A vibration deceleration marking setting method based on marking laying length

Abstract

The application relates to the technical field of traffic safety, in particular to a vibration deceleration marking setting method based on marking laying length. The visual recognition process of a driver to the deceleration marking is confirmed, and laying parameters are obtained; the psychological perception coefficient of the driver passing through each deceleration marking is obtained; the acceleration of the driver passing through each deceleration marking is obtained according to the psychological perception coefficient of the driver passing through each deceleration marking; the speed of the driver passing through each marking is obtained according to the acceleration of the driver passing through each deceleration marking and the laying parameters; the kinematic equation is established according to the speed of the driver passing through each deceleration marking, and the kinematic equation is solved in combination with the Weber law to obtain the setting interval of the deceleration marking; and the deceleration marking is laid according to the setting interval of the deceleration marking. The laying interval of the deceleration marking is determined by introducing a psychological formula considering the comfort of the driver passing through the vibration deceleration marking, and the application has strong applicability.

Description

Technical Field

[0001] This invention relates to the field of traffic safety technology, specifically to a method for setting up vibration deceleration markings based on the length of the marking. Background Technology

[0002] As an important traffic safety facility for limiting vehicle speed and ensuring driver safety, there is currently no standardized method for the specific location of speed reduction markings. Improper placement of speed reduction markings may cause traffic accidents, be detrimental to road traffic safety, or increase the economic cost of laying the markings. The flashing frequency of speed reduction markings helps drivers perceive vehicle speed, and the spacing between the marking lines allows vehicles to feel a certain degree of vibration during driving, thereby alerting drivers and prompting them to slow down, achieving the goal of safe driving. The width of each marking also affects the driver's visibility.

[0003] Currently, most scholars studying the setting of deceleration markings mainly focus on the types of deceleration markings. For example, Qian Yuanyuan et al. conducted a comprehensive evaluation and analysis of lateral deceleration markings, longitudinal deceleration markings, and herringbone-shaped deceleration markings through simulation experiments. However, they have not yet mentioned the calculation method for the setting position of deceleration markings. Some scholars have proposed some methods for setting deceleration markings, but these are all based on the setting method of signs and do not consider the differences between markings and signs. Liu Dan et al. proposed an optimization design method for vibration deceleration markings based on the principles of deceleration effectiveness, visual safety, and driving comfort. They established vehicle speed reduction rate, visual distance, and heart rate growth rate as evaluation indicators for the optimization scheme. However, this method still relies on the traditional sign setting method when setting the position of deceleration markings, ignoring the impact of the laying length of the markings on the driver. Summary of the Invention

[0004] To address the issue that existing solutions neglect the impact of pavement length on drivers, this invention provides a method for setting vibration deceleration markings based on pavement length. The method includes: confirming the driver's visual perception of the deceleration markings and obtaining pavement parameters; obtaining the driver's psychological perception coefficient when passing each deceleration marking; obtaining the driver's acceleration when passing each deceleration marking based on the psychological perception coefficient; obtaining the driver's velocity when passing each marking based on the acceleration and pavement parameters; establishing kinematic equations based on the driver's velocity when passing each marking, and solving the kinematic equations using Weber's law to obtain the deceleration marking installation interval; and laying the deceleration markings according to the installation interval. This invention, by considering the driver's comfort when passing vibration deceleration markings and introducing a psychological formula to determine the installation interval, has strong applicability.

[0005] This invention adopts the following technical solution: a method for setting vibration deceleration road markings based on the length of the road marking installation, comprising:

[0006] Confirm the driver's visual recognition process of the deceleration markings, and obtain the laying parameters based on the visual recognition process;

[0007] The driver's psychological perception coefficient for each deceleration mark is obtained based on the number of marks in each deceleration mark.

[0008] The acceleration of the driver as they pass each deceleration mark is obtained based on the driver's psychological perception coefficient.

[0009] Based on the driver's acceleration and paving parameters as they pass each deceleration mark, the speed of the driver passing each mark is obtained.

[0010] The kinematic equations are established based on the speed at which the driver passes each deceleration mark, and Weber's law is used to solve the kinematic equations to obtain the setting interval of the deceleration marks.

[0011] The deceleration markings are laid according to the spacing of the markings.

[0012] Furthermore, the driver's visual recognition process of deceleration markings includes marking perception, decision-making and reaction, and deceleration execution.

[0013] Furthermore, the laying parameters include: the distance before the deceleration marking, the length of the deceleration marking, the distance from when the driver begins to decelerate to the first deceleration marking, the driver's judgment and reaction distance, and the driver's visual recognition distance.

[0014] Furthermore, the method for obtaining the driver's psychological perception coefficient when passing each deceleration mark is as follows:

[0015] The psychological perception coefficient of a driver passing each deceleration mark is obtained by the ratio of the difference in the number of marks between adjacent deceleration marks to the sum of the number of marks between adjacent deceleration marks.

[0016] Furthermore, the method for obtaining the driver's acceleration as they pass each deceleration mark is as follows:

[0017] Let the driver's acceleration as a0 as the acceleration through the first deceleration mark, and the driver's acceleration as the acceleration through the second deceleration mark be:

[0018]

[0019] The acceleration of the driver as they pass the i-th deceleration mark is:

[0020]

[0021] Where J1 is the driver's psychological perception coefficient when passing the first deceleration mark, J i-1 Let n be the driver's psychological perception coefficient when passing the (i-1)th deceleration marking. i Let n be the number of deceleration markings for the i-th deceleration marking. i+1 This indicates the number of deceleration markings for the (i+1)th deceleration marking.

[0022] Furthermore, kinematic equations are established based on the driver's acceleration and paving parameters as they pass each deceleration mark, specifically:

[0023] c i =n i q+(n i-1 )p

[0024]

[0025] Among them, c i n represents the length of the i-th deceleration marking. i Let q represent the number of deceleration markings at the i-th lane, q represent the width of each marking, p represent the distance between each marking, and b represent the distance between the markings. i Indicates the setting interval of the i-th deceleration mark, v i t represents the speed at which the driver passes the i-th deceleration marking. i This indicates the time it takes for a driver to pass the i-th deceleration marking.

[0026] Furthermore, the kinematic equations are solved using Weber's laws, specifically as follows:

[0027] Substituting Weber's law and Fechner's law into the kinematic equations, we get:

[0028]

[0029] Where K' is the vibration Weber fraction threshold, e is the threshold correction amount, and n i Let q represent the number of deceleration markings at the i-th lane, q represent the width of each marking, p represent the distance between each marking, and b represent the distance between the markings. i v1 represents the speed at which the i-th speed reduction mark is set, v1 represents the speed at which the driver passes the first speed reduction mark, t1 represents the time it takes for the driver to pass the first speed reduction mark, and t i+1 a0 represents the time it takes for the driver to pass through the (i+1)th deceleration mark, and a0 represents the acceleration of the driver when passing through the first deceleration mark.

[0030] Furthermore, after obtaining the setting interval of the deceleration markings, it also includes:

[0031] The upper and lower limits for setting the advance distance of deceleration markings are obtained based on the laying parameters, where:

[0032] Set the lower limit to: d min =d t +d s , where d min This indicates the lower limit of the advance distance for deceleration markings, d t d represents the additional deceleration distance a driver needs to travel at a given acceleration. s This refers to the vehicle's braking distance.

[0033] Set the upper limit as: d max =l+S, where d max This indicates the upper limit of the distance in front of the deceleration marking, l indicates the length of the deceleration marking, and S is the driver's visibility distance.

[0034] The beneficial effects of this invention are: This invention fully considers the differences between traffic signs and markings, determines the paving parameters based on the driver's psychological perception, and establishes the motion equation based on the driver's comfort through the vibration deceleration marking. By introducing psychological formulas to solve the motion equation, the paving interval of each vibration deceleration marking is determined, and finally a method for calculating the advance distance setting of vibration deceleration marking is obtained. This method has strong applicability to the paving of deceleration markings on low-cost, low-grade roads. Attached Figure Description

[0035] 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 of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic flowchart of a vibration deceleration marking setting method based on the marking laying length according to an embodiment of the present invention;

[0037] Figure 2 This is a schematic diagram of a driver's processing model for deceleration marking information of the entire building, according to an embodiment of the present invention.

[0038] Figure 3 This is a schematic diagram of a vibration deceleration marking installation according to an embodiment of the present invention;

[0039] Figure 4 This is a schematic diagram of the leading distance of a vibration deceleration marking according to an embodiment of the present invention. Detailed Implementation

[0040] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0041] A schematic flowchart of a vibration deceleration marking setting method based on the marking laying length according to an embodiment of the present invention is shown below. Figure 1 As shown, it includes:

[0042] Confirm the driver's visual recognition process of the deceleration markings, and obtain the laying parameters based on the visual recognition process;

[0043] The driver's visual perception of deceleration markings includes marking perception, decision-making and reaction, and deceleration execution. Laying parameters include: distance in front of the deceleration marking, length of the deceleration marking, distance from when the driver begins decelerating to the first deceleration marking, driver's judgment and reaction distance, and driver's visual distance.

[0044] like Figure 2 As shown, Figure 2 In this diagram, point A represents the location where the driver first observes the road markings; point B represents the location where the driver begins to recognize the markings, i.e., the location where the driver can clearly see the markings. Unlike road signs, which require time for the driver to understand, road markings are recognized when the driver can clearly see them. Point C represents the starting point of vehicle deceleration, at which point the driver has completed recognizing the deceleration markings and begins to slow down; point D represents the initial location where the deceleration markings begin to be laid; point E represents the ending location of the deceleration markings, which is also the location where the vehicle has completed deceleration; and point F represents a dangerous section of the road. In this embodiment, the driver's recognition process of the deceleration markings can be described as follows: the driver notices an object on the road ahead at point A and can clearly see the markings at point B, thus recognizing the markings. The driver then begins to determine the appropriate action, and after a certain reaction time, begins to slow down at point C until the action is completed at point E, and then passes point F at that speed.

[0045] Therefore, it can be determined based on the driver's visual recognition process. Figure 2 The parameters for the middle section of the marking are as follows: d is the distance before the marking is set; l is the length of the deceleration marking; m is the distance from when the vehicle begins to decelerate to the first deceleration marking; k is the reaction distance; and L is the driver's visual distance.

[0046] The psychological perception coefficient of a driver passing each deceleration mark is obtained by calculating the number of lines in each deceleration mark. The method is as follows: the psychological perception coefficient of a driver passing each deceleration mark is obtained by the ratio of the difference in the number of lines between adjacent deceleration marks to the sum of the number of lines between adjacent deceleration marks.

[0047] In one specific embodiment, it is assumed that there are i lanes of deceleration markings, and each lane has n lanes of markings. i Considering the acceleration change process of a driver passing through the vibration deceleration markings, with the driver's initial acceleration taken as a0, for rural road marking settings, a sufficient number of markings can be set in the first group, and the number of markings in subsequent groups can be reduced accordingly, which can also meet the driver's visibility requirements as much as possible. Therefore, this embodiment proposes a parameter J as the driver's psychological perception coefficient for the change in the number of each vibration deceleration marking:

[0048]

[0049] Among them, J i Let be the driver's psychological perception coefficient when passing the i-th deceleration marking.

[0050] The acceleration of the driver as they pass each deceleration mark is obtained based on the driver's psychological perception coefficient.

[0051] The method for obtaining the driver's acceleration as they pass each deceleration mark is as follows:

[0052] Let the driver's acceleration as a0 as the acceleration through the first deceleration mark, and the driver's acceleration as the acceleration through the second deceleration mark be:

[0053]

[0054] The acceleration of the driver as they pass the i-th deceleration mark is:

[0055]

[0056] Where J1 is the driver's psychological perception coefficient when passing the first deceleration mark, J i-1 Let n be the driver's psychological perception coefficient when passing the (i-1)th deceleration marking. i Let n be the number of deceleration markings for the i-th deceleration marking. i+1 This indicates the number of deceleration markings for the (i+1)th deceleration marking.

[0057] Based on the driver's acceleration and paving parameters as they pass each deceleration mark, the speed of the driver passing each mark is obtained.

[0058] In this embodiment, the vehicle's speed change when the driver passes the deceleration markings is divided into three stages. The initial vehicle speed is set to v0. The first stage is as follows: the driver begins to decelerate and reaches the first deceleration marking. Based on the driver's visual perception process and the paving parameters, the distance of this segment is m = Lk, and the vehicle's acceleration in this segment is a0. Therefore, the driver's speed upon reaching the first deceleration marking is:

[0059] The second stage is the process of the driver passing through the deceleration vibration markings. In this embodiment, the number of deceleration markings is n, and the distance between the i-th and (i+1)-th markings is b. i The vehicle's movement in this segment is considered as a uniform deceleration process, with the deceleration rate being the appropriate deceleration rate for the driver, a1.

[0060] The kinematic equations are established based on the speed at which the driver passes each deceleration mark, and then solved using Weber's law to obtain the spacing between deceleration marks. The deceleration marks are then laid according to the spacing between them.

[0061] To ensure passenger and driver comfort, this embodiment incorporates Weber's Law. Middle: Δ l S represents the minimum perceptibility of the stimulus; l represents the intensity of the standard stimulus; and K is the Weber constant, which varies depending on the stimulus. Weber's law considers the perceptibility of a person's perceived stimulus intensity, but does not take into account subjective feelings. Therefore, this embodiment also introduces Fechner's law: S = KlgR, where S is the subjective feeling quantity, R is the stimulus intensity, and K is the Weber constant. This law studies the relationship between stimulus intensity and subjective feelings.

[0062] To ensure driver comfort, the vibration frequency perceived by the driver should not change. This embodiment introduces K' as the vibration Weber fraction threshold; that is, when the Weber fraction is less than K', the driver will not perceive a change in vibration frequency. Here, K' is taken as the time Weber fraction threshold of 0.08. Since drivers are adaptive to external stimuli, the vibration Weber fraction threshold after passing the first deceleration mark will be lower than that of the second deceleration mark. Therefore, a vibration Weber fraction threshold correction factor e is introduced. Furthermore, relevant regulations stipulate that the number of deceleration marks should not exceed 6, so e is taken in the range [0.01, 0.02]. Therefore, the result is:

[0063]

[0064] Introducing Fechner's theorem, we obtain

[0065]

[0066] Among them, f iThe vibration frequency value of the vehicle passing through the markings in the i-th interval.

[0067] Therefore, we get:

[0068]

[0069]

[0070]

[0071] The kinematic equations are established based on the driver's acceleration as they pass each deceleration mark and the paving parameters, specifically:

[0072] c i =n i q+(n i-1 )p

[0073]

[0074] Among them, c i n represents the length of the i-th deceleration marking. i Let q represent the number of deceleration markings at the i-th lane, q represent the width of each marking, p represent the distance between each marking, and b represent the distance between the markings. i Indicates the setting interval of the i-th deceleration mark, v i t represents the speed at which the driver passes the i-th deceleration marking. i This indicates the time it takes for a driver to pass the i-th deceleration marking.

[0075] Furthermore, the kinematic equations are solved using Weber's laws, specifically as follows:

[0076] Transforming the kinematic equations, we obtain:

[0077]

[0078] Substituting Weber's law and Fechner's law into the kinematic equations, we get:

[0079]

[0080] Where K' is the vibration Weber fraction threshold, e is the threshold correction amount, and n i Let q represent the number of deceleration markings at the i-th lane, q represent the width of each marking, p represent the distance between each marking, and b represent the distance between the markings. i v1 represents the speed at which the i-th speed reduction mark is set, v1 represents the speed at which the driver passes the first speed reduction mark, t1 represents the time it takes for the driver to pass the first speed reduction mark, and t i+1 a0 represents the time it takes for the driver to pass through the (i+1)th deceleration mark, and a0 represents the acceleration of the driver when passing through the first deceleration mark.

[0081] By solving the kinematic equations, the installation interval of the deceleration markings can be obtained when the initial speed of the vehicle and its speed through the deceleration markings are determined. Based on the installation interval, the expected vehicle speed through the deceleration markings, and the initial vehicle speed, the number of deceleration markings can be determined. A schematic diagram of a vibration deceleration marking installation method in this embodiment is shown below. Figure 3 As shown, this ensures the driver's comfort when passing through deceleration markings.

[0082] The third stage is the process of the vehicle passing through the deceleration markings to the road hazard point. When the vehicle passes through the deceleration markings, it has reached the desired speed. At this time, the driver can maintain this speed to pass the road hazard point ahead.

[0083] Furthermore, after obtaining the setting interval of the deceleration markings, the method also includes: obtaining the upper and lower limits of the setting distance before the deceleration markings based on the laying parameters. In this embodiment, the lower limit is set to consider the safety of the driver's operating behavior, while the upper limit is set to consider the significance of the deceleration effect of the vibration deceleration markings. As known from relevant literature, the driver's comfortable acceleration is within a certain range, not a specific value. Therefore, in this embodiment, the range of the driver's comfortable acceleration is taken as [a0, a...]. 0t ],like Figure 4 As shown;

[0084] When the driver accelerates at a0, the vehicle reaches the desired deceleration when passing the deceleration markings, at which point the driver can maintain a constant speed; when the driver accelerates at a... 0t When the vehicle is accelerating, its speed does not reach the expected speed when it passes the deceleration mark, so the vehicle needs to continue decelerating to point g to complete the deceleration. The vehicle's braking deceleration is a. s Meanwhile, to ensure drivers have sufficient braking distance in case of unexpected situations ahead, the lower limit for setting vibration deceleration markings is: d min =d t +d s , where d min This indicates the lower limit of the advance distance for deceleration markings, d t d represents the additional deceleration distance a driver needs to travel at a given acceleration. s This is the vehicle's braking distance; according to the laws of kinematics, we can obtain:

[0085]

[0086]

[0087]

[0088] The formula for setting the lower limit of vibration deceleration markings can be transformed into:

[0089]

[0090] When the lead distance of a deceleration marking is too large, it means that the deceleration marking is far from the actual speed control area or a dangerous section of road. In this case, drivers often will not slow down when passing the vibrating deceleration marking, thus failing to achieve the desired deceleration effect. Therefore, the upper limit of the lead distance of the deceleration marking should satisfy d ≤ l + L. In this embodiment, the upper limit is set to: d max =l+L, similarly, according to the laws of kinematics, the formula for setting the upper limit of vibration deceleration markings can be transformed into:

[0091]

[0092] Where, d max This indicates the upper limit of the distance in front of the deceleration marking, l indicates the length of the deceleration marking, and L is the driver's visibility distance.

[0093] This invention fully considers the differences between traffic signs and markings, determines the paving parameters based on the driver's psychological perception, and establishes the motion equation based on the driver's comfort through the vibration deceleration marking. By introducing psychological formulas to solve the motion equation, the paving interval of each vibration deceleration marking is determined, and finally a method for calculating the advance distance setting of vibration deceleration marking is obtained. This method is highly applicable to the paving of deceleration markings on low-cost, low-grade roads.

[0094] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for setting vibration deceleration road markings based on the length of the road marking installation, characterized in that, include: Confirm the driver's visual recognition process of the deceleration markings, and obtain the laying parameters based on the visual recognition process; The driver's psychological perception coefficient for each deceleration mark is obtained based on the number of marks in each deceleration mark. The acceleration of a driver passing each deceleration mark is obtained based on the driver's perceived acceleration coefficient. Specifically: Set the driver's acceleration as the speed at which they pass the first deceleration mark. The acceleration of the driver as they pass the second deceleration mark is: ； The acceleration of the driver as they pass the i-th deceleration mark is: ； in, The psychological perception coefficient for drivers when passing the first deceleration mark. Let be the driver's perceived psychological coefficient when passing the (i-1)th deceleration marking. Let be the number of markings for the i-th deceleration marking. This indicates the number of deceleration markings at the (i+1)th level. Based on the driver's acceleration and paving parameters as they pass each deceleration mark, the speed of the driver passing each mark is obtained. The kinematic equations are established based on the speed at which the driver passes each deceleration mark, and Weber's law is used to solve the kinematic equations to obtain the setting interval of the deceleration marks. The kinematic equations are specifically expressed as follows: ； ； in, Indicates the length of the i-th deceleration marking. Let represent the number of lines on the i-th deceleration marking, q represent the width of each line, and p represent the distance between each line. This indicates the interval for setting the i-th deceleration marking. This indicates the speed at which the driver passes through the i-th deceleration lane marking. This indicates the time taken for the driver to pass the i-th deceleration marking; The deceleration markings are laid according to the spacing of the markings.

2. The method for setting vibration deceleration road markings based on the road marking laying length according to claim 1, characterized in that: The driver's visual recognition process of deceleration markings includes marking perception, decision-making and reaction, and deceleration execution.

3. The method for setting vibration deceleration road markings based on the road marking laying length according to claim 1, characterized in that: The laying parameters include: the distance before the deceleration marking, the length of the deceleration marking, the distance from when the driver begins to decelerate to the first deceleration marking, the driver's judgment and reaction distance, and the driver's visual distance.

4. The method for setting vibration deceleration markings based on the marking laying length according to claim 1, characterized in that: The method for obtaining the driver's psychological perception coefficient when passing each deceleration mark is as follows: The psychological perception coefficient of a driver passing each deceleration mark is obtained by the ratio of the difference in the number of marks between adjacent deceleration marks to the sum of the number of marks between adjacent deceleration marks.

5. The method for setting vibration deceleration road markings based on the road marking laying length according to claim 1, characterized in that: Solving the kinematic equations using Weber's laws is as follows: Substituting Weber's law and Fechner's law into the kinematic equations, we get: ； in, For vibration Weber fraction threshold, This is the threshold correction amount. This indicates the number of lines on the i-th deceleration marking. represents the width of each marking line, and p represents the distance between each marking line. This indicates the interval for setting the i-th deceleration marking. This indicates the speed at which the driver passes the first deceleration mark. This indicates the time it takes for a driver to pass the first speed reduction marking. This represents the time it takes for a driver to pass the (i+1)th deceleration lane marking. It indicates the acceleration of the driver as they pass the first deceleration mark.

6. The method for setting vibration deceleration road markings based on the road marking laying length according to claim 1, characterized in that: After obtaining the setting interval of the deceleration markings, it also includes: The upper and lower limits for setting the advance distance of deceleration markings are obtained based on the laying parameters, where: Set the lower limit as follows: ,in, This indicates the lower limit for setting the distance in front of the deceleration marking. This indicates the additional deceleration distance a driver needs to travel at a given acceleration. This refers to the vehicle's braking distance. Set the upper limit as follows: ,in, This indicates the upper limit of the distance in front of the deceleration marking. Indicates the length of the speed reduction markings. For the driver's visual perception distance.

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