Dynamic lane line control method and system for relieving traffic jam

Abstract

The invention discloses a dynamic lane line control method and system for relieving traffic congestion, and belongs to the technical field of traffic management. The method comprises the following steps: acquiring main road traffic flow data and ramp traffic flow data; and based on a preset control algorithm, according to the main road traffic flow data and the ramp traffic flow data, generating a corresponding lane line regulation and control instruction, and according to the lane line regulation and control instruction, controlling a lane line to dynamically display a corresponding state and length. According to the invention, the overall display form of the lane line can be dynamically adjusted according to the real-time traffic condition, and the flexibility of traffic management is effectively improved.

Description

Technical Field

[0001] The invention relates to a dynamic lane line control method and system for alleviating traffic congestion, belonging to the technical field of traffic management. Background Art

[0002] With the acceleration of urbanization, urban traffic congestion is becoming increasingly serious, especially during peak hours, when serious traffic jams often occur at the ramp exits of elevated roads. Traditional fixed lanes cannot adapt to dynamically changing traffic flows, and vehicles frequently change lanes and interweave at the ramp exits, which in turn aggravates congestion, reduces road traffic efficiency, and increases the risk of traffic accidents. According to statistics, traffic congestion in major Chinese cities causes economic losses of about 2% of GDP each year. In addition, congestion will also lead to increased fuel consumption and increased environmental pollution.

[0003] Existing traffic management measures, such as fixed dotted lines, short solid lines, and long solid lines, cannot be adjusted according to real-time traffic conditions. The main problems are as follows: excessively long solid lines during low traffic restrict vehicle flexibility and reduce road utilization; while dotted lines or short solid lines during high traffic cannot effectively guide vehicles to change lanes in advance, causing vehicles to temporarily change lanes at ramp exits, increasing congestion and accident risks. Therefore, in the face of the current traffic congestion situation, there is an urgent need for a solution that can dynamically adjust the lane line form according to real-time traffic flow. Summary of the invention

[0004] The purpose of the present invention is to provide a dynamic lane line control method and system for alleviating traffic congestion, aiming to improve road traffic efficiency by utilizing LED technology to enable lane lines to be adaptively and dynamically adjusted with traffic flow.

[0005] In order to achieve the above objectives / solve the above technical problems, the present invention is implemented by adopting the following technical solutions.

[0006] In one aspect, the present invention provides a dynamic lane line control method for alleviating traffic congestion, comprising: Obtain main road traffic flow data and ramp traffic flow data; Based on a preset control algorithm and according to the main road traffic flow data and ramp traffic flow data, a corresponding lane line control instruction is generated; According to the lane line control instruction, the lane line is controlled to dynamically display the corresponding status and length.

[0007] The dynamic lane line control strategy provided by the present invention detects traffic flow in real time, dynamically adjusts the lane line form and length before the ramp exit, and guides vehicles to change lanes or maintain lanes reasonably, thereby effectively alleviating traffic congestion and improving road traffic efficiency, and has strong practicality.

[0008] Optionally, the preset control algorithm is a basic control, and the corresponding control process includes: Obtain real-time traffic flow on the main road and ramp; If the real-time traffic volume of the main road is less than or equal to the first preset traffic volume of the main road, or the real-time traffic volume of the ramp is less than or equal to the first preset traffic volume of the ramp, the current traffic volume level is the first-level traffic volume, and then the lane line is controlled to be displayed as a dotted line based on the first-level control instruction corresponding to the level; If the real-time traffic volume of the main road is greater than the first preset traffic volume of the main road and less than the second preset traffic volume of the main road, or the real-time traffic volume of the ramp is greater than the first preset traffic volume of the ramp and less than the second preset traffic volume of the ramp, the current traffic volume level is the secondary traffic volume, and then the lane line is controlled to be displayed as a first solid line of a preset length based on the secondary control instruction corresponding to the level; If the real-time traffic volume of the main road is greater than or equal to the second preset traffic volume of the main road, or the real-time traffic volume of the ramp is greater than or equal to the second preset traffic volume of the ramp, the current traffic level is level 3 traffic, and then the lane line is controlled to be displayed as a second solid line of a preset length based on the level 3 control instruction corresponding to the level; The length of the first solid line is shorter than the length of the second solid line.

[0009] Optionally, the preset control algorithm is PI control, and the corresponding control process includes: Get the real-time average speed of the main road and the real-time average speed of the ramp; According to the real-time average vehicle speed of the main road and the real-time average vehicle speed of the ramp, the average vehicle speed difference is calculated and expressed as: ; In the formula, represents the average speed difference, Indicates the real-time average speed of the main road. Indicates the real-time average speed of the ramp; According to the average vehicle speed difference and the preset speed difference reference value, the corresponding speed error is calculated and expressed as: ; In the formula, represents the speed error, Indicates the preset speed difference reference value; Based on the speed error, PI control calculation is performed to obtain the control amount corresponding to the lane line, which is expressed as: ; ; ; In the formula, Indicates the control amount, represents the proportional term, represents the integral term, represents the proportionality coefficient, represents the integral value at the previous moment, represents the integral coefficient, Indicates the integration time.

[0010] Optionally, the process of determining the preset speed difference reference value includes: Get the feature data at the current moment; Input the characteristic data into a pre-trained target prediction model, and output the preset speed difference reference value for the future period; Among them, the target prediction model adopts the long short-term memory network LSTM.

[0011] Optionally, the control amount corresponding to the lane line is limited between 0 and a preset extreme length. If the control amount is 0, the lane line is a dotted line; if the control amount is greater than 0 and less than or equal to the preset extreme length, the lane line is a solid line corresponding to the control amount.

[0012] Optionally, the preset control algorithm is comparison control, and the corresponding control process includes: Get the real-time average speed of the main road and the real-time average speed of the ramp; Calculate the real-time value corresponding to the average speed difference according to the real-time average speed of the main road and the real-time average speed of the ramp; Obtaining a reference value corresponding to the average vehicle speed difference; Compare and determine the real-time value and the reference value, and dynamically adjust the lane line according to the determination result; Among them, if the real-time value is greater than the reference value, the length of the solid line corresponding to the lane line is reduced; if the real-time value is less than or equal to the reference value, the length of the solid line corresponding to the lane line is increased.

[0013] On the other hand, the present invention further provides a dynamic lane line control system for alleviating traffic congestion, which is applicable to the dynamic lane line control method for alleviating traffic congestion described in the first aspect, and comprises: a vehicle flow detection unit, a dynamic lane line control unit and a lane line display unit, wherein the dynamic lane line control unit is respectively connected to the vehicle flow detection unit and the lane line display unit in communication; The vehicle flow detection unit is used to collect the main road vehicle flow data and the ramp vehicle flow data in real time, and output the main road vehicle flow data and the ramp vehicle flow data to the dynamic lane line control unit; The dynamic lane line control unit is used to generate corresponding lane line control instructions based on the main road traffic flow data and ramp traffic flow data, and the corresponding control algorithm, and then control the lane line display unit to display the corresponding state and length according to the lane line control instructions.

[0014] Optionally, the lane line display unit includes a plurality of lane line display modules, and each of the lane line display modules is spliced ​​end to end; The lane line display module includes: LED lamp beads, an aluminum substrate and a shell; the LED lamp beads are arranged on the aluminum substrate along the longitudinal direction; and the shell covers the LED lamp beads and the periphery of the aluminum substrate.

[0015] Optionally, a plurality of protrusions are provided on the top surface of the shell, and the protrusion design can improve the safety and reliability of the vehicle when driving.

[0016] Optionally, the shell is made of polycarbonate or acrylic, and the selection of this material can ensure properties such as light transmittance, light uniformity, and pressure resistance.

[0017] Optionally, the vehicle flow detection unit uses one or both of a video detector and a millimeter wave radar to collect main road vehicle flow data and ramp vehicle flow data.

[0018] Compared with the prior art, the present invention has the following beneficial effects: The present invention automatically adjusts the display of lane lines according to a preset threshold value when the traffic volume on the main road or ramp reaches a certain level to guide vehicles to change lanes or maintain lanes reasonably, or adjusts lane line parameters based on the deviation between the actual traffic volume and the expected traffic volume to gradually reduce the deviation and achieve dynamic balance. The overall control process collects and analyzes traffic flow data in real time, combines advanced control algorithms and lane line dynamic adjustment technology, which not only significantly improves the efficiency and safety of road traffic, but also effectively reduces delay time and reduces accident rates. Secondly, the system architecture adopted by the application strategy of the present invention is simple and easy to integrate with other traffic management systems. In addition, compared with other large-scale transportation facility renovations, the overall design cost of the present invention is low and has good economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram of the architecture of a dynamic lane control system for alleviating traffic congestion according to the present invention; Figure 2 It is a schematic diagram of the structure of LED dynamic lane lines in a dynamic lane line control system for alleviating traffic congestion according to the present invention; Figure 3 for Figure 2 A cross-sectional diagram of the LED dynamic lane lines; Figure 4 A flowchart of basic dynamic lane line control of the dynamic lane line control method for alleviating traffic congestion according to the present invention; Figure 5 A flow chart of a dynamic lane line control method for alleviating traffic congestion based on PI control according to the present invention; Figure 6 A flow chart of a dynamic lane line control method for alleviating traffic congestion based on a prediction model combined with PI control according to the present invention; Figure 7 A flowchart based on comparison control of a dynamic lane line control method for alleviating traffic congestion according to the present invention; Figure 8 A schematic diagram of a VISSIM simulation road model in a dynamic lane line control method for alleviating traffic congestion according to the present invention; Fig. 9 A schematic diagram showing the average vehicle speed comparison of various schemes of the dynamic lane line control method for alleviating traffic congestion under different vehicle flow rates according to the present invention; Fig.10 A schematic diagram showing a comparison of delay times of various schemes of the dynamic lane line control method for alleviating traffic congestion under different traffic flows according to the present invention; Fig.11 A schematic diagram showing a comparison of queue lengths of various schemes of the dynamic lane line control method for alleviating traffic congestion under different vehicle flow rates according to the present invention; Fig.12 A schematic diagram showing the comparison of the traffic capacity of various schemes of the dynamic lane line control method for alleviating traffic congestion under different traffic flows of the present invention; In the figure: 1- LED lamp bead; 2- aluminum substrate; 3- shell; 4- protrusion; 5- lane line display module. DETAILED DESCRIPTION

[0020] The technical solution of the present invention is described in detail below through the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solution of the present invention, rather than limitations on the technical solution of the present invention. The embodiments of the present invention and the technical features in the embodiments may be combined with each other unless there is a conflict.

[0021] The term "and / or" is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " generally indicates that the associated objects are in an "or" relationship.

[0022] Example 1 This embodiment introduces a dynamic lane line control method for alleviating traffic congestion, which includes: Obtaining main road traffic flow data and ramp traffic flow data, wherein the main road traffic flow data and ramp traffic flow data at least include: traffic flow, vehicle density, average speed, vehicle delay time, queue length and traffic capacity; Based on a preset control algorithm and according to the main road traffic flow data and ramp traffic flow data, a corresponding lane line control instruction is generated; According to the lane line control instruction, the lane line is controlled to dynamically display the corresponding status and length.

[0023] In the specific application of this embodiment, vehicle detection sensors (such as geomagnetic sensors, infrared sensors, radars or cameras) are installed at key locations (such as entrances, exits, middle sections, etc.) of the main road and ramps. The sensors transmit the detected vehicle data (such as traffic flow, speed, type, etc.) to the central data processing system via wired or wireless means. Furthermore, the central data processing system will clean and verify the received data, remove abnormal values ​​and noise, and then calculate key indicators such as real-time traffic flow and average speed of the main road and ramps based on the processed valid data.

[0024] Further, one of the control algorithms (such as rule-based algorithm, PI control algorithm, comparison control algorithm, machine learning algorithm, etc.) is determined, and the control algorithm will generate corresponding lane line control instructions according to the input data, which may specifically include the shape, length, color, flashing frequency, etc. of the lane line. Finally, the lane line display unit that receives the lane line control instruction will adjust the shape and length of the lane line in real time according to the target instruction to guide the vehicle to pass safely and efficiently.

[0025] Through the above process, this embodiment can realize dynamic control of lane lines based on main road and ramp traffic flow data, improve road traffic efficiency, and reduce traffic congestion and accident risks.

[0026] Example 2 refer to Figure 4 Based on Example 1, this example adopts a basic control algorithm to introduce in detail the implementation process of the dynamic lane line control strategy, which is described in detail as follows.

[0027] First, we need to obtain the real-time traffic flow of the main road and the ramp; Scenario 1: If the real-time traffic volume of the main road is less than or equal to the first preset traffic volume of the main road, or the real-time traffic volume of the ramp is less than or equal to the first preset traffic volume of the ramp, the current traffic level is level one, and then the lane line is controlled to be displayed as a dotted line based on the level-corresponding level one control instruction; wherein, the level one traffic volume corresponds to a low traffic state, in which the lane line will display a dotted line, allowing vehicles to change lanes freely.

[0028] Scenario 2: If the real-time traffic flow of the main road is greater than the first preset traffic flow of the main road and less than the second preset traffic flow of the main road, or the real-time traffic flow of the ramp is greater than the first preset traffic flow of the ramp and less than the second preset traffic flow of the ramp, the current traffic level is secondary traffic, and then the lane line is controlled to be displayed as a first solid line of a preset length based on the secondary control instruction corresponding to the level; wherein the secondary traffic corresponds to the medium traffic state, and the lane line in this state will display a short solid line of a fixed length, which is preferably set to 50m in this embodiment to guide vehicles to change lanes in advance and reduce weaving at the ramp exit.

[0029] Scenario 3: If the real-time traffic flow of the main road is greater than or equal to the second preset traffic flow of the main road, or the real-time traffic flow of the ramp is greater than or equal to the second preset traffic flow of the ramp, the current traffic level is level 3 traffic, and then the lane line is controlled to be displayed as a second solid line of a preset length based on the level-corresponding level 3 control instruction; wherein, the level 3 traffic corresponds to a high traffic state, and the lane line in this state will display a long solid line of a fixed length, which is preferably set to 200m in this embodiment to limit vehicle lane changes and prevent congestion at the ramp exit.

[0030] The relevant preset values ​​and lane line display rules involved in the above-mentioned flow level determination process can be seen in Table 1. As can be seen from Table 1, the first preset traffic flow of the main road in this embodiment is preferably set to 2000 vehicles / hour, the second preset traffic flow of the main road is preferably set to 3000 vehicles / hour, and the first preset traffic flow of the ramp is preferably set to 500 vehicles / hour, and the second preset traffic flow of the ramp is preferably set to 800 vehicles / hour.

[0031]

[0032] In specific applications, this embodiment first compares the real-time traffic volume of the main road and the ramp with the preset traffic volume threshold to determine the current traffic volume level. Then, according to the determined traffic volume level, a corresponding lane line control instruction is generated, and the control instruction includes information such as the display type (dashed line, short solid line, long solid line) and length of the lane line. Further, the control instruction is sent to the lane line dynamic display system (such as an LED display screen, a projection device, or a variable lane line mark). The lane line display system finally adjusts the display of the lane line according to the received instruction, effectively alleviating the traffic congestion at the ramp entrance.

[0033] In addition, in order to further verify the effectiveness of the proposed dynamic lane control strategy, this embodiment uses VISSIM2024 traffic simulation software to establish a simulation model of the elevated road and ramp exit, and based on this model, the existing solution and the new solution of the present invention are compared and analyzed. Figure 8 shown.

[0034] Before the simulation experiment begins, a series of road parameter settings need to be made. Specifically, the main road length is set to 2000 meters, with a total of 4 lanes; the ramp length is set to 500 meters, with a total of 1 lane; the vehicle types include cars (90%) and trucks (10%); the driver behavior model uses the Wiedemann 99 model.

[0035] After the road parameters are set, the experiment setting phase begins. In this phase, the traffic flow needs to be set first. The specific traffic flow parameter settings are shown in Table 2.

[0036]

[0037] The scheme designs involved in this embodiment include existing scheme A, existing scheme B, existing scheme C, and the new scheme D provided by the present invention. Among them, scheme A adopts fixed dashed lane lines; scheme B adopts fixed short solid lines (50 meters); scheme C adopts fixed long solid lines (200 meters); and scheme D adopts LED dynamic lane lines, which are intended to make targeted adjustments based on real-time traffic.

[0038] It is worth noting that this embodiment also uses four evaluation indicators to conduct a comprehensive comparative analysis of the control advantages and disadvantages of various schemes, namely, average vehicle speed (km / h), vehicle delay time (s / vehicle), queue length (m) and traffic capacity (vehicles / hour).

[0039] After the traffic flow setting, scheme design and evaluation indicators are confirmed, the above-mentioned different schemes are simulated under different traffic conditions. The specific simulation results are shown in Table 3.

[0040]

[0041]

[0042]

[0043] Further, in combination with Tables 3 to 5, and Figures 9 to 12 Conduct detailed analysis of simulation data.

[0044] Under low-flow conditions, Scheme D performs similarly to Scheme A, with the highest average vehicle speed (60 km / h) and the shortest delay time (5 s / vehicle), indicating that under low-flow conditions, the use of dotted lines is conducive to flexible vehicle traffic.

[0045] Under medium traffic conditions, Option C has the highest average vehicle speed (55 km / h) and the shortest delay time (10 s / vehicle), but limits vehicle flexibility under low traffic conditions; Option D has an average vehicle speed of 53 km / h, slightly lower than Option C, but higher than Options A and B, with a shorter delay time (12 s / vehicle), achieving a balance between traffic efficiency and vehicle flexibility.

[0046] Under high-flow conditions, Plan C has the highest average vehicle speed (45 km / h) and the shortest delay time (25 s / vehicle), while Plan D is slightly lower than Plan C. Plan A has the lowest average vehicle speed (30 km / h) and the longest delay time (40 s / vehicle), indicating that under high-flow conditions, the dotted line cannot effectively alleviate congestion.

[0047] In summary, it can be concluded that the advantage of the scheme D of the present invention is that it can dynamically adjust the lane line form under different traffic conditions, taking into account both traffic efficiency and vehicle flexibility. Under low traffic, the dotted line is maintained to ensure that vehicles can change lanes freely; under medium and high traffic, it is adjusted to a short solid line or a long solid line in a timely manner to guide vehicles to change lanes in advance and reduce vehicle interweaving. Therefore, the scheme D provided by the present invention performs well in all indicators, which strongly proves the effectiveness of dynamically adjusting lane lines.

[0048] Example 3 refer to Figure 5 On the basis of Example 1, this example is based on the PI control algorithm and adopts the specific indicator of the average vehicle speed in the traffic flow data to introduce in detail the relevant implementation process of the dynamic lane line control strategy.

[0049] Get the real-time average speed of the main road and the real-time average speed of the ramp; According to the real-time average vehicle speed of the main road and the real-time average vehicle speed of the ramp, the average vehicle speed difference is calculated and expressed as: ; In the formula, represents the average speed difference, Indicates the real-time average speed of the main road. Indicates the real-time average speed of the ramp; According to the average vehicle speed difference and the preset speed difference reference value, the corresponding speed error is calculated and expressed as: ; In the formula, represents the speed error, Indicates the preset speed difference reference value; Based on the speed error, PI control calculation is performed to obtain the control amount corresponding to the lane line, which is expressed as: ; ; ; In the formula, Indicates the control amount, represents the proportional term, represents the integral term, represents the proportionality coefficient, represents the integral value at the previous moment, represents the integral coefficient, Indicates the integration time.

[0050] It is worth noting that the control amount corresponding to the lane line is limited between 0 and the preset extreme length M. If the control amount is 0, the lane line is a dotted line; if the control amount is greater than 0 and less than or equal to the preset extreme length M, the lane line is a solid line corresponding to the control amount.

[0051] This embodiment dynamically adjusts the lane control command according to the deviation between the current vehicle speed and the target value through the proportional (P) and integral (I) links. The proportional link is used to quickly respond to the deviation, and the integral link is used to eliminate the static deviation to make the system more stable.

[0052] Example 4 refer to Figure 6 On the basis of Example 3, this embodiment builds a prediction model based on historical traffic data, obtains reference values ​​of target control parameters through the prediction model, and combines PI control to achieve advance and real-time adjustment of lane lines. The specific implementation process of the corresponding dynamic lane line control strategy is as follows.

[0053] Model construction and training phase: Collect a large amount of historical traffic data as a training data set; use a machine learning algorithm (such as long short-term memory network LSTM); design the network structure and set parameters; extract and select features, including time features (such as hours, weeks, months), environmental features (such as weather, temperature, humidity) and traffic features (such as vehicle type ratio, historical average speed), etc.; pre-process the data by cleaning and standardizing; use the training data set to train the target prediction model until convergence.

[0054] Practical application stage of the model: The acquired characteristic data at the current moment is input into the pre-trained target prediction model to predict the target control parameters of the future time period, such as queue length, average speed difference and vehicle speed. In this embodiment, the target detection model is used to predict and determine the preset speed difference reference value mentioned in Example 3. , so that the dynamic adjustment of lane lines is more accurate.

[0055] PI control calculation stage: Get the real-time average speed of the main road and the real-time average speed of the ramp; Calculating an average vehicle speed difference according to the real-time average vehicle speed of the main road and the real-time average vehicle speed of the ramp; Obtaining a preset speed difference reference value outputted by a target prediction model, and calculating a corresponding speed error according to the average vehicle speed difference and the preset speed difference reference value; Input the speed error into the PI controller to calculate the output control amount; Finally, a lane line adjustment instruction is generated according to the control amount to control the dynamic lane line to display a lane line of corresponding length and form.

[0056] Example 5 refer to Figure 7 On the basis of Example 1, this embodiment is based on a comparison control algorithm and also uses the specific indicator of the average vehicle speed in the traffic flow data to introduce in detail the relevant implementation process of the dynamic lane line control strategy.

[0057] Get the real-time average speed of the main road and the real-time average speed of the ramp; The average speed difference is calculated based on the real-time average speed of the main road and the real-time average speed of the ramp. The corresponding real-time value; Obtaining a reference value corresponding to the average vehicle speed difference; The real-time value and the reference value are compared and determined, and the lane line is dynamically adjusted according to the determination result; specifically, if the real-time value is greater than the reference value (when the reference value = 0, that is, the real-time average speed of the ramp is greater than the real-time average speed of the main road), the length of the solid line corresponding to the lane line is reduced; if the real-time value is less than or equal to the reference value, the length of the solid line corresponding to the lane line is increased; and then, according to the length of the solid line, a lane line adjustment instruction is generated to control the dynamic lane line to display a solid line of the corresponding length. Among them, the solid line length range mentioned above is also set to 0 to M.

[0058] Example 6 refer to Figure 1 , based on the same inventive concept as any one of embodiments 1 to 5, this embodiment introduces a dynamic lane line control system for alleviating traffic congestion applicable to the dynamic lane line control method for alleviating traffic congestion described in any one of embodiments 1 to 5, which includes: Data is transmitted between the vehicle flow detection unit and the dynamic lane control unit through a communication interface (such as Ethernet, serial port communication, etc.); the dynamic lane control unit and the lane display unit also transmit and receive commands through wireless communication (such as Wi-Fi, Bluetooth).

[0059] The vehicle flow detection unit is used to collect the main road vehicle flow data and the ramp vehicle flow data in real time, and output the main road vehicle flow data and the ramp vehicle flow data to the dynamic lane line control unit; The dynamic lane line control unit is used to generate corresponding lane line control instructions based on the main road traffic flow data and ramp traffic flow data, and the corresponding control algorithm, and then control the lane line display unit to display the corresponding state and length according to the lane line control instructions.

[0060] In specific applications of this embodiment, the vehicle flow detection unit monitors a series of data such as the number and speed of passing vehicles in real time through sensors (such as geomagnetic sensors, cameras or radars, etc.) installed on the main road and ramps, and transmits the collected main road traffic flow data and ramp traffic flow data to the dynamic lane line control unit.

[0061] Furthermore, the dynamic lane control unit generates a lane control instruction based on the received traffic flow data information and a pre-set control algorithm. The selected control algorithm generates a corresponding lane control instruction based on the current traffic conditions (such as congestion on the main road, heavy traffic on the ramp, etc.), and the control instruction is sent to the lane display unit to control the display of the lane.

[0062] Furthermore, upon receiving a control instruction, the lane line display unit will adjust the display of the lane line according to the instruction, such as changing the position, length or direction of the lane line, etc. Ultimately, by changing the display of the lane line, the vehicle can be guided to travel along the optimal path in real time, thereby alleviating traffic pressure and improving road traffic efficiency.

[0063] In summary, the intelligent dynamic lane control system provided in this embodiment can dynamically adjust the configuration of lane lines according to real-time traffic conditions, thereby optimizing traffic flow and reducing the possibility of congestion and accidents. At the same time, through the visual display of lane lines, it can also provide drivers with clearer and more intuitive driving guidance.

[0064] Example 7 refer to Figure 2 and Figure 3 Based on Example 6, this embodiment also has the following design: The vehicle flow detection unit may use a video detector, a millimeter wave radar or a combination of traffic flow sensors to collect main road traffic flow data and ramp traffic flow data to output data such as traffic flow, average speed, vehicle delay time, queue length, traffic capacity, etc. The vehicles mentioned include but are not limited to passenger cars, commercial vehicles and trucks.

[0065] The dynamic lane line control unit includes a data processing module, a prediction model module and a control algorithm module, which are used to receive and process traffic flow data, run the control algorithm, and generate lane line adjustment instructions.

[0066] The lane line display unit includes a plurality of lane line display modules 5, and each lane line display module 5 is spliced ​​together end to end. This modular design is not only convenient for splicing, but also can adjust the laying length according to actual working conditions, and damaged modules can be replaced individually, so that maintenance costs are significantly reduced.

[0067] The lane line display module 5 includes: an LED lamp bead 1, an aluminum substrate 2 and a housing 3.

[0068] The LED lamp beads 1 are arranged longitudinally on the aluminum substrate 2, and can form a controllable light strip to dynamically display lane lines of different forms and lengths according to the instructions of the controller, so that when the form of the lane line changes, the LED lamp beads 1 in some areas flash to remind the driver to pay attention. In addition, the LED lamp beads 1 also have a brightness adjustment function, which can automatically adjust the brightness of the LED lamp beads 1 according to the ambient light.

[0069] It is worth noting that a corresponding yellow flashing prompt should be set in front of the area of ​​the lane line display unit to remind the driver to pay attention to the real-time dynamic changes that may occur in the lane line ahead. Secondly, the display form of the lane line complies with existing traffic regulations. When the dynamic lane line fails, it is displayed as a white continuous solid line by default, which will not cause confusion to the driver. In addition, the system provided by this embodiment has strong real-time performance and can quickly adjust the lane line form according to the real-time traffic flow, and the response time can be less than 1 minute.

[0070] The shell 3 covers the outer periphery of the LED lamp bead 1 and the aluminum substrate 2. The highest plane of the shell 3 in this embodiment can be set to be flush with the road. In addition, the shell 3 is made of high-strength light-transmitting material, such as polycarbonate (PC) or acrylic (PMMA), which has the characteristics of light transmission, light uniformity, pressure resistance, anti-slip, and waterproof. The specific features are as follows: Light transmission uniformity: light diffuser is added to the shell 3 material to ensure uniform light distribution and eliminate the LED point light source effect; Mechanical strength: The material has high strength and toughness and can withstand repeated rolling of vehicles; Anti-slip design: The surface of the housing 3 is designed with anti-slip texture or protrusions to improve the safety of vehicle driving; Sealing protection: A sealing strip is used between the housing 3 and the aluminum substrate 2 to prevent moisture and dust from entering.

[0071] It is also worth mentioning that the reference Figure 8, the starting position of the solid line in the dynamic lane line can be set at the distance N1 from the ramp exit intersection, and the range of N1 is preferably set to 10 meters to 5000 meters; and the end position can be set at the distance N2 from the ramp exit intersection, and the range of N2 is preferably set to -100 meters to 200 meters. If N1=50, N2=0, the solid line length corresponding to the lane line is 50 meters. In addition, N1 is set to be greater than or equal to N2, and when N1=N2, the lane line is a dotted line.

[0072] The control system provided in this embodiment has a wide range of applicability and can be applied to elevated road ramp exits, urban main roads and other sections prone to traffic congestion; secondly, it is in line with the direction of smart city construction and can significantly improve the level of traffic management; in addition, the economic and social benefits are also very significant, not only improving road traffic efficiency, but also reducing vehicle delays and fuel consumption, and effectively reducing environmental pollution problems.

[0073] In the description of the present disclosure / application, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "inside", "outside", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only used to explain the relative positional relationship, movement, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly. It is only for the convenience of describing the present disclosure / application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present disclosure / application.

[0074] In addition, the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first", "second", etc. may explicitly or implicitly include one or more of the feature. In the description of this disclosure / application, unless otherwise specified, "plurality" means two or more.

[0075] In the description of this disclosure / application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this disclosure / application can be understood according to specific circumstances.

[0076] The above is only a preferred implementation of the present disclosure / application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present disclosure / application, and these improvements and modifications should also be regarded as the scope of protection of the present disclosure / application.

Claims

1. A dynamic lane line control method for alleviating traffic congestion, characterized in that: include: Obtain main road traffic flow data and ramp traffic flow data; Based on a preset control algorithm and according to the main road traffic flow data and ramp traffic flow data, a corresponding lane line control instruction is generated; According to the lane line control instruction, the lane line is controlled to dynamically display the corresponding status and length.

2. The dynamic lane line control method for alleviating traffic congestion according to claim 1, characterized in that: The preset control algorithm is a basic control, and the corresponding control process includes: Obtain real-time traffic flow on the main road and ramp; If the real-time traffic volume of the main road is less than or equal to the first preset traffic volume of the main road, or the real-time traffic volume of the ramp is less than or equal to the first preset traffic volume of the ramp, the current traffic volume level is the first-level traffic volume, and then the lane line is controlled to be displayed as a dotted line based on the first-level control instruction corresponding to the level; If the real-time traffic volume of the main road is greater than the first preset traffic volume of the main road and less than the second preset traffic volume of the main road, or the real-time traffic volume of the ramp is greater than the first preset traffic volume of the ramp and less than the second preset traffic volume of the ramp, the current traffic volume level is the secondary traffic volume, and then the lane line is controlled to be displayed as a first solid line of a preset length based on the secondary control instruction corresponding to the level; If the real-time traffic volume of the main road is greater than or equal to the second preset traffic volume of the main road, or the real-time traffic volume of the ramp is greater than or equal to the second preset traffic volume of the ramp, the current traffic level is level 3 traffic, and then the lane line is controlled to be displayed as a second solid line of a preset length based on the level 3 control instruction corresponding to the level; The length of the first solid line is shorter than the length of the second solid line.

3. The dynamic lane line control method for alleviating traffic congestion according to claim 1, characterized in that: The preset control algorithm is PI control, and the corresponding control process includes: Get the real-time average speed of the main road and the real-time average speed of the ramp; According to the real-time average vehicle speed of the main road and the real-time average vehicle speed of the ramp, the average vehicle speed difference is calculated and expressed as: ； In the formula, represents the average speed difference, Indicates the real-time average speed of the main road. Indicates the real-time average speed of the ramp; According to the average vehicle speed difference and the preset speed difference reference value, the corresponding speed error is calculated and expressed as: ； In the formula, represents the speed error, Indicates the preset speed difference reference value; Based on the speed error, PI control calculation is performed to obtain the control amount corresponding to the lane line, which is expressed as: ； ； ； In the formula, Indicates the control amount, represents the proportional term, represents the integral term, represents the proportionality coefficient, represents the integral value at the previous moment, represents the integral coefficient, Indicates the integration time.

4. The dynamic lane line control method for alleviating traffic congestion according to claim 3, characterized in that: The process of determining the preset speed difference reference value includes: Get relevant feature data at the current moment; Input the characteristic data into a pre-trained target prediction model, and output the preset speed difference reference value for the future period; Among them, the target prediction model adopts the long short-term memory network LSTM.

5. The dynamic lane line control method for alleviating traffic congestion according to claim 3 or 4, characterized in that: The control amount corresponding to the lane line is limited between 0 and a preset extreme length. If the control amount is 0, the lane line is a dotted line; if the control amount is greater than 0 and less than or equal to the preset extreme length, the lane line is a solid line corresponding to the control amount length.

6. The dynamic lane line control method for alleviating traffic congestion according to claim 1, characterized in that: The preset control algorithm is comparison control, and the corresponding control process includes: Get the real-time average speed of the main road and the real-time average speed of the ramp; Calculate the real-time value corresponding to the average speed difference according to the real-time average speed of the main road and the real-time average speed of the ramp; Obtaining a reference value corresponding to the average vehicle speed difference; Compare and determine the real-time value and the reference value, and dynamically adjust the lane line according to the determination result; Among them, if the real-time value is greater than the reference value, the length of the solid line corresponding to the lane line is reduced; if the real-time value is less than or equal to the reference value, the length of the solid line corresponding to the lane line is increased.

7. A dynamic lane line control system for alleviating traffic congestion applicable to the dynamic lane line control method for alleviating traffic congestion as claimed in any one of claims 1 to 6, characterized in that: include: A vehicle flow detection unit, a dynamic lane line control unit and a lane line display unit, wherein the dynamic lane line control unit is communicatively connected to the vehicle flow detection unit and the lane line display unit respectively; The vehicle flow detection unit is used to collect the main road vehicle flow data and the ramp vehicle flow data in real time, and output the main road vehicle flow data and the ramp vehicle flow data to the dynamic lane line control unit; The dynamic lane line control unit is used to generate corresponding lane line control instructions based on the main road traffic flow data and ramp traffic flow data, and the corresponding control algorithm, and then control the lane line display unit to display the corresponding state and length according to the lane line control instructions.

8. The dynamic lane control system for alleviating traffic congestion according to claim 7, characterized in that: The lane line display unit comprises a plurality of lane line display modules (5), wherein the lane line display modules (5) are spliced ​​end to end; The lane line display module (5) comprises: LED lamp beads (1), an aluminum substrate (2) and a housing (3); the LED lamp beads (1) are arranged on the aluminum substrate (2) in a longitudinal arrangement; and the housing (3) covers the outer periphery of the LED lamp beads (1) and the aluminum substrate (2).

9. The dynamic lane control system for alleviating traffic congestion according to claim 8, characterized in that: A plurality of protrusions (4) are provided on the top surface of the housing (3) for preventing the vehicle from slipping; Wherein, the shell (3) is made of polycarbonate or acrylic.

10. The dynamic lane control system for alleviating traffic congestion according to claim 7, characterized in that: The vehicle flow detection unit uses one or both of a video detector and a millimeter wave radar to collect main road vehicle flow data and ramp vehicle flow data.

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