Real-Time Warning Model of Highway Engineering Construction Safety Based on Internet of Things

Real-time and effective early warning of highway engineering construction sites is the key to ensuring the safety of highway engineering construction. At present, highway engineering construction safety early warning is limited by the experience of relevant personnel at the site and the dynamic changes of the project site environment. Therefore, the creation of a more active, smarter, and more effective real-time early warning model for construction safety is a strong complement to current research and has important theoretical and practical implications. The Internet of Things is the third wave of the information industry after computers, the Internet, and mobile communication networks. It is of great significance to promote the development of science and technology, economic growth, and social progress. Aiming at the shortcomings of the inadequate safety management methods for highway engineering construction in China, the inefficient efficiency of safety production supervision and management, and the emphasis on single and sporty supervision methods, a real-time early warning model for highway engineering construction safety based on the Internet of Things technology was constructed. By quantifying, scoring, and statistics of the safety situation during the construction process, the model achieves the goals of real-time monitoring, early warning, and handling hidden safety hazards. It overcomes problems such as untimely and unscientific safety issues in the past and effectively improves China’s highway engineering construction. The experimental comparison between the real-time early warning model and the traditional early warning model in this paper shows that the accuracy of the early warning model proposed in this paper is improved by nearly 5%, and the false alarm rate is reduced by nearly 4%

Safety Monitoring of Expressway Construction Based on Multisource Data Fusion

China’s terrain is complex, both plain, microhill (heavy-hill) and mountainous terrain; the hidden dangers of highway construction are prominent. Construction site management, production safety management, and construction personnel management are difficult, and it is necessary to borrow advanced technology to establish information, and it is necessary to borrow advanced technology to establish information system to realize the visualization of safety monitoring. In the construction of highways, mountainous terrain is often complicated due to complex terrain, high mountains, and deep valleys. Excavation of the mountain mass is required to form high and steep slopes. For successful projects, safety monitoring is particularly important. Multisource data fusion is one of the computer application technologies. It is an information processing technology that is automatically analyzed and synthesized under certain criteria to complete the required decision-making and evaluation tasks. This paper analyzes high-speed data in the context of multisource data fusion. Study on highway slope construction safety monitoring. BP neural network fusion technology of multisource data fusion technology is used. A high-speed breccia-bearing silty clay slope is taken as the research object. The feedback information about the deployed monitoring system is fully used in the slope design and construction. The construction design parameters are reversed to predict the stability of the slope and ensure the safety of construction and operation of similar slopes of the entire expressway. The research in this paper finds that the maximum deviation between the slope displacement value and the measured value obtained by the slope monitoring based on multisource data fusion in this paper is 7.53%, which is less than 10%, which verifies the feasibility of the method in this paper. The research methods and ideas of this paper can also provide a reference for similar engineering research

Combination Layout of Traffic Signs and Markings of Expressway Tunnel Entrance Sections: A Driving Simulator Study

To determine a better combination of signs and markings on expressway tunnel entrance sections, three types of typical signs and markings were compared and tested according to five indicators: speed, lane lateral offset, lane change behavior, fixation behavior, and operating load, using a driving simulator. The results identified that the obvious no overtaking and speed limit signs, combined with a layer of thin red pavement, had the most influence on drivers’ speed, and they led to the highest fixation frequency of static facilities, the longest average distance from the completion point of the lane change to the entrance, and the longest average lane change distance, which could help drivers to pass through tunnel entrance sections more smoothly. The location of the static facilities should be between 3 s before the tunnel entrance and 3 s after entering the tunnel, as this is the area where a driver’s relative viewpoint changes. The improper combination of warning signs and deceleration measures will affect a driver’s judgment, causing negative effects, such as premature lane changes and an increased operating load. The research results can provide a design basis and reference for the combination setting of safety signs and markings on tunnel entrance sections

Combination Layout of Traffic Signs and Markings of Expressway Tunnel Entrance Sections: A Driving Simulator Study

To determine a better combination of signs and markings on expressway tunnel entrance sections, three types of typical signs and markings were compared and tested according to five indicators: speed, lane lateral offset, lane change behavior, fixation behavior, and operating load, using a driving simulator. The results identified that the obvious no overtaking and speed limit signs, combined with a layer of thin red pavement, had the most influence on drivers’ speed, and they led to the highest fixation frequency of static facilities, the longest average distance from the completion point of the lane change to the entrance, and the longest average lane change distance, which could help drivers to pass through tunnel entrance sections more smoothly. The location of the static facilities should be between 3 s before the tunnel entrance and 3 s after entering the tunnel, as this is the area where a driver’s relative viewpoint changes. The improper combination of warning signs and deceleration measures will affect a driver’s judgment, causing negative effects, such as premature lane changes and an increased operating load. The research results can provide a design basis and reference for the combination setting of safety signs and markings on tunnel entrance sections