Construction section traffic guide and traffic sign layout method

Abstract

The present application relates to the technical field of road construction traffic organization, and more particularly to a construction road section traffic guide change and traffic sign layout method, which comprises the following steps: obtaining construction object information, road network information, pass-through point information and facility layout rules; adjusting the traffic state in the road network information to obtain a first road network; constructing a pass-through constraint and generating a first detour scheme; determining a first traffic decision position and generating a first facility layout scheme; performing implementability verification on the first facility layout scheme and generating a second route constraint; generating a second detour scheme and generating a second facility layout scheme; and determining a construction traffic organization scheme based on the verification results. Through the present application, the problem that the detour route and the traffic facility layout are independent of each other in the existing construction traffic organization scheme, which leads to the difficulty in coordinated implementation of the generated results, is effectively solved.

Description

Technical Field

[0001] This invention relates to the field of road construction traffic organization technology, and in particular to a method for traffic diversion and traffic sign placement in construction sections. Background Technology

[0002] Road construction traffic organization refers to the planning of vehicle routes and the deployment of traffic facilities when road construction affects normal traffic, based on the construction scope, surrounding roads, and traffic management requirements. In existing technologies, CN115497288A calculates the coordinates of the work control zone and traffic facilities based on construction elements and maintenance operation specifications, and verifies the actual location of the facilities; CN103134498A sets the affected road sections to a closed state based on road construction information and recalculates the route when the navigation route passes through the closed sections.

[0003] However, existing technologies mainly handle the layout of construction facilities and detours on closed roads separately, failing to generate detour plans in conjunction with traffic maintenance needs, and failing to adjust detour routes based on feedback on the actual feasibility of traffic facilities. This can easily lead to difficulties in coordinating the generated detour routes with the on-site traffic facility layout.

[0004] The information disclosed in this background section is intended only to enhance the understanding of the general background of this disclosure and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] This invention provides a method for traffic diversion and traffic sign placement in construction sections, which can effectively solve the problems in the background art.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A method for traffic diversion and traffic sign placement in a construction section, the method comprising: Obtain information on construction targets, road network information, traffic maintenance points, and facility layout rules; Adjust the traffic status in the road network information according to the construction object information to obtain the first road network; Based on the traffic control point information, traffic control constraints are constructed, and a first detour plan is generated based on the first road network and the traffic control constraints. The first traffic decision location is determined based on the first detour plan, and a first facility layout plan corresponding to the first traffic decision location is generated based on the facility layout rules. The feasibility of the first facility deployment plan is verified, and a second route constraint is generated based on the verification results. A second detour scheme is generated based on the first road network, the traffic maintenance constraints, and the second route constraints, and a second facility layout scheme corresponding to the second detour scheme is generated. The construction traffic organization plan is determined based on the joint verification results of the second detour plan and the second facility layout plan.

[0007] Further, the traffic status in the road network information is adjusted according to the construction object information to obtain a first road network, including: The construction section, work area, and construction method are determined based on the information about the construction object. Based on the construction section and the work area, determine the first road affected by the construction from the road network information; The traffic status of the first road is adjusted according to the construction method to obtain the first road network.

[0008] Furthermore, the traffic control constraint is used to limit the roads associated with each traffic control point to remain connected to preset passable roads in the first road network.

[0009] Further, a first detour plan is generated based on the first road network and the traffic maintenance constraints, including: Based on the first road network, determine a first set of passable roads that avoid the construction section; Based on the traffic control constraints, a second set of accessible roads that connects to each traffic control point is determined from the first set of accessible roads. The first detour plan is generated based on the first set of passable roads and the second set of passable roads, so that through traffic avoids the construction section and keeps each traffic control point open.

[0010] Furthermore, the first traffic decision location includes at least one of the following in the first detour plan: the detour start location, the road intersection location, the traffic direction change location, the traffic control point access location, and the detour end location.

[0011] Furthermore, the facility layout rules include the types of traffic facilities, their installation distances, and installation location requirements corresponding to the construction method, work area, road conditions, and the first traffic decision location.

[0012] Further, based on the facility deployment rules, a first facility deployment scheme corresponding to the first traffic decision location is generated, including: The traffic facility requirements corresponding to the work area are determined based on the information of the construction object. Based on the first detour plan and the first traffic decision location, determine the first traffic facility and its corresponding installation distance from the traffic facility setting requirements; The location of the first traffic facility is determined based on the first traffic decision location and the setting distance, thus obtaining the first facility layout plan.

[0013] Furthermore, based on the verification results, a second route constraint is generated, including: Based on the verification results, identify the traffic facilities in the first facility layout scheme that do not meet the facility layout rules and require adjustment; Based on the traffic facilities to be adjusted, determine the corresponding traffic decision location to be adjusted and the road to be adjusted associated with the traffic decision location to be adjusted; The second route constraint is generated based on the traffic decision location to be adjusted or the road to be adjusted, so that the second detour scheme avoids traffic decision locations or roads that do not meet the requirements for traffic facility settings.

[0014] Further, a second facility deployment scheme corresponding to the second detour scheme is generated, including: Based on the second route constraint, the passable roads in the first road network are filtered to obtain a set of candidate passable roads; The second detour scheme is generated based on the candidate road set and the traffic control constraints. The second traffic decision location is determined based on the second detour plan, and the second facility layout plan corresponding to the second traffic decision location is generated based on the facility layout rules.

[0015] A traffic diversion and traffic sign placement system for construction sections, the system comprising: The information acquisition module acquires information on construction targets, road network information, traffic maintenance points, and facility layout rules. The road network adjustment module adjusts the traffic status in the road network information based on the construction object information to obtain the first road network. The traffic maintenance and detour module constructs traffic maintenance constraints based on traffic maintenance point information and generates a first detour plan based on the first road network and traffic maintenance constraints; The facility deployment module determines the first traffic decision location based on the first detour plan, and generates a first facility deployment plan corresponding to the first traffic decision location based on the facility deployment rules. The constraint verification module performs feasibility verification on the first facility layout plan and generates the second route constraint based on the verification results. The scheme reconstruction module generates a second detour scheme based on the first road network, traffic maintenance constraints, and second route constraints, and generates a second facility layout scheme corresponding to the second detour scheme; The joint decision-making module determines the construction traffic organization plan based on the joint verification results of the second detour plan and the second facility layout plan.

[0016] The technical solution of this invention can achieve the following technical effects: By adjusting the road network construction and traffic maintenance constraints under the influence of construction, detour schemes and corresponding facility layout schemes are generated. Based on the feedback of facility feasibility verification results, detour routes are optimized, and finally a construction traffic organization scheme that can be implemented collaboratively is formed. This effectively solves the problem that the detour routes and traffic facility layouts in the existing construction traffic organization schemes are independent of each other, which makes it difficult to implement the generated results collaboratively.

[0017] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

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

[0019] Figure 1 A flowchart illustrating the methods for traffic diversion and traffic sign placement in the construction section; Figure 2 A schematic diagram of the first detour route under the constraint of ensuring smooth traffic flow is generated; Figure 3 A schematic diagram is generated for facility feasibility verification and second route constraints. Detailed Implementation

[0020] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0022] Example 1; like Figure 1 As shown, this application provides a method for traffic diversion and traffic sign placement in construction sections, the method including: S10: Obtain information on construction targets, road network information, traffic maintenance points, and facility layout rules; S20: Adjust the traffic status in the road network information according to the construction object information to obtain the first road network; S30: Construct traffic control constraints based on traffic control point information, and generate a first detour plan based on the first road network and traffic control constraints; S40: Determine the first traffic decision location based on the first detour plan, and generate the first facility layout plan corresponding to the first traffic decision location based on the facility layout rules; S50: Perform feasibility verification on the first facility deployment plan and generate the second route constraint based on the verification results; S60: Generate a second detour scheme based on the first road network, traffic maintenance constraints, and second route constraints, and generate a second facility layout scheme corresponding to the second detour scheme; S70: Determine the construction traffic organization plan based on the joint verification results of the second detour plan and the second facility layout plan.

[0023] Specifically, a method for co-generating traffic management and traffic facilities for construction sections can be deployed on computer equipment with map processing, path calculation and rule matching functions, and used to generate a feasible construction traffic organization plan based on road construction conditions. First, obtain information on the construction target, road network, traffic maintenance points, and facility layout rules. Construction target information includes the spatial scope, work area, construction method, and construction stage of the construction section. Construction methods include full closure, half closure, or using the opposite lane for traffic. Road network information includes road nodes, roadside areas connecting road nodes, and the corresponding traffic direction, road grade, road width, and traffic status for each roadside. Traffic maintenance point information includes the locations of intersections or road entrances along the construction section that require maintaining traffic flow. Facility layout rules include the conditions for setting up traffic signs, barriers, warning facilities, and temporary traffic control facilities under different construction methods and road conditions. The spatial scope of the construction section is matched with the road network information to determine the roadside that intersects with the construction area; for roadside that is fully closed, the traffic status is adjusted to no traffic; for roadside that is partially closed, the traffic status is adjusted to restricted traffic; for roadside that uses the opposite lane, the traffic status is adjusted to alternating traffic, thus forming the first road network that reflects the impact of construction. Based on the location of each traffic maintenance point in the first road network, the corresponding road access node is determined, and the passable road that can connect to the road access node is determined; maintaining the connection between the road access node and the passable road is used as a traffic maintenance constraint, so that residential roads, side roads or intersections near the construction section can be connected to normal passable roads during the construction period. In the first road network, roadsides where passage is prohibited are excluded, and the starting point, ending point, and road access node of the construction section are used as path calculation nodes. Candidate routes that meet the traffic maintenance constraints are generated by using the shortest path algorithm or other graph search algorithms. The candidate routes are then filtered based on route length, road traffic status, and connectivity of the traffic maintenance points to form the first detour scheme. The system identifies locations where vehicles need to change their traffic behavior along the first detour route, and determines the detour start location, road intersection location, turning location, traffic control point access location, and detour end location as the first traffic decision locations. Based on the road type, vehicle travel direction, and construction method at each first traffic decision location, the system matches the type and setting requirements of traffic facilities from the facility layout rules, and determines the initial setting location of the traffic facilities along the vehicle approach direction, thereby generating the first facility layout plan. The first facility layout plan records at least the type of traffic facility, its setting location, setting direction, and the corresponding first traffic decision location. The feasibility of the first facility deployment plan is verified. The feasibility verification includes determining whether the distance between the traffic facility and the first traffic decision location complies with the facility deployment rules, whether the traffic facility is located in an installable area, whether the traffic facility is blocked by fences, buildings or other obstacles, and whether the direction indicated by the traffic facility is consistent with the first detour plan. When there are traffic facilities in the first facility layout plan that cannot be installed or do not conform to the facility layout rules, the corresponding first traffic decision location and associated roads are determined, and the associated roads are set as restricted selection roads, the path cost of the associated roads is increased, or the first traffic decision location is set as a prohibited selection location, thereby generating the second route constraint. Based on the first road network, traffic maintenance constraints, and second route constraints, the path is recalculated to ensure that the regenerated route avoids locations or roads where traffic facilities cannot be effectively deployed, thus obtaining a second detour plan. The traffic decision location is re-identified along the second detour plan, and a second facility deployment plan is generated according to the facility deployment rules. The second detour plan and the second facility layout plan are jointly verified. The joint verification includes determining whether the second detour plan avoids the construction section, whether it meets the connectivity requirements of each traffic control point, whether the second facility layout plan meets the facility layout rules, and whether each traffic facility can continuously guide vehicles to pass through the second detour plan. After the joint verification is passed, the second detour plan and the second facility layout plan are associated to form a construction traffic organization plan. The construction traffic organization plan is output in the form of a map and a list of facilities. The map is used to display the construction section, traffic control points, detour routes and the location of traffic facilities. The list of facilities is used to record the type, location, direction and corresponding traffic decision location of each traffic facility, for use in the construction site layout and traffic organization management.

[0024] The technical solution of this invention adjusts the constraints on road network construction and traffic maintenance under the influence of construction, generates detour schemes and corresponding facility layout schemes, and optimizes detour routes based on the feedback of facility feasibility verification results, ultimately forming a construction traffic organization scheme that can be implemented collaboratively. This effectively solves the problem that in existing construction traffic organization schemes, detour routes and traffic facility layouts are independent of each other, making it difficult to implement the generated results collaboratively.

[0025] Furthermore, by adjusting the traffic status in the road network information based on the construction object information, a first road network is obtained, including: Determine the construction section, work area, and construction method based on the information of the construction target; Based on the construction section and work area, determine the first road affected by the construction from the road network information; The traffic status of the first road is adjusted according to the construction method to obtain the first road network.

[0026] As a preferred embodiment of the above, the construction object information includes the centerline of the construction section, the boundary of the work area, the start and end points of the construction, the construction method, and the permitted traffic direction; the road network is stored as a directed graph, with road nodes representing intersections or road endpoints, and road edges recording the centerline, traffic direction, road grade, number of lanes, traffic capacity, and traffic status; A buffer zone is established based on the centerline of the construction section to form the construction impact area; the R-tree spatial index is used to retrieve candidate road edges that intersect with the construction impact area, and the projection distance, direction angle, and overlap length between the candidate road edges and the centerline of the construction section are calculated; the candidate road edges that meet the matching conditions for projection distance, have the same direction angle, and have the largest overlap length are determined as the roads corresponding to the construction section. When the start and end points of construction are located inside the roadside, a point-line projection algorithm is used to determine the projection points, road nodes are generated at the projection points and the corresponding roadsides are segmented, and the connection relationship of the segmented roadsides is updated; then, a line-plane intersection algorithm is used to determine the roadsides that intersect with the boundary of the work area or are located within the work area as the roads affected by construction. Adjust the traffic status of roads affected by construction according to the construction method; when construction is fully closed, set the corresponding roadside to no-passage; when construction is carried out on some lanes, retain the allowed traffic direction, and reduce the traffic capacity and speed according to the number of remaining lanes; when one-way traffic is alternately released, set the roadside to controlled traffic, and record the release direction and release time; when using other lanes, adjust the traffic direction, number of lanes and turning relationship of the roadside. After the adjustment is completed, the topology of the road node connection relationship, road edge direction and traffic status is checked, and invalid road edges that cannot be entered or exited are deleted to obtain the first road network.

[0027] Furthermore, the traffic maintenance constraint is used to limit the roads associated with each traffic maintenance point to remain connected to the preset passable roads in the first road network.

[0028] As a preferred embodiment of the above, the traffic control point information includes spatial coordinates, traffic direction, traffic objects and allowed access range, and the preset passable roads are roads outside the construction impact range that maintain normal traffic. R-tree spatial indexing is used to retrieve candidate road edges near the traffic protection point, and the projection distance, direction angle and road passability status from the traffic protection point to each candidate road edge are calculated. Candidate road edges that meet the projection distance requirements, have the same traffic direction and allow the corresponding traffic objects to pass are identified as associated roads. When the projection position of the traffic protection point is inside the road edge, an access node is generated at the projection position and the road edge is segmented to maintain the continuity of the road topology. Starting from the access node of the associated road, a breadth-first search algorithm is used to traverse the allowed road edges in the first road network; when the search path can reach any preset allowed road, the access node, the road edge passed through, and the target road node are recorded; if it cannot reach the target road, it is determined that the corresponding traffic protection point does not have the conditions for external connectivity. A continuous passable path between the access node and the preset passable road is used as a traffic maintenance constraint. The traffic maintenance constraint includes the traffic maintenance point identifier, access node, target road node set, allowed roadside set, prohibited roadside set, and traffic direction. When there are multiple types of traffic objects, connectivity constraints are established for motor vehicles, non-motor vehicles, or pedestrians respectively. When multiple traffic maintenance points exist simultaneously, the connectivity constraints corresponding to each traffic maintenance point are combined into a constraint set. Subsequent path searches only retain candidate solutions that can simultaneously maintain connectivity between all traffic maintenance points and preset passable roads.

[0029] Furthermore, such as Figure 2 As shown, a first detour plan is generated based on the first road network and traffic maintenance constraints, including: Determine the first set of passable roads that avoid the construction section based on the first road network; Based on the traffic control constraints, a second set of accessible roads that connects to each traffic control point is determined from the first set of accessible roads; A first detour plan is generated based on the first set of passable roads and the second set of passable roads, so that through traffic can avoid the construction section and keep all traffic control points open.

[0030] As a preferred embodiment of the above, roadsides that are prohibited from passage are removed from the first road network, and roadsides that enter the construction section are eliminated to obtain a first set of passable roads that avoid the construction section; for roads with restricted passage, it is determined whether to retain them based on the remaining capacity, direction of passage and vehicle type. For each traffic maintenance point, starting from the corresponding road access node, a breadth-first search algorithm is used to traverse the first set of passable roads, and the road edges that can reach the preset passable roads are determined as traffic maintenance reachable roads; the traffic maintenance reachable roads corresponding to each traffic maintenance point are merged to obtain the second set of passable roads; if no traffic maintenance reachable road exists for any traffic maintenance point, it is determined that the current road network does not meet the traffic maintenance constraint, and constraint conflict information is output. The algorithm employs Dijkstra's algorithm, A* algorithm, or K-shortest path algorithm, using the starting and ending points of the construction section as path endpoints, and generates candidate detour routes from the first set of passable roads. The roadside cost is determined by weighting based on road length, estimated travel time, road grade, number of turns, and degree of construction impact. Roads with restricted access are subject to additional congestion costs, and roads with prohibited access are not included in the search. The candidate detour routes are checked for traffic safety to determine whether the routes avoid construction sections and whether the second set of passable roads can continuously connect each traffic safety point to the candidate detour route or the preset passable road. Candidate detour routes that do not meet any traffic safety constraints are deleted, and the routes are sorted in ascending order of total cost. The candidate detour route with the best ranking is determined as the first detour scheme. The first detour plan includes sequentially connected road nodes, roadside, traffic direction, and access paths corresponding to each traffic maintenance point, allowing through traffic to bypass the construction section while maintaining the external connectivity of the roads associated with each traffic maintenance point.

[0031] Furthermore, the first traffic decision location includes at least one of the following in the first detour plan: the detour start location, the road intersection location, the traffic direction change location, the traffic maintenance point access location, and the detour end location.

[0032] As a preferred embodiment of the above, the first detour scheme consists of sequentially connected roadsides and road nodes, and records the traffic direction, spatial coordinates and associated traffic control points of each roadside; the first detour scheme is traversed along the vehicle traffic direction, and the first traffic decision position is identified based on the road topology and route geometric features; The starting point of the detour is determined by the position where the first detour route leaves the original road and enters the detour route, and the ending point of the detour is determined by the position where the first detour route reconnects to the original road. During identification, the roadside corresponding to the original road and the roadside corresponding to the first detour route can be compared and the road node where the two types of roadsides switch is taken as the corresponding position. For the road nodes traversed by the first detour route, count the number of passable roadsides connected to the road nodes; when the number of passable roadsides is greater than the preset number, and there are roadsides with different travel directions, the road node is determined as a road intersection. For adjacent road edges, the driving direction is calculated based on the coordinates of the starting and ending points of the road edge, and the included angle between adjacent driving directions is calculated. When the included angle meets the turning determination condition, the connection node of the two road edges is determined as the turning position, and left turn, right turn or U-turn is marked according to the included angle direction. Spatially match the road access node corresponding to the traffic maintenance point with the first detour scheme; when the road access node is located on the first detour scheme, or is connected to the first detour scheme through the traffic maintenance access path, determine the connection node as the traffic maintenance point access location, and associate the corresponding traffic maintenance point and the allowed traffic direction; The identified detour start positions, road intersection positions, turning positions, traffic control point access positions, and detour end positions are merged. When the route distance between multiple positions is less than the position merging threshold, the position with more traffic decision types is retained, and all decision attributes are recorded, thus forming a first set of traffic decision positions. Each first set of traffic decision positions includes at least spatial coordinates, position type, vehicle entry direction, vehicle exit direction, and associated roadside, which are used for subsequent matching of traffic facility types and deployment locations.

[0033] Furthermore, the rules for facility layout include the types of traffic facilities, their installation distances, and installation location requirements corresponding to the construction method, work area, road conditions, and the first traffic decision-making location.

[0034] As a preferred embodiment of the above, the facility layout rules are stored in a rule table or rule tree. Each rule includes construction method, work area type, road conditions, traffic decision location type, traffic facility type, installation distance, and location requirements. Road conditions include road grade, road width, traffic direction, design speed, intersection type, and available roadside space. Work area types include warning area, upstream transition area, buffer zone, work area, downstream transition area, and termination area. Based on the construction method and work area, applicable rules are selected. Then, the location type, direction of entry, direction of exit, and associated road conditions of the first traffic decision location are used as matching parameters. A condition matching algorithm or rule engine is used to retrieve rules that meet all matching conditions. When multiple rules are met at the same time, the rule with the closer applicable road level, more constraints, or higher safety level is selected first. The type of traffic facility is determined based on the matching results; construction warning signs and detour instructions are matched to the starting position of the detour, directional signs are matched to the road intersection, turning signs are matched to the turning position, entrance and exit signs are matched to the access point for maintaining traffic flow, and detour end signs are matched to the ending position of the detour; when it is necessary to separate traffic flows, traffic cones, barriers or directional facilities are added; when it is necessary to alternate traffic flow, temporary traffic signal facilities are added. The distance is calculated along the route, not the straight-line distance between the traffic decision location and the facility location. Based on the traffic decision location, the first detour route is tracked in reverse mileage along the direction of vehicle approach. When the distance specified in the rules is reached, candidate facility locations are generated. When multiple facilities need to be set up consecutively, candidate facility locations are generated in the order and spacing specified in the rules. Location requirements include that the facility is located in the direction of the vehicle's line of sight, facing the direction of oncoming traffic, avoiding the conflict zone of the intersection, avoiding the operating range of construction equipment, and maintaining a safe clearance; the candidate facility location is laterally offset from the center line of the road to the placeable area through the roadside offset algorithm, and the facility orientation is determined according to the direction of vehicle entry; if the candidate location does not meet the location requirements, a placeable location is searched along the corresponding roadside before and after, and if no qualified location is found within the search range, it is recorded as a facility to be verified. The matching results, including the type of transportation facility, distance to the facility, candidate location, facility orientation, associated traffic decision location, and rule number, together constitute the execution result of the facility layout rule, which is used to generate the first facility layout plan.

[0035] Furthermore, the generation of a first facility layout scheme corresponding to the first traffic decision location based on facility layout rules includes: Determine the traffic facility requirements corresponding to the work area based on the information of the construction object; Based on the first detour plan and the first traffic decision location, determine the first traffic facility and its corresponding installation distance from the traffic facility setting requirements; The location of the first transportation facility is determined based on the first transportation decision location and the distance to the facility, thus obtaining the first facility layout plan.

[0036] As a preferred embodiment of the above, the corresponding traffic facility requirements are retrieved from the facility layout rule base according to the construction method, work area, road grade, road width and traffic status; the rule engine is used to perform condition matching on the construction object information to obtain the facility type, setting order, setting quantity, interval requirements and safety clearance required for each work section. The first detour route, the first traffic decision location, and the traffic facility requirements are linked together; the first traffic facility is determined according to the type of traffic decision location: construction notice and detour instruction facilities are configured at the starting point of the detour, directional instruction facilities are configured at the intersection, turning instruction facilities are configured at the turning point, entrance and exit prompt facilities are configured at the access point for maintaining traffic flow, and cancellation or termination prompt facilities are configured at the ending point of the detour. The setting distance is determined based on road conditions and rule matching results; the setting distance is based on the traffic decision location and is calculated in reverse linear mileage along the vehicle approach direction on the first detour route; when graded prompts are required, multiple mileage positioning points are generated according to the facility setting order and interval requirements. A linear reference algorithm is used to convert the mileage positioning point into road centerline coordinates. Then, based on the vehicle travel direction and road cross-section information, the facility is laterally offset to the roadside, central divider, or temporary isolation area. The orientation of the facility is determined according to the vehicle's direction of entry, so that the front of the facility faces the oncoming traffic. Spatial conflict detection is performed on the initial position; a spatial intersection algorithm is used to determine whether the facility falls into the intersection conflict zone, construction equipment operation zone, entrance / exit range, or obstacle-occupied zone; when a conflict exists, the facility is searched along the associated road edge according to a preset step length, and the nearest position that meets the requirements of safe clearance, line of sight, and installation space is selected; if no qualified position is found within the search range, the facility is marked as unsuitable for deployment. The facility type, location, distance, orientation, associated traffic decision location, applicable rules, and deployment status are associated and stored together to form the first facility deployment plan.

[0037] Furthermore, such as Figure 3 As shown, a second route constraint is generated based on the verification result, including: Based on the verification results, identify the traffic facilities in the first facility layout plan that do not meet the facility layout rules and require adjustment. The corresponding traffic decision-making locations to be adjusted and the roads to be adjusted associated with the traffic decision-making locations to be adjusted are determined based on the traffic facilities to be adjusted. A second route constraint is generated based on the traffic decision location or road to be adjusted, so that the second detour route avoids the traffic decision location or road that does not meet the requirements for traffic facility settings.

[0038] As a preferred embodiment of the above, rule verification and spatial verification are performed on each item of the first facility layout scheme. The rule verification determines whether the facility type, setting distance, setting order, facility spacing and facility orientation conform to the facility layout rules. The spatial verification uses spatial intersection and buffer zone analysis to determine whether the facility location falls into the construction zone, intersection conflict zone, building occupation zone, entrance / exit range or sight obstruction zone. If any verification item is not satisfied, the corresponding facility is identified as a traffic facility to be adjusted, and the rule type and spatial conflict type that are not satisfied are recorded. Based on the first traffic decision location associated with the traffic facility to be adjusted, obtain the corresponding location coordinates, location type, inbound direction and outbound direction; then use the road projection algorithm to map the facility location and the first traffic decision location to the first road network, determine the road nodes and road edges that carry traffic decision behavior, and identify the corresponding roads as the roads to be adjusted. A second route constraint is generated based on the reason for the verification failure; when the facility installation distance is insufficient, the roadside lacking continuous installation space in front of the traffic decision position is set as a restricted selection road; when the facility location is blocked by obstacles or there is no installation area, the corresponding traffic decision position is set as a prohibited selection position; when the road width or roadside space is insufficient, the path cost of the road to be adjusted is increased; when the traffic facility cannot provide continuous guidance, the roadside that causes the guidance to be interrupted is added to the prohibited use set. The second route constraint includes at least the prohibited roadside set, the restricted roadside set, the prohibited traffic decision location set, and the roadside additional cost; when multiple traffic facilities to be adjusted correspond to the same road or the same traffic decision location, the corresponding constraints are merged, and the constraint with the higher degree of restriction is adopted as the final constraint; the second route constraint is used for subsequent path search, so that the second detour scheme avoids the location or road that cannot meet the requirements for setting up traffic facilities.

[0039] Furthermore, generating a second facility deployment plan corresponding to the second detour plan includes: Based on the second route constraint, the passable roads in the first road network are filtered to obtain a set of candidate passable roads; A second detour plan is generated based on the set of candidate routes and traffic control constraints. The second traffic decision location is determined based on the second detour plan, and a second facility layout plan corresponding to the second traffic decision location is generated based on the facility layout rules.

[0040] As a preferred embodiment of the above, the first road network is processed according to the second route constraint; the road edges in the prohibited road edge set are deleted from the path search graph, the road edges in the restricted road edge set are retained and additional costs are added, and the prohibited traffic decision positions are converted into unpassable road nodes to obtain a candidate road set. Using the starting and ending points of the construction section as the path endpoints, candidate routes are generated from the candidate road set using the A* algorithm, Dijkstra's algorithm, or K-shortest path algorithm. The path cost is obtained by weighting the road length, estimated travel time, number of turns, road grade, and additional cost, so that the path search prioritizes avoiding roads and locations where facilities cannot be deployed. Perform traffic safety verification on each candidate route; use a breadth-first search algorithm to determine whether the road access node corresponding to each traffic safety point can be connected to the candidate route or the preset passable road through a passable road; delete candidate routes that cannot simultaneously meet all traffic safety constraints, and determine the candidate route with the minimum total cost as the second detour scheme. The topological relationships and directional angles of adjacent roads are analyzed sequentially along the second detour route to identify the detour start position, road intersection position, turning position, traffic control point access position and detour end position, forming a second traffic decision position set; The type, direction of entry, direction of exit, and road conditions of the second traffic decision location are input into the facility deployment rule base. The type and distance of the traffic facility are determined by rule matching. The linear reference algorithm is used to generate the facility mileage location along the vehicle approach direction and is laterally offset according to the road cross section. Then, the location in the construction zone, obstacle occupation zone, and intersection conflict zone is excluded by spatial intersection detection. By associating the type of transportation facility, its location, distance from the facility, orientation of the facility, related traffic decision-making location, and deployment status, a second facility deployment plan is formed.

[0041] Example 2; Based on the same inventive concept as the traffic diversion and traffic sign placement method for construction sections in the foregoing embodiments, the present invention also provides a traffic diversion and traffic sign placement system for construction sections, the system comprising: The information acquisition module acquires information on construction targets, road network information, traffic maintenance points, and facility layout rules. The road network adjustment module adjusts the traffic status in the road network information based on the construction object information to obtain the first road network. The traffic maintenance and detour module constructs traffic maintenance constraints based on traffic maintenance point information and generates a first detour plan based on the first road network and traffic maintenance constraints; The facility deployment module determines the first traffic decision location based on the first detour plan, and generates a first facility deployment plan corresponding to the first traffic decision location based on the facility deployment rules. The constraint verification module performs feasibility verification on the first facility layout plan and generates the second route constraint based on the verification results. The scheme reconstruction module generates a second detour scheme based on the first road network, traffic maintenance constraints, and second route constraints, and generates a second facility layout scheme corresponding to the second detour scheme; The joint decision-making module determines the construction traffic organization plan based on the joint verification results of the second detour plan and the second facility layout plan.

[0042] The system described above in this invention can effectively realize a method for traffic diversion and traffic sign placement in construction sections, and the technical effects it can achieve are as described in the above embodiments, which will not be repeated here.

[0043] Example 3; This embodiment takes the partial full closure construction of an urban main road as an example; the construction road is arranged in an east-west direction, and the construction section is located between node B and node D; road B-N1-N2-N3-D is set on the north side of the construction road, and road B-S1-S2-S3-D is set on the south side. Roads N2-S2 and N3-S3 are used to connect the roads on the north and south sides; the traffic control point P1 is the entrance and exit of the residential area connecting node N2, the traffic control point P2 is the entrance and exit of the hospital connecting node S2, and the traffic control point P3 is the fire lane connecting node S3. S1. Obtain the centerline of the construction section, the boundary of the work area, the construction method, the road network, the coordinates of the traffic maintenance points, and the facility layout rules; the road network is stored using a directed graph, with road nodes representing intersections or road endpoints, and road edges recording road length, traffic direction, number of lanes, speed limit, and traffic capacity; the facility layout rules in this example stipulate that construction warning signs and detour instruction signs should be set at the detour starting point, directional instruction signs should be set at the route turning points, and entrance / exit prompt signs should be set at the traffic maintenance point access points; S2. Establish the construction impact range based on the centerline of the construction section, use the R-tree spatial index to retrieve the intersecting road edges, and determine the road edges between nodes B and D as construction roads by projection distance, direction angle and overlap length; the construction method is full closure construction, so delete the passage connection between nodes B and D, and set the road edges at both ends to be prohibited from entering, thus obtaining the first road network. S3. Using a point-line projection algorithm, P1, P2, and P3 are mapped to nodes N2, S2, and S3, respectively. Starting from each access node, a breadth-first search algorithm is used to retrieve passable paths to roads outside the construction impact area. The search results show that P1 can be connected to the outside via N2-N1-B or N2-N3-D, P2 can be connected to the outside via S2-S1-B or S2-S3-D, and P3 can be connected to the outside via S3-D. Thus, a traffic maintenance constraint is established to ensure connectivity between each access node and external passable roads. S4. Using nodes B and D as endpoints of the detour path, candidate routes are generated using the A* algorithm. The roadside cost is obtained by weighting the estimated travel time, road length, number of turns, and road grade. The first search yields the northern route B-N1-N2-N3-D. This route avoids the construction zone. P1 directly connects to the route, P2 connects via N2-S2, and P3 connects via N3-S3. Therefore, it is determined as the first detour scheme. S5. Identify traffic decision locations along the first detour route; Node B is the detour start location, Nodes N1, N2 and N3 are road intersections or turning points, Nodes N2, S2 and S3 are traffic control access points, and Node D is the detour end location; Each location is associated with the direction of entry, the direction of exit and the adjacent road edge; S6. Use a rule engine to match construction methods, road grades, and traffic decision location types to determine facility types and installation distances; use each traffic decision location as a benchmark to perform reverse mileage calculations along the vehicle approach direction, and then use a road offset algorithm to adjust the facility location to the roadside; thereby generating the first facility layout plan, including construction warning signs and detour signs in front of node B, directional signs in front of nodes N1 to N3, entrance and exit signs near each traffic control point, and detour end signs near node D. S7. The feasibility of the first facility layout plan is verified. The verification found that there is a bridge section ahead of node N3 in the direction of entry. A continuous guardrail is set on one side of the road and a building is adjacent to the other side. The continuous layout distance that can be provided is less than the rule requirement, and the facility position cannot meet the sight distance and installation space requirements by moving it forward or backward. Therefore, the directional sign corresponding to node N3 is identified as a traffic facility to be adjusted, node N3 is identified as a no-traffic decision position, and the path cost of road N2-N3 is increased to form a second route constraint. S8. After adding the second route constraint to the first road network, the path search is re-executed; the search yields route B-N1-N2-S2-S3-D; this route avoids node N3 and road N2-N3, passes through the access nodes of P1 and P2, and maintains connection to P3 through node S3, thus it is determined to be the second detour scheme. S9. Re-identify the traffic decision locations corresponding to nodes B, N1, N2, S2, S3, and D along the second detour route, and generate a second facility layout plan according to the same rules. Spatial verification results show that all facilities avoid construction areas, intersection conflict zones, guardrail and building-occupied areas, and the setting distance, orientation, spacing, and sight distance all meet the rule requirements. Further verification shows that the second detour route does not pass through the construction section, the three traffic control points maintain external connectivity, and the traffic facilities can continuously complete the advance warning, turning guidance, and end prompts. Therefore, the second detour route and the second facility layout plan are jointly determined as the construction traffic organization plan. The final output includes the construction road closure area, the second detour route, the access paths of each traffic control point, the location of traffic decisions, and the type, coordinates, orientation, and association rules of traffic facilities.

[0044] Although this application has been described in conjunction with specific features and embodiments, it is obvious that various modifications and combinations can be made thereto without departing from the spirit and scope of this application. Accordingly, this specification and drawings are merely exemplary illustrations of the application as defined herein, and are to be considered as covering any and all modifications, variations, combinations, or equivalents within the scope of this application. Clearly, those skilled in the art can make various alterations and modifications to this application without departing from its scope. Thus, if such modifications and modifications fall within the scope of this application and its equivalents, this application intends to include such modifications and modifications.

Claims

1. A method for traffic diversion and traffic sign placement in a construction section, characterized in that, The method includes: Obtain information on construction targets, road network information, traffic maintenance points, and facility layout rules; Adjust the traffic status in the road network information according to the construction object information to obtain the first road network; Based on the traffic control point information, traffic control constraints are constructed, and a first detour plan is generated based on the first road network and the traffic control constraints. The first traffic decision location is determined based on the first detour plan, and a first facility layout plan corresponding to the first traffic decision location is generated based on the facility layout rules. The feasibility of the first facility deployment plan is verified, and a second route constraint is generated based on the verification results. A second detour scheme is generated based on the first road network, the traffic maintenance constraints, and the second route constraints, and a second facility layout scheme corresponding to the second detour scheme is generated. The construction traffic organization plan is determined based on the joint verification results of the second detour plan and the second facility layout plan.

2. The method for traffic diversion and traffic sign placement in construction sections according to claim 1, characterized in that, Adjusting the traffic status in the road network information based on the construction object information to obtain a first road network, including: The construction section, work area, and construction method are determined based on the information about the construction object. Based on the construction section and the work area, determine the first road affected by the construction from the road network information; The traffic status of the first road is adjusted according to the construction method to obtain the first road network.

3. The method for traffic diversion and traffic sign placement in construction sections according to claim 1, characterized in that, The traffic control constraint is used to limit the roads associated with each traffic control point to remain connected to the preset passable roads in the first road network.

4. The method for traffic diversion and traffic sign placement in construction sections according to claim 3, characterized in that, A first detour plan is generated based on the first road network and the traffic maintenance constraints, including: Based on the first road network, determine a first set of passable roads that avoid the construction section; Based on the traffic control constraints, a second set of accessible roads that connects to each traffic control point is determined from the first set of accessible roads. The first detour plan is generated based on the first set of passable roads and the second set of passable roads, so that through traffic avoids the construction section and keeps each traffic control point open.

5. The method for traffic diversion and traffic sign placement in construction sections according to claim 1, characterized in that, The first traffic decision location includes at least one of the following in the first detour plan: the detour start location, the road intersection location, the traffic direction change location, the traffic maintenance point access location, and the detour end location.

6. The method for traffic diversion and traffic sign placement in construction sections according to claim 1, characterized in that, The facility layout rules include the types of traffic facilities, their installation distances, and installation location requirements corresponding to the construction method, work area, road conditions, and the first traffic decision location.

7. The method for traffic diversion and traffic sign placement in construction sections according to claim 6, characterized in that, Based on the facility deployment rules, a first facility deployment scheme corresponding to the first traffic decision location is generated, including: The traffic facility requirements corresponding to the work area are determined based on the information of the construction object. Based on the first detour plan and the first traffic decision location, determine the first traffic facility and its corresponding installation distance from the traffic facility setting requirements; The location of the first traffic facility is determined based on the first traffic decision location and the setting distance, thus obtaining the first facility layout plan.

8. The method for traffic diversion and traffic sign placement in construction sections according to claim 1, characterized in that, The second route constraint is generated based on the verification results, including: Based on the verification results, identify the traffic facilities in the first facility layout scheme that do not meet the facility layout rules and require adjustment; Based on the traffic facilities to be adjusted, determine the corresponding traffic decision location to be adjusted and the road to be adjusted associated with the traffic decision location to be adjusted; The second route constraint is generated based on the traffic decision location to be adjusted or the road to be adjusted, so that the second detour scheme avoids traffic decision locations or roads that do not meet the requirements for traffic facility settings.

9. The method for traffic diversion and traffic sign placement in construction sections according to claim 1, characterized in that, Generate a second facility layout scheme corresponding to the second detour scheme, including: Based on the second route constraint, the passable roads in the first road network are filtered to obtain a set of candidate passable roads; The second detour scheme is generated based on the candidate road set and the traffic control constraints. The second traffic decision location is determined based on the second detour plan, and the second facility layout plan corresponding to the second traffic decision location is generated based on the facility layout rules.

10. A traffic diversion and traffic sign layout system for construction sections, characterized in that, The system employing the traffic diversion and traffic sign placement method for construction sections as described in claim 1 includes: The information acquisition module acquires information on construction targets, road network information, traffic maintenance points, and facility layout rules. The road network adjustment module adjusts the traffic status in the road network information based on the construction object information to obtain the first road network. The traffic control and detour module constructs traffic control constraints based on traffic control point information and generates a first detour plan based on the first road network and traffic control constraints; The facility deployment module determines the first traffic decision location based on the first detour plan, and generates a first facility deployment plan corresponding to the first traffic decision location based on the facility deployment rules. The constraint verification module performs feasibility verification on the first facility layout plan and generates the second route constraint based on the verification results. The scheme reconstruction module generates a second detour scheme based on the first road network, traffic maintenance constraints, and second route constraints, and generates a second facility layout scheme corresponding to the second detour scheme; The joint decision-making module determines the construction traffic organization plan based on the joint verification results of the second detour plan and the second facility layout plan.

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