Method and system for laying signs and marked lines in high-density interchange area of expressway

Abstract

The invention relates to the technical field of traffic design, in particular to a highway high-density interchange area sign and marking layout method and system, and the method comprises the steps: collecting and analyzing traffic parameters through a multi-source data fusion technology, and determining traffic modes of different lanes and time periods; a multi-stage induction sign setting method based on the visual cognition theory is adopted, and induction signs are set at different distance points; selecting an optimal sign supporting form through an optimization algorithm according to the set induction sign, and adjusting the word height and the distance of the sign board; a ground marking system is arranged based on the determined signboard distance and the determined supporting form; and adopting a TOPSIS comprehensive evaluation method based on entropy weight to evaluate the arranged marks and marked lines, and iteratively adjusting the arrangement scheme based on the vehicle kinematics data and eye movement data of the driver. According to the invention, the problem of lack of the sign and marking line layout technology in the high-density interchange area of the ten-lane expressway is effectively solved, the driving safety and sign identifiability are obviously improved, the travel requirements of high traffic flow areas are met, and the occurrence of traffic accidents is reduced.

Description

Technical Field

[0001] The invention relates to the technical field of traffic design, and in particular to a method and system for laying out signs and markings in a high-density interchange area of ​​a highway. Background Art

[0002] With the development of my country's economy, as an important part of the modern transportation system, the construction scale of expressways has been continuously expanded, especially in economically developed regions such as the Yangtze River Delta and the Pearl River Delta. However, the existing six-lane expressways are difficult to meet the growing travel demand due to the large traffic volume and declining service level. Therefore, measures for the construction of expressways with ten lanes or more have been proposed. Ten-lane expressways have obvious differences compared to six-lane expressways: the lane change distance is increased, the number of conflict points increases, and the exit safety facilities are insufficient, resulting in the interchange exit becoming a high-incidence point for accidents. The existing research on signs and markings for four- and six-lane expressways is relatively mature, but there is little research applicable to ten lanes or more.

[0003] The information disclosed in this background technology section is only intended to deepen the understanding of the overall background technology of the present disclosure, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art known to those skilled in the art. Summary of the invention

[0004] The present invention provides a method and system for laying out signs and markings in a high-density interchange area of ​​a highway, thereby effectively solving the problems pointed out in the background technology.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is:

[0006] A method for laying out signs and markings in a high-density interchange area of ​​a highway, characterized by comprising:

[0007] Through multi-source data fusion technology, traffic parameters of high-density interchanges on a ten-lane highway are collected and analyzed, and traffic patterns in different lanes and time periods are determined;

[0008] Based on the analysis results, a multi-level guidance sign setting method based on visual cognition theory is adopted to set guidance signs at different distances, wherein the guidance signs include warning signs and direction signs to form a continuous guidance information chain;

[0009] According to the set induction signs, combined with road characteristics and signboard design requirements, the optimal sign support form is selected through an optimization algorithm, and the signboard character height and spacing are adjusted;

[0010] Based on the determined signboard spacing and the support form, a ground marking system is set;

[0011] Through driving simulation tests and data analysis, the TOPSIS comprehensive evaluation method based on entropy weight is adopted to evaluate the laid out signs and markings, and the layout plan is iteratively adjusted based on the driver's vehicle kinematic data and eye movement data.

[0012] Furthermore, the TOPSIS comprehensive evaluation method based on entropy weight is used to evaluate the laid signs and markings, including:

[0013] Collect and organize multi-indicator data, eliminate the dimensional differences between different indicators through standardization methods, and construct a standardized indicator matrix;

[0014] Calculate the weight of each evaluation index based on the entropy weight method to obtain the weight of each evaluation index;

[0015] Calculate the comprehensive scores of each plan, and sort the comprehensive scores of each plan to obtain the optimal sign and marking layout plan.

[0016] Furthermore, the weight of each evaluation index is calculated based on the entropy weight method to obtain the weight of each evaluation index, including:

[0017] Calculate the proportion of each indicator in each plan and generate a probability matrix;

[0018] Calculating information entropy according to the probability matrix;

[0019] The information entropy is normalized and the entropy weight of each indicator is calculated, wherein the calculation formula of the entropy weight is: w j is the entropy weight of the jth indicator, E j is the information entropy of the jth indicator, and m is the number of indicators.

[0020] Furthermore, the comprehensive scores of each scheme are calculated and ranked to obtain the optimal sign and line layout scheme, including:

[0021] Filling each of the indicators into the standardized indicator matrix to obtain a standardized decision matrix;

[0022] According to the standardized decision matrix, calculating the ideal solution and the negative ideal solution of each of the schemes;

[0023] Calculating the Euclidean distance between each solution and the ideal solution and the negative ideal solution, and calculating the closeness of each solution according to the calculated Euclidean distance to obtain a comprehensive score of each solution;

[0024] The comprehensive scores of the various schemes are sorted to obtain the optimal sign and marking layout scheme.

[0025] Furthermore, the calculation formula of the Euclidean distance between the ideal solution and the negative ideal solution is:

[0026]

[0027] in, is the Euclidean distance between the ith solution and the ideal solution, is the ideal solution of the jth index, z ij is the standardized value of the i-th solution on the j-th indicator, is the Euclidean distance between the ith solution and the negative ideal solution.

[0028] Furthermore, based on the vehicle kinematics data and eye movement data of the driver, the optimization results are obtained and the layout plan is iteratively adjusted, including:

[0029] Collecting the vehicle kinematics data and eye movement data of the driver through actual road testing;

[0030] Evaluate the collected vehicle kinematics data and eye movement data and obtain data analysis results, wherein the evaluation includes but is not limited to the driver's reaction to signs and markings and the driver's visual cognition effect of signs and markings;

[0031] Based on the data analysis results, identify problems in the layout of signs and markings, and obtain optimization measures;

[0032] According to the actual optimization results of the optimization measures, the sign and marking layout plan is iteratively adjusted.

[0033] Furthermore, the warning sign includes:

[0034] The first-level warning sign is set at the first warning point farthest from the exit and adopts a visual enhancement design to provide preliminary prompts to drivers;

[0035] The second-level warning sign is set at the second warning point that is medium-distance from the exit and uses dynamic display technology to indicate the location and direction of the exit;

[0036] The third-level warning sign is set at the third warning point closest to the exit and uses a high-brightness and high-contrast design.

[0037] Furthermore, the optimal sign support form is selected through an optimization algorithm, including:

[0038] Construct a multi-objective optimization model and select the corresponding objective function according to the content to be optimized;

[0039] Defining the sign support form as an optimization variable and setting constraints;

[0040] The multi-objective optimization model is solved using an optimization algorithm to obtain the optimal sign support form.

[0041] Further, based on the determined signboard spacing and the support form, a ground marking system is set, including:

[0042] Different lanes and road sections are marked with dashed lines and solid lines, the dashed lines are used for road sections where vehicles are allowed to change lanes, and the solid lines are used for road sections where lane changes are prohibited;

[0043] White and yellow markings are used according to different functions. White markings are used for general lane markings, and yellow markings are used for special function areas and warning areas.

[0044] The width and spacing of the markings are set according to the road design standards, and in special sections, widened markings and markings with additional reflective materials are used.

[0045] A system for laying signs and markings in a high-density interchange area of ​​a highway, the system comprising:

[0046] Traffic parameter analysis module, which collects and analyzes traffic parameters of high-density interchanges on a ten-lane highway through multi-source data fusion technology, and determines traffic patterns in different lanes and time periods;

[0047] The guidance sign setting module, based on the analysis results, adopts a multi-level guidance sign setting method based on visual cognition theory to set guidance signs at different distances, wherein the guidance signs include warning signs and direction signs to form a continuous guidance information chain;

[0048] The sign support form determination module selects the optimal sign support form through an optimization algorithm according to the set induction sign, combined with the road characteristics and sign design requirements, and adjusts the sign character height and spacing;

[0049] A ground marking setting module, which sets a ground marking system based on the determined signboard spacing and the support form;

[0050] The layout plan optimization module evaluates the laid out signs and markings through driving simulation tests and data analysis, using the TOPSIS comprehensive evaluation method based on entropy weight, and iteratively adjusts the layout plan based on the driver's vehicle kinematic data and eye movement data.

[0051] The technical solution of the present invention can achieve the following technical effects:

[0052] The present invention effectively solves the problem of lack of sign and marking technology in high-density interchange areas of ten-lane highways, significantly improves driving safety and sign recognition, meets travel needs in high-traffic areas, and reduces the occurrence of traffic accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0054] Figure 1 A schematic diagram of a method for laying out signs and markings in a high-density interchange area of ​​a highway;

[0055] Figure 2 A schematic diagram of the process for evaluating the installed signs and markings;

[0056] Figure 3 A flow chart for obtaining the optimal sign and line layout solution;

[0057] Figure 4 A flowchart for obtaining optimization results and iteratively adjusting the layout plan;

[0058] Figure 5 A schematic diagram of the process of selecting the optimal sign support form through an optimization algorithm;

[0059] Figure 6 Schematic diagram of the process of setting up the ground marking system. DETAILED DESCRIPTION

[0060] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0061] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0062] Embodiment 1

[0063] like Figure 1 As shown, the present invention provides a method for laying out signs and markings in a high-density interchange area of ​​a highway, the method comprising:

[0064] S1: Through multi-source data fusion technology, traffic parameters of high-density interchange areas of ten-lane highways are collected and analyzed, and traffic patterns in different lanes and time periods are determined;

[0065] Specifically, firstly, the traffic conditions are monitored in real time by cameras installed along the highway to collect information such as vehicle driving trajectory, speed, and traffic flow. Sensors such as ground sensor coils and radar speed meters are arranged at key sections to record parameters such as vehicle passing time, speed, and vehicle-to-vehicle distance. At the same time, historical traffic data is obtained through the traffic monitoring system, including traffic flow and congestion during peak and non-peak hours. Subsequently, the collected multi-source data is pre-processed, including data cleaning, format conversion, and noise filtering to ensure the accuracy and consistency of the data. The processed data is integrated to build a comprehensive traffic database, covering detailed traffic information of different lanes and time periods. Using big data analysis technology, the integrated traffic data is deeply mined to identify the traffic patterns of different lanes at different time periods. Through machine learning algorithms, the traffic characteristics of each lane at different time periods are trained and predicted, such as traffic flow peak, speed distribution, and congestion probability. Finally, based on the analysis results, traffic pattern diagrams of different lanes during peak and non-peak hours are drawn to clarify the traffic flow characteristics of each lane during different time periods. These pattern results are used as basic data to provide a scientific basis and optimization plan for the subsequent layout of signs and markings.

[0066] S2: Based on the analysis results, a multi-level guidance sign setting method based on visual cognition theory is adopted to set guidance signs at different distances. The guidance signs include warning signs and direction signs to form a continuous guidance information chain;

[0067] Specifically, firstly, according to the results of traffic parameter analysis, the traffic patterns of different lanes and time periods are determined, and the key positions where induction signs need to be set are identified. Based on the visual cognition theory, the driver's recognition and response ability to sign information at different distances and speeds is analyzed to determine the optimal setting points and spacing of induction signs. Then, a multi-level induction sign system is designed, including warning signs and direction signs. Warning signs are used to notify drivers of road information and lane change instructions ahead in advance. They are generally set at a distance from the key points to ensure that the driver has enough time to make decisions and operations. Direction signs are used to clearly indicate specific road directions and exit information. They are set at a distance from the key points to ensure that the driver can Be able to accurately judge the driving direction when approaching the exit; then, install guidance signs at key locations on the highway according to the determined setting points and spacing. The setting of warning signs and direction signs should form a continuous guidance information chain to ensure that the driver can always obtain continuous and clear guidance information during driving, reducing driving errors caused by information interruption or ambiguity; finally, verify the effectiveness of the multi-level guidance sign system through driving simulation tests and actual road tests, collect driver response data under different traffic conditions, evaluate the rationality and effectiveness of sign settings, and optimize and adjust the sign settings according to the test results to ensure that the guidance sign system can provide accurate and efficient driving guidance in various traffic environments.

[0068] S3: According to the set guidance signs, combined with the road characteristics and signboard design requirements, the optimal sign support form is selected through the optimization algorithm, and the signboard character height and spacing are adjusted;

[0069] Specifically, first, analyze the road characteristics, including factors such as road width, curvature, slope, traffic flow and vehicle speed. These road characteristics will affect the design and layout requirements of the signboard to ensure that the signboard has good visibility and readability under different road conditions; then, based on the previously determined setting points and spacing of the induction signs, combined with the road characteristics, preliminarily design the character height and spacing of the signboard, and determine the basic character height and spacing of the signboard according to the "Road Traffic Signs and Markings" standard, and consider the adjustment needs under specific road conditions; then, use the optimization algorithm to select the optimal sign support form. Common sign support forms include single-column, double-column, cantilever and gantry. The algorithm comprehensively evaluates the stability, visibility and cost-effectiveness of each support form under different road conditions, and selects the optimal support form; finally, combined with the optimization results, adjust the character height and spacing of the signboard to ensure that the signboard has the best visibility and readability under different road conditions.

[0070] S4: Set up the ground marking system based on the determined sign spacing and support form;

[0071] Specifically, this step is to scientifically and reasonably set up the ground marking system based on the determined signboard spacing and support form to ensure the visibility and guidance effect of the markings, thereby improving the traffic safety and traffic efficiency of the high-density interchange area of ​​the ten-lane highway. Specific goals include reducing traffic accidents caused by unclear lanes by reasonably setting up ground markings, clarifying lane boundaries and lane change areas; using highly reflective and durable paints, as well as special marking designs, to ensure that the markings are clearly visible under various weather and lighting conditions, and improve the driving guidance effect for drivers; standardizing vehicle lane change behavior, ensuring orderly and smooth traffic flow, and reducing traffic congestion; setting up guide markings and warning markings on key sections to guide vehicles to safely pass through ramps, sharp turns and slope sections, and improving overall traffic efficiency; using highly durable marking paints and construction technologies to extend the service life of markings, reduce the frequency and cost of marking maintenance, and ensure the long-term effectiveness of the marking system.

[0072] S5: Through driving simulation tests and data analysis, the TOPSIS comprehensive evaluation method based on entropy weight is used to evaluate the layout of signs and markings, and the layout plan is iteratively adjusted based on the driver's vehicle kinematic data and eye movement data.

[0073] Specifically, the TOPSIS comprehensive evaluation method based on entropy weight is used to evaluate the laid signs and markings. Its purpose is to quantify and compare the comprehensive effects of different layout schemes through scientific multi-indicator comprehensive evaluation. This evaluation step aims to calculate the weight of each evaluation index through the entropy weight method to ensure that the importance of each index in the evaluation process is reasonably reflected, avoid the influence of subjective factors, and provide a scientific basis based on the analysis and calculation of actual data to support the decision-making process of the layout plan and improve the objectivity and reliability of the scheme selection.

[0074] The present invention effectively solves the problem of lack of sign and marking technology in high-density interchange areas of ten-lane highways, significantly improves driving safety and sign recognition, meets travel needs in high-traffic areas, and reduces the occurrence of traffic accidents.

[0075] As a preferred embodiment of the above, Figure 2 As shown in the figure, the TOPSIS comprehensive evaluation method based on entropy weight is used to evaluate the laid signs and markings, including:

[0076] A10: Collect and organize multi-indicator data, eliminate the dimensional differences between different indicators through standardization methods, and construct a standardized indicator matrix;

[0077] A20: Calculate the weight of each evaluation index based on the entropy weight method to obtain the weight of each evaluation index;

[0078] A30: Calculate the comprehensive score of each plan and sort the comprehensive scores of each plan to obtain the optimal sign and marking layout plan.

[0079] Specifically, first, collect and organize multi-index data, including but not limited to the visibility, structural stability, installation cost and maintenance cost of signs, eliminate the dimensional differences between different indicators through standardization methods, and convert the original data into a dimensionless standardized indicator matrix to ensure that different indicators are comparable in the evaluation process; then, calculate the weight of each evaluation indicator based on the entropy weight method. The entropy weight method determines the information entropy of each indicator by analyzing the data discreteness of each indicator, and calculates the weight of each indicator accordingly. The larger the weight, the higher the importance of the indicator in the comprehensive evaluation. Finally, use the TOPSIS method to calculate the comprehensive score of each scheme, and rank the comprehensive scores of each scheme, and select the scheme with the highest score as the optimal sign and marking layout scheme. Through this method, the effects of different layout schemes can be systematically evaluated and compared, the optimal scheme can be determined, and the layout effect of signs and markings can be improved.

[0080] As a preferred embodiment of the above, the weight of each evaluation index is calculated based on the entropy weight method to obtain the weight of each evaluation index, including:

[0081] B10: Calculate the proportion of each indicator in each plan and generate a probability matrix;

[0082] B20: Calculate information entropy based on the probability matrix;

[0083] B30: Normalize the information entropy and calculate the entropy weight of each indicator. The calculation formula of entropy weight is: w j is the entropy weight of the jth indicator, E j is the information entropy of the jth indicator, and m is the number of indicators.

[0084] Specifically, first, calculate the proportion of each indicator in each scheme and generate a probability matrix, namely: Among them, p ij is the proportion of the i-th scheme on the j-th indicator; then according to the probability matrix and information entropy formula The information entropy of each indicator can be obtained When p(x i ) are equal, the information entropy takes the maximum value ln(n). j ′ all fall within [0,1], for E j ′After normalization, the final information entropy of each index is obtained Among them, n is the number of options, and the information entropy reflects the uncertainty of each option on the indicator. The larger the information entropy, the more evenly distributed the data of the indicator is, and the smaller the amount of information provided, thereby obtaining the entropy weight of each indicator.

[0085] As a preferred embodiment of the above, Figure 3 As shown, the comprehensive scores of each scheme are calculated and sorted to obtain the optimal sign and line layout scheme, including:

[0086] C10: Fill each indicator into the standardized indicator matrix to obtain a standardized decision matrix;

[0087] C20: Calculate the ideal solution and negative ideal solution of each plan according to the standardized decision matrix;

[0088] C30: Calculate the Euclidean distance between each solution and the ideal solution and the negative ideal solution, and calculate the closeness of each solution based on the calculated Euclidean distance to obtain the comprehensive score of each solution;

[0089] C40: Sort the comprehensive scores of each plan to obtain the optimal sign and marking layout plan.

[0090] Specifically, first, the original data is processed by a standardized method to eliminate the dimensional differences between different indicators, so that all data are at the same level to ensure the fairness of the comparison; then, according to the standardized decision matrix, the ideal solution and negative ideal solution of each scheme are calculated. The ideal solution is the best value set of each indicator, and the negative ideal solution is the worst value set of each indicator; next, the Euclidean distance between each scheme and the ideal solution and the negative ideal solution is calculated. By comparing the distance between each scheme and the ideal solution and the negative ideal solution, the performance of each scheme in each indicator can be quantified; then, according to the calculated Euclidean distance, the closeness of each scheme is calculated. The closeness indicates the degree of closeness between each scheme and the ideal solution. The higher the closeness, the better the overall performance of the scheme; finally, the comprehensive scores of each scheme are ranked, and the scheme with the highest score is selected as the optimal sign and marking layout scheme. Through this method, the effects of different layout schemes can be systematically evaluated and compared to ensure that the selected scheme performs best in each indicator, thereby improving the layout effect of signs and markings and the overall safety and efficiency of traffic facilities.

[0091] As a preferred embodiment of the above embodiment, the calculation formula of the Euclidean distance between the ideal solution and the negative ideal solution is:

[0092]

[0093] in, is the Euclidean distance between the ith solution and the ideal solution, is the ideal solution of the jth index, z ij is the standardized value of the i-th solution on the j-th indicator, is the Euclidean distance between the ith solution and the negative ideal solution.

[0094] Specifically, by calculating the Euclidean distance between each solution and the ideal solution and the negative ideal solution through the above formula, the performance of each solution on different indicators can be quantified, thereby providing a basis for comprehensive evaluation. The ideal solution and the negative ideal solution represent the best and worst references, respectively. By comparing the distance between the solution and these two references, the advantages and disadvantages of each solution can be systematically evaluated and ranked. Finally, the formula Calculate the closeness. When the solution is an ideal solution, C i =1; when the solution is a negative ideal solution, C i = 0. It is easy to know that C i The closer it is to 1, the closer the solution is to the ideal solution and the farther away from the negative ideal solution. i The closer it is to 0, the opposite is true.

[0095] As a preferred embodiment of the above, Figure 4 As shown, based on the driver's vehicle kinematics data and eye movement data, the optimization results are obtained and the layout plan is iteratively adjusted, including:

[0096] D10: Collect the driver’s vehicle kinematics data and eye movement data through actual road testing;

[0097] D20: Evaluate the collected vehicle kinematics data and eye movement data and obtain data analysis results. The evaluation content includes but is not limited to the driver's reaction to signs and markings, and the driver's visual cognition effect of signs and markings;

[0098] D30: Based on the data analysis results, identify the problems in the layout of signs and markings, and obtain optimization measures;

[0099] D40: Iteratively adjust the sign and marking layout plan based on the actual optimization results of the optimization measures.

[0100] Specifically, first, through actual road tests, the driver's vehicle kinematic data and eye movement data are collected. The vehicle kinematic data includes vehicle speed, acceleration, steering angle, lane keeping status, etc., and the eye movement data includes gaze point, gaze time, eye movement trajectory, etc. The collection of these data can be achieved through sensors and eye tracking equipment installed on the vehicle; then, the collected vehicle kinematic data and eye movement data are evaluated, and the data analysis results are obtained. The evaluation content includes but is not limited to the driver's reaction to signs and markings: such as vehicle speed changes, steering adjustments, lane keeping status, etc., and the driver's visual cognitive effect on signs and markings: such as gaze time, gaze frequency, eye movement trajectory, etc.; next, by analyzing the driver's reaction to signs and markings and the visual cognitive effect, the deficiencies in the current layout plan are identified, such as unreasonable sign position, unclear markings, etc., and corresponding optimization measures are proposed. Finally, based on the identified problems and proposed optimization measures, the layout of signs and markings is adjusted, such as adjusting the position, size, and color of the signs, optimizing the design of the markings, etc. Actual road tests are conducted again, new vehicle kinematic data and eye movement data are collected, and the effectiveness of the adjusted plan is evaluated. Based on the new test and evaluation results, the layout plan is further adjusted, and data collection, evaluation, and optimization are repeated until the layout of signs and markings achieves the best effect.

[0101] As a preferred embodiment of the above, the warning sign includes:

[0102] The first-level warning sign is set at the first warning point farthest from the exit and adopts a visual enhancement design to provide preliminary prompts to drivers;

[0103] The second-level warning sign is set at the second warning point that is medium-distance from the exit and uses dynamic display technology to indicate the location and direction of the exit;

[0104] The third-level warning sign is set at the third warning point closest to the exit and uses a high-brightness and high-contrast design.

[0105] Specifically, first, the first-level warning sign is set at the first warning point farthest from the exit, usually 2,000 meters away from the exit. The sign adopts visual enhancement design, such as large fonts, bright colors and reflective materials, to ensure that the driver is given a preliminary reminder at a long distance, so that he or she can be aware of the upcoming exit in advance; second, the second-level warning sign is set at the second warning point at a medium distance from the exit, usually 1,000 meters away from the exit. The sign uses dynamic display technology to further prompt the exit location and direction through flashing lights, animation effects, etc., to enhance the driver's attention and provide clearer instructions; finally, the third-level warning sign is set at the third warning point closest to the exit, usually 500 meters away from the exit. The sign adopts high brightness and high contrast design, such as LED lights and high-contrast color combinations, to ensure that the sign is clearly visible when approaching the exit, enhancing the driver's recognition and reaction ability. Through the setting of the above three-level warning signs, a continuous induction information chain is formed, so that the driver can gradually receive exit information during driving, thereby effectively improving driving safety and driving efficiency.

[0106] As a preferred embodiment of the above, Figure 5 As shown, the optimal sign support form is selected through the optimization algorithm, including:

[0107] E10: Construct a multi-objective optimization model and select the corresponding objective function according to the content to be optimized;

[0108] E20: Define the sign support form as an optimization variable and set constraints;

[0109] E30: Use optimization algorithms to solve the multi-objective optimization model and obtain the optimal sign support form.

[0110] Specifically, first, a multi-objective optimization model is constructed, and the corresponding objective function is selected according to the content to be optimized. The objective function includes but is not limited to the visibility, structural stability, installation cost and maintenance cost of the sign. The multi-objective optimization model can comprehensively consider multiple evaluation indicators to ensure that the selected sign support form performs best in all aspects; then, the sign support form is defined as an optimization variable. The optimization variables include different types of support forms (such as gantry type, single-sided type, double-sided type), support materials (such as steel, aluminum, composite materials), support height, etc. In order to ensure the practical feasibility of the optimization results, a series of constraints need to be set, such as road standards and regulatory requirements, structural strength requirements, budget constraints, etc.; then, the multi-objective optimization model is solved using an optimization algorithm. Commonly used optimization algorithms include genetic algorithms, particle swarm optimization algorithms, etc. These algorithms can efficiently search in complex multi-objective spaces to find the optimal sign support form that meets all constraints. The specific solution process includes the following steps:

[0111] Initialization: Generate an initial population or particle swarm, and initialize the optimization variable value of each individual or particle;

[0112] Fitness evaluation: Evaluate the fitness value of each individual or particle based on the objective function and constraints;

[0113] Selection, crossover and mutation (for genetic algorithms): select individuals for crossover and mutation based on fitness values ​​to generate new populations;

[0114] Update and optimize (for particle swarm optimization algorithm): update the speed and position of each particle according to the fitness value to make it closer to the optimal solution;

[0115] Iteration: Repeat the fitness evaluation and optimization steps until the termination condition is met (such as reaching the maximum number of iterations or the fitness value no longer changes significantly).

[0116] Finally, by solving the optimization algorithm, we can find the support form that performs best in each objective function, ensuring the best balance between the visibility, stability and cost-effectiveness of the sign.

[0117] As a preferred embodiment of the above, Figure 6 As shown, based on the determined sign spacing and support form, set up the ground marking system, including:

[0118] F10: Dotted and solid lines are used to mark different lanes and sections. Dotted lines are used for sections where vehicles are allowed to change lanes, and solid lines are used for sections where lane changes are prohibited.

[0119] F20: White and yellow markings are used according to different functions. White markings are used for general lane markings, and yellow markings are used for special function areas and warning areas.

[0120] F30: Set the width and spacing of the markings according to the road design standards, and use widened markings and additional reflective materials on special sections.

[0121] Specifically, firstly, dashed and solid lines are used to mark different lanes and sections. Dashed lines are used for sections where vehicles are allowed to change lanes, helping drivers to change lanes at the appropriate time, improving driving flexibility and traffic flow; solid lines are used for sections where lane changes are prohibited, preventing vehicles from frequently changing lanes in dangerous sections or high-risk areas, improving driving safety; secondly, white and yellow markings are used according to different functions. White markings are used for general lane markings to indicate the boundaries and lane separations of normal driving lanes; yellow markings are used for special functional areas and warning areas, such as lane change areas, Ramps, intersections, school areas, etc., use color differences to attract drivers' attention, provide additional warning information, and enhance road safety and functionality; then, according to the road design standards, set the width and spacing of the markings. The width and spacing of the markings on standard sections must comply with relevant road design specifications to ensure that the markings are clear, visible, and standardized; in special sections, such as sharp bends, steep slopes, and tunnel entrances, widen the markings to enhance their visibility, and add reflective materials when necessary to improve visibility at night and in bad weather conditions, further improving driving safety. Through the above steps, based on the determined sign spacing and support form, a ground marking system is reasonably set to ensure the functionality, visibility, and standardization of ground markings, and improve the overall safety and efficiency of traffic facilities.

[0122] Embodiment 2

[0123] Based on the same inventive concept as the method for laying out signs and markings in a high-density interchange area of ​​a highway in the aforementioned embodiment, the present invention further provides a system for laying out signs and markings in a high-density interchange area of ​​a highway, the system comprising:

[0124] Traffic parameter analysis module, which collects and analyzes traffic parameters of high-density interchanges on a ten-lane highway through multi-source data fusion technology, and determines traffic patterns in different lanes and time periods;

[0125] The guidance sign setting module, based on the analysis results, adopts a multi-level guidance sign setting method based on visual cognition theory to set guidance signs at different distances. The guidance signs include warning signs and direction signs to form a continuous guidance information chain.

[0126] The sign support form determination module selects the optimal sign support form and adjusts the sign character height and spacing through an optimization algorithm based on the set induction signs, combined with the road characteristics and sign design requirements;

[0127] Ground marking setting module, which sets the ground marking system based on the determined sign spacing and support form;

[0128] The layout plan optimization module evaluates the laid out signs and markings through driving simulation tests and data analysis, using the TOPSIS comprehensive evaluation method based on entropy weight, and iteratively adjusts the layout plan based on the driver's vehicle kinematic data and eye movement data.

[0129] The above-mentioned laying system in the present invention can effectively implement the method for laying marking lines in high-density interchange areas of highways, and the technical effects that can be achieved are as described in the above-mentioned embodiments, which will not be repeated here.

[0130] Although the present application has been described in conjunction with specific features and embodiments thereof, it is obvious that various modifications and combinations may be made thereto without departing from the spirit and scope of the present application. Accordingly, this specification and the accompanying drawings are merely exemplary illustrations of the present application as defined therein, and are deemed to have covered any and all modifications, variations, combinations or equivalents within the scope of the present application. Obviously, a person skilled in the art may make various modifications and variations to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the present application and its equivalents, the present application is intended to include these modifications and variations.

Claims

1. A method for laying out signs and markings in a high-density interchange area of ​​a highway, characterized in that: include: Through multi-source data fusion technology, traffic parameters of high-density interchanges on a ten-lane highway are collected and analyzed, and traffic patterns in different lanes and time periods are determined; Based on the analysis results, a multi-level guidance sign setting method based on visual cognition theory is adopted to set guidance signs at different distances, wherein the guidance signs include warning signs and direction signs to form a continuous guidance information chain; According to the set induction signs, combined with road characteristics and signboard design requirements, the optimal sign support form is selected through an optimization algorithm, and the signboard character height and spacing are adjusted; Based on the determined signboard spacing and the support form, a ground marking system is set; Through driving simulation tests and data analysis, the TOPSIS comprehensive evaluation method based on entropy weight is adopted to evaluate the laid out signs and markings, and the layout plan is iteratively adjusted based on the driver's vehicle kinematic data and eye movement data.

2. The method for laying out signs and markings in a high-density interchange area of ​​a highway according to claim 1, characterized in that: The TOPSIS comprehensive evaluation method based on entropy weight is used to evaluate the laid signs and markings, including: Collect and organize multi-indicator data, eliminate the dimensional differences between different indicators through standardization methods, and construct a standardized indicator matrix; Calculate the weight of each evaluation index based on the entropy weight method to obtain the weight of each evaluation index; Calculate the comprehensive scores of each plan, and sort the comprehensive scores of each plan to obtain the optimal sign and marking layout plan.

3. The method for laying out signs and markings in a high-density interchange area of ​​a highway according to claim 2, characterized in that: The weight of each evaluation index is calculated based on the entropy weight method to obtain the weight of each evaluation index, including: Calculate the proportion of each indicator in each plan and generate a probability matrix; Calculating information entropy according to the probability matrix; The information entropy is normalized and the entropy weight of each indicator is calculated, wherein the calculation formula of the entropy weight is: w j is the entropy weight of the jth indicator, E j is the information entropy of the jth indicator, and m is the number of indicators.

4. The method for laying out signs and markings in a high-density interchange area of ​​a highway according to claim 2, characterized in that: Calculate the comprehensive scores of each scheme and sort them to get the optimal sign and line layout scheme, including: Filling each of the indicators into the standardized indicator matrix to obtain a standardized decision matrix; According to the standardized decision matrix, calculating the ideal solution and the negative ideal solution of each of the schemes; Calculating the Euclidean distance between each solution and the ideal solution and the negative ideal solution, and calculating the closeness of each solution according to the calculated Euclidean distance to obtain a comprehensive score of each solution; The comprehensive scores of the various schemes are sorted to obtain the optimal sign and marking layout scheme.

5. The method for laying out signs and markings in a high-density interchange area of ​​a highway according to claim 4, characterized in that: The calculation formula of the Euclidean distance between the ideal solution and the negative ideal solution is: in, is the Euclidean distance between the ith solution and the ideal solution, is the ideal solution of the jth index, z ij is the standardized value of the i-th solution on the j-th indicator, is the Euclidean distance between the ith solution and the negative ideal solution.

6. The method for laying out signs and markings in a high-density interchange area of ​​a highway according to claim 1, characterized in that: Based on the driver's vehicle kinematics data and eye movement data, obtain optimization results and iteratively adjust the layout plan, including: Collecting the vehicle kinematics data and eye movement data of the driver through actual road testing; Evaluate the collected vehicle kinematics data and eye movement data and obtain data analysis results, wherein the evaluation includes but is not limited to the driver's reaction to signs and markings and the driver's visual cognition effect of signs and markings; Based on the data analysis results, identify problems in the layout of signs and markings, and obtain optimization measures; According to the actual optimization results of the optimization measures, the sign and marking layout plan is iteratively adjusted.

7. The method for laying out signs and markings in a high-density interchange area of ​​a highway according to claim 1, characterized in that: The warning signs include: The first-level warning sign is set at the first warning point farthest from the exit and adopts a visual enhancement design to provide preliminary prompts to drivers; The second-level warning sign is set at the second warning point that is medium-distance from the exit and uses dynamic display technology to indicate the location and direction of the exit; The third-level warning sign is set at the third warning point closest to the exit and uses a high-brightness and high-contrast design.

8. The method for laying out signs and markings in a high-density interchange area of ​​a highway according to claim 1, characterized in that: The optimal sign support form is selected through an optimization algorithm, including: Construct a multi-objective optimization model and select the corresponding objective function according to the content to be optimized; Defining the sign support form as an optimization variable and setting constraints; The multi-objective optimization model is solved using an optimization algorithm to obtain the optimal sign support form.

9. The method for laying out signs and markings in a high-density interchange area of ​​a highway according to claim 1, characterized in that: Based on the determined sign spacing and the support form, a ground marking system is set up, including: Different lanes and road sections are marked with dashed lines and solid lines, the dashed lines are used for road sections where vehicles are allowed to change lanes, and the solid lines are used for road sections where lane changes are prohibited; White and yellow markings are used according to different functions. White markings are used for general lane markings, and yellow markings are used for special function areas and warning areas. The width and spacing of the markings are set according to the road design standards, and in special sections, widened markings and markings with additional reflective materials are used.

10. A system for laying signs and markings in high-density interchange areas on expressways, characterized in that: The system comprises: Traffic parameter analysis module, which collects and analyzes traffic parameters of high-density interchanges on a ten-lane highway through multi-source data fusion technology, and determines traffic patterns in different lanes and time periods; The guidance sign setting module, based on the analysis results, adopts a multi-level guidance sign setting method based on visual cognition theory to set guidance signs at different distances, wherein the guidance signs include warning signs and direction signs to form a continuous guidance information chain; The sign support form determination module selects the optimal sign support form through an optimization algorithm according to the set induction sign, combined with the road characteristics and sign design requirements, and adjusts the sign character height and spacing; The ground marking setting module sets the ground marking system based on the determined signboard spacing and the support form; the layout plan optimization module evaluates the laid signs and markings through driving simulation tests and data analysis, using the TOPSIS comprehensive evaluation method based on entropy weight, and iteratively adjusts the layout plan based on the driver's vehicle kinematics data and eye movement data.

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