintenance operation units: in, Spatial adjacent maintenance work units The number, A set of numbers for adjacent maintenance work units in space. for and Spatial adjacency weights between them for and Shared boundary length or traffic transfer connection strength, for and Spatial center distance, For special road sections, the similarity coefficient is used; when and When they belong to the same intersection, ramp, bridge expansion joint, tunnel entrance / exit, or the same traffic interchange area, exist to Get the value inside, otherwise Pick . and The spatial field preservation coefficient of this element. , . When it is an empty set, , .

[0028] right any point in space , For road mileage, Lane numbering, and This represents the material maturity field value and the damage sensitivity field value of the semi-finished pavement corresponding to this spatial point. When When the internal mileage-lane grid is not divided, , .when When the internal structure is divided into mileage-lane grids, the point field values ​​are determined by the spatial center distance between the grid center point and the adjacent maintenance work unit, the similarity coefficient of special road sections, and the grid unit retention coefficient. Obtained by weighted interpolation. .when When the set is empty or the sum of the interpolation weights is 0, take... , .

[0029] The restricted access sub-zone in the zone access level is denoted as The open access sub-area is recorded as . Determine by the following formula: Open access sub-zone for Planar space range Deducting restricted access sub-areas The remaining area afterwards. Among them, For a high maturity threshold, The threshold is considered medium sensitivity. The road traffic impact control plan is based on... Output the mileage range, lane range, and boundaries of traffic cones or water-filled barriers that restrict passage, according to... Output the mileage range and lane range for open traffic.

[0030] For example, within a continuous 1,000-meter maintenance section, two adjacent maintenance work units are located in a regular straight section and a ramp exit area, respectively. The material maturity index for the regular straight section is higher and the damage sensitivity index for the semi-finished pavement is lower. The damage sensitivity index for the semi-finished pavement is higher in the ramp exit area due to the concentration of vehicle merging, braking and turning behaviors. When the space is made continuous, the gradient of change between the two at the adjacent boundary is preserved so that the material maturity field and the damage sensitivity field for the semi-finished pavement can reflect the difference between the local high disturbance area and the regular area. After the maintenance work unit is released, the material traffic maturity index, semi-finished pavement damage sensitivity index and traffic pressure index formed before the maintenance work unit is released are verified based on the release feedback data. The abnormal surface conditions in the release feedback data include changes in the road surface image after release, changes in wheel tracks, loose state, flying stone state or surface drag marks. Abnormal traffic conditions include abnormal vehicle braking or vehicle trajectory deviation. For example, after a short period of clearance, the road surface image shows deepened wheel tracks and surface drag marks, and the vehicle trajectory shows concentrated deviation in the queuing start area. This indicates that the pre-clearance semi-finished pavement damage sensitivity index does not adequately reflect the intersection start disturbance, or the material maturity index overestimates the maturity of the maintenance unit under traffic load. Based on this, the verification deviation is calculated and a post-clearance quality reversal index is generated. This post-clearance quality reversal index reflects the degree to which the maintenance unit performs a reverse quality verification of the pre-clearance judgment results after clearing the road.

[0031] The quality counter-evidence index after release is denoted as . After granting permission, The measured anomaly value is formed by the combined abnormality of the surface and the abnormality of passage. The index formed predicted outliers before release. And based on this, a verification deviation is formed. : in, The score is calculated based on the changes in the road map image after the road is cleared. Score the wheel track changes. The score is based on a combination of loose material, flying stones, and surface scratches. Points are awarded for abnormal braking of the vehicle. The vehicle trajectory deviation score is calculated, and all scores are normalized to 0 to 1. The score is obtained by weighting the scores of the loose particle area normalization, the flystone number normalization, and the drag mark length normalization. These are the measured outlier weights, all of which are non-negative. ; To predict outlier weights, all are non-negative numbers, and ; and To prove the index weighting by contradiction, , ,and . The difference in area between road surface images taken from the same viewpoint before and after the passage was permitted was determined by the percentage of the difference in area. It is obtained from the change in wheel track depth or the change in wheel track width. It is obtained from the number of abnormal braking operations per unit time. It is obtained from the average or peak value of the lateral deviation of the vehicle trajectory. When the absolute value of the vehicle's deceleration after clearance exceeds... Or the brake lights remain on for more than When this occurs, it is recorded as a vehicle abnormal braking event; This is the threshold for abnormal braking after release. This is the threshold for the duration of abnormal braking after release.

[0032] The graded status determination module uses the material maturity index, the semi-finished pavement damage sensitivity index, and the material maturity field and semi-finished pavement damage sensitivity field as criteria to determine the unit release level. The unit release levels include prohibited release level, protected release level, zoned release level, and normal release level, with different levels corresponding to different release conditions and ranges. The module also combines the material maturity index and traffic pressure index to identify the reverse organization state when material maturity is insufficient but traffic demand is high. For the quality counter-evidence index after release, the module determines whether a counter-evidence correction state has formed. The determination result generated by the graded status determination module simultaneously includes the unit release level, reverse organization state, and counter-evidence correction state, providing a basis for determining road traffic impact control schemes.

[0033] For maintenance work units that have formed material maturity index, semi-finished pavement damage sensitivity index, material maturity field and semi-finished pavement damage sensitivity field, the material maturity index and semi-finished pavement damage sensitivity index are matched according to the preset level matching rules. The preset level matching rules consist of maturity range, damage sensitivity range and release control category. The unit release level is recorded as .set up Low maturity threshold, For a high maturity threshold, For medium sensitivity threshold, It is a high sensitivity threshold, and , . The release levels are determined according to the following priority order: prohibited release level, zoned release level, normal release level, and protected release level. in, Indicates to All adjacent space maintenance work units All are true. express Memory is in a restricted access sub-region. express The memory is in the open access sub-region. express There are no restricted access sub-regions within. When the engineering sample is insufficient, Pick , Pick , Pick , Pick When test section data or historical release feedback data is available, The classification is based on material type, traffic load level, and on-site quality feedback. A prohibited clearance level corresponds to temporary closure of traffic; a protected clearance level corresponds to speed limits, load limits, time restrictions, light vehicle access, or increased on-site patrols; a zoned clearance level corresponds to... Open and Traffic is restricted; normal traffic flow will be allowed according to the established traffic arrangements.

[0034] Reverse organization state is denoted as .set up As a maturity control threshold, The traffic pressure threshold, and , .when or Below ,and Higher than hour, Taking 1 indicates Entering reverse organization state; in other cases, Pick . Determined based on the material's open traffic conditions, design documents, or test section quality results; The criteria are determined based on road grade, number of lanes for maintaining traffic flow, peak hour traffic volume, and emergency traffic needs. At that time, the road traffic impact control plan includes at least one of the following: delaying the release of traffic, opening detour routes, diverting traffic upstream in advance, reducing temporary speed limits, restricting heavy vehicles, and shortening the single opening window; It is not used as a basis for raising the release level of a unit.

[0035] For maintenance work units that have been released, the quality counter-verification index after release is compared with the preset quality counter-verification threshold. When the quality counter-verification index after release is higher than the quality counter-verification threshold, the counter-verification correction status is determined. The corrected state of proof by contradiction is denoted as .set up For quality disproving threshold, and .when hour, A value of 1 indicates that a maintenance work unit has been released. Triggering the proof by contradiction correction state; when hour, Pick For chronological order later than Maintenance work units that have not yet completed the release assessment , , Later The set of maintenance work unit numbers that have been approved for release is calculated. and Risk similarity : in, Scoring is based on spatial proximity. Scoring is given for similarity in specific road segment types. Scoring is based on similarity in material batches or construction techniques. Scoring is given based on the similarity of vehicle disturbance types. All values ​​are between 0 and 1; These are similarity weights, all of which are non-negative. . and Greater than the similarity threshold At that time, Perform the following modifications: in, for The revised damage sensitivity index for semi-finished pavement for The revised low maturity threshold for The revised high maturity threshold, for Revised maturity control threshold; This is the damage sensitivity correction factor. This is a correction coefficient for the low maturity threshold. This is a correction coefficient for the high maturity threshold. This is a correction coefficient for the maturity control threshold. ; The minimum interval for the maturity threshold. ,and Recorded in the project parameter configuration table. After the above corrections, Heng was established. The value is taken between 0 and 1, and is calibrated using historical projects or test sections as counter-evidence samples. After correction, [the following is applied]. and its adjacent maintenance work unit set Regenerate the damage-sensitive field of the semi-finished pavement and re-extract... and ; Involving or The determination is based on the revised threshold, and the unit release level and reverse organization status are re-determined.

[0036] The counter-evidence linkage control module is used to output a road traffic impact control plan based on the judgment result, and to correct and control subsequent maintenance work units when the judgment result includes a counter-evidence correction status. When formulating a road traffic impact control plan based on the judgment results, the counter-evidence linkage control module follows... and Output the scope of release, vehicle guidance methods, temporary speed limit conditions, restrictions on heavy-load vehicles, frequency of re-inspection, and intensity of on-site control. When the road is closed to traffic, the traffic control measures include maintaining the closure, setting detour routes, extending the maintenance period, and re-inspecting the condition of materials. To protect the clearance level, the road traffic impact control plan includes speed limits, load limits, time limits, light vehicle passage, increased inspection frequency, and shortened opening window; When determining the traffic release level by zone, the road traffic impact control plan includes: open, Traffic restrictions and traffic diversion facilities set up according to lanes and mileage; When the road is at the normal traffic control level, the road traffic impact control plan will be implemented according to the established traffic organization. At that time, the road traffic impact control plan may include additional measures such as detours, upstream guidance, heavy load restrictions, or a compressed opening window. At the same time, the road traffic impact control plan adds post-release inspection, correction of parameters for similar risk units, and recalculation of the spatial field. and Extract again.

[0037] In one specific embodiment, if a maintenance work unit near an intersection approach lane exhibits wheel track changes, surface drag marks, and vehicle trajectory deviation after being released for protection, and the quality rebuttal index exceeds the quality rebuttal threshold after release, then the damage sensitivity-related judgment requirements for the intersection exit lane maintenance work unit that has not yet undergone release judgment are increased, and the revised judgment is applied. and Reassessment; vehicle starting zone, braking zone, and wheel track concentration zone fall within... When setting restricted traffic areas, ordinary straight road sections do not meet the similarity threshold. The original clearance level will be maintained.

[0038] Example 2: A method for controlling road traffic impacts during maintenance construction, comprising: Step 1: Divide the section to be maintained into at least two maintenance work units and determine the spatial location of each maintenance work unit. The section to be maintained will no longer be treated as a whole, but will instead be formed into maintenance work units with clear boundaries and location attributes. The spatial location of the work unit is related to the road conditions such as intersection location, ramp location, road slope, road curvature, bridge location, or tunnel location, providing a spatial basis for determining the release of traffic under different locations.

[0039] Step Two: Obtain the release judgment data set according to the maintenance work unit; before the maintenance work unit is released, generate the material traffic maturity index, semi-finished pavement damage sensitivity index, and traffic pressure index based on the release judgment data set; the release judgment data set includes construction organization data, material status data, environmental impact data, traffic operation data, and load behavior data. The material traffic maturity index reflects the stage maturity of the maintenance work unit to meet the conditions for traffic operation; the semi-finished pavement damage sensitivity index reflects the risk sensitivity of damage caused by traffic operation in the pre-release state; the traffic pressure index reflects the degree of conflict between the construction organization corresponding to the maintenance work unit and the traffic operation demand.

[0040] Step 3: Based on the material maturity index, the semi-finished pavement damage sensitivity index, and the spatial location of the work units, generate the material maturity field and the semi-finished pavement damage sensitivity field. Establish a correlation between the index results of each maintenance work unit and its corresponding spatial location, and perform spatial continuity processing according to the spatial adjacency relationship of adjacent maintenance work units. The material maturity field reflects the spatial distribution of the material maturity index along the section to be maintained, while the semi-finished pavement damage sensitivity field reflects the spatial distribution of the semi-finished pavement damage sensitivity index along the section to be maintained, facilitating the identification of differences between local areas and adjacent areas.

[0041] Step 4: Determine the unit release level based on the material maturity index, the semi-finished pavement damage sensitivity index, the material maturity field, and the semi-finished pavement damage sensitivity field; determine the reverse organization state based on the material maturity index and the traffic pressure index; the unit release level is determined according to the material maturity index, the semi-finished pavement damage sensitivity index, and the material maturity field, resulting in a prohibited release level, a protected release level, a zoned release level, or a normal release level. The reverse organization state is determined based on the material maturity index and the traffic pressure index. When the material maturity index is lower than the preset maturity threshold and the traffic pressure index is higher than the traffic pressure threshold, it is confirmed that the maintenance work unit has a state of insufficient material maturity and high traffic pressure.

[0042] Step 5: After the maintenance work unit performs the release, obtain the release feedback data. Based on the release feedback data, generate the post-release quality rebuttal index, and determine the rebuttal correction state based on the post-release quality rebuttal index. The release feedback data includes surface anomaly states and traffic anomaly states. Surface anomaly states involve changes in the pavement image after release, wheel track changes, loose state, flystone state, or surface drag marks; traffic anomaly states involve abnormal vehicle braking or vehicle trajectory deviation. Based on the above states, the post-release quality rebuttal index performs reverse verification on the material traffic maturity index, semi-finished pavement damage sensitivity index, and traffic pressure index before release, and uses the verification deviation as the basis for determining the rebuttal correction state.

[0043] Step Six: Generate a judgment result including unit release level, reverse organization status, and rebuttal correction status. Output a road traffic impact control plan based on the judgment result. When the judgment result includes a rebuttal correction status, adjust and control subsequent maintenance work units accordingly. Combine the pre-release classification judgment, traffic organization conflict judgment, and post-release reverse verification results to form the road traffic impact control plan. The road traffic impact control plan corresponds to the unit release level, reverse organization status, and rebuttal correction status, covering the release scope, release intensity, and control adjustment content of maintenance work units. When the judgment result includes a rebuttal correction status, the release feedback data generated by maintenance work units that have already been released participates in the release judgment correction of maintenance work units with later time sequences.

[0044] Among them, the subsequent maintenance work unit is the maintenance work unit that receives the release decision later than the maintenance work unit that has already been released in time sequence.

[0045] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A road traffic impact control system for maintenance construction organization, characterized in that, The system manages the impact on road traffic according to maintenance work units, specifically as follows: The unit data acquisition module is used to divide the section to be maintained into at least two maintenance operation units. Each maintenance operation unit has a spatial location. The module acquires a set of release judgment data according to the maintenance operation unit and acquires release feedback data after the maintenance operation unit performs release. The phased evaluation module is used to generate a material traffic maturity index, a semi-finished pavement damage sensitivity index, and a traffic pressure index based on the release judgment data set before the maintenance operation unit is released, and to generate a material traffic maturity field and a semi-finished pavement damage sensitivity field based on the spatial location of the operation unit; after the maintenance operation unit is released, a post-release quality verification index is generated based on the release feedback data. The graded status determination module is used to determine the unit release level based on the material traffic maturity index, the semi-finished pavement damage sensitivity index, the material traffic maturity field, and the semi-finished pavement damage sensitivity field; to determine the reverse organization status based on the material traffic maturity index and the traffic pressure index; and to determine the reverse proof correction status based on the post-release quality reverse proof index, and generate a determination result including the unit release level, reverse organization status, and reverse proof correction status. The counter-evidence linkage control module is used to output a road traffic impact control plan based on the judgment result, and to correct and control subsequent maintenance work units when the judgment result includes a counter-evidence correction status. Among them, the subsequent maintenance work unit is the maintenance work unit that receives the release decision later than the maintenance work unit that has already been released in time sequence.

2. The road traffic impact control system for maintenance construction organization according to claim 1, characterized in that, The data set for determining the release of vehicles includes construction organization data, material status data, environmental impact data, traffic operation data, and load behavior data.

3. A road traffic impact control system for maintenance construction organization according to claim 2, characterized in that, Load behavior data includes vehicle disturbance state and special road section state; vehicle disturbance state includes at least one corresponding disturbance state among vehicle steering, vehicle braking, vehicle queuing start or wheel track concentration; Special road segment conditions include at least one of the following: road slope, road curvature, ramp location, intersection location, bridge location, or tunnel location.

4. A road traffic impact control system for maintenance construction organization according to claim 3, characterized in that, Release feedback data includes surface anomaly status and passage anomaly status; Surface anomalies include at least one of the following: changes in road surface image after release, changes in wheel tracks, loose condition, fly rock condition, or surface drag marks. Abnormal traffic conditions include at least one of the following: abnormal vehicle braking or vehicle trajectory deviation.

5. A road traffic impact control system for maintenance construction organization according to claim 1, characterized in that, The Material Maturity Index represents the stage maturity of the maintenance work unit to meet the conditions for traffic operation; the Semi-finished Pavement Damage Sensitivity Index represents the risk sensitivity of the maintenance work unit to damage caused by traffic operation before it is opened to traffic; the Traffic Pressure Index represents the degree of conflict between the construction organization corresponding to the maintenance work unit and the traffic operation demand; and the Post-Opening Quality Reverse Verification Index represents the degree to which the maintenance work unit performs a reverse quality verification of the pre-opening judgment results after it is opened to traffic.

6. A road traffic impact control system for maintenance construction organization according to claim 5, characterized in that, The material maturity field and the semi-finished pavement damage sensitivity field are generated as follows: the material maturity index and the semi-finished pavement damage sensitivity index of each maintenance operation unit are associated with the spatial location of the corresponding operation unit, and spatial continuity is performed according to the spatial adjacency relationship of adjacent maintenance operation units to generate the material maturity field and the semi-finished pavement damage sensitivity field.

7. A road traffic impact control system for maintenance construction organization according to claim 6, characterized in that, The method for generating the post-release quality counter-evidence index is as follows: after the maintenance operation unit is released, based on the abnormal surface state and abnormal traffic state, the material traffic maturity index, semi-finished pavement damage sensitivity index and traffic pressure index before the maintenance operation unit is released are verified, and the post-release quality counter-evidence index is generated based on the verification deviation.

8. A road traffic impact control system for maintenance construction organization according to claim 7, characterized in that, The method for generating unit release levels is as follows: according to the preset level matching rules, the material traffic maturity index and the semi-finished pavement damage sensitivity index of each maintenance operation unit are matched, and the corresponding release range is determined based on the material traffic maturity field and the semi-finished pavement damage sensitivity field, generating the prohibited release level, protected release level, zoned release level or normal release level as the unit release level.

9. A road traffic impact control system for maintenance construction organization according to claim 8, characterized in that, The graded state determination module is specifically used to compare the material traffic maturity index with a preset maturity threshold and the traffic pressure index with a preset traffic pressure threshold; when the material traffic maturity index is lower than the preset maturity threshold and the traffic pressure index is higher than the traffic pressure threshold, the reverse organization state is determined.

10. A method for controlling road traffic impacts during maintenance construction, applied to the road traffic impact control system for maintenance construction as described in any one of claims 1-9, characterized in that, include: Step 1: Divide the section to be maintained into at least two maintenance work units and determine the spatial location of each maintenance work unit; Step 2: Obtain the release judgment data set according to the maintenance operation unit; before the maintenance operation unit performs the release, generate the material traffic maturity index, semi-finished pavement damage sensitivity index and traffic pressure index based on the release judgment data set; Step 3: Based on the material maturity index, the semi-finished pavement damage sensitivity index, and the spatial location of the work unit, generate the material maturity field and the semi-finished pavement damage sensitivity field. Step 4: Determine the unit release level based on the material maturity index, the semi-finished pavement damage sensitivity index, the material maturity field, and the semi-finished pavement damage sensitivity field; determine the reverse organization state based on the material maturity index and the traffic pressure index. Step 5: After the release is executed in the maintenance operation unit, obtain the release feedback data, generate the post-release quality counter-evidence index based on the release feedback data, and determine the counter-evidence correction status based on the post-release quality counter-evidence index. Step 6: Generate judgment results including unit release level, reverse organization status, and counter-evidence correction status, and output road traffic impact control plan based on the judgment results; When the judgment result includes a state of reversal correction, subsequent maintenance work units will be subject to corrective control.

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