A method and device for adjusting road markings in ramp weaving areas based on flow monitoring

Abstract

The present invention belongs to the field of traffic management, and specifically relates to a method for adjusting road markings in ramp weaving areas based on traffic flow monitoring, and its corresponding device and system. The design idea of ​​this method is to predetermine the solid line lengths of the middle lane and the outer lane of the main road corresponding to the traffic scenarios corresponding to the typical main road traffic flow and ramp traffic flow when the optimal traffic efficiency can be achieved. Then, the road traffic flow is detected in real time, and the current state is matched with the typical scenario. The adjusted marking length is determined based on the matching result, and the normalized value of the marking length in the road is obtained through a preset conversion function. Finally, the road marking is adjusted according to the normalized value. The present invention also provides relevant equipment for implementing this strategy. The present invention can weaken the deceleration caused by unreasonable lane changes of vehicles in the ramp area, reduce the congestion level on the main road, and improve the traffic capacity of the main road; therefore, it has high practical value.

Description

Technical Field

[0001] The present invention belongs to the field of traffic management, and specifically relates to a method for adjusting road markings in a ramp weaving area based on flow monitoring, a corresponding device for matching the solid line length of road markings in the ramp weaving area, and a traffic management system for the ramp weaving area. Background Art

[0002] With economic development and rising vehicle ownership rates, transportation demand is rapidly increasing, leading to frequent and severe traffic congestion on urban roads. To improve traffic efficiency, many cities are converting major roads into urban expressways. While this increases traffic speeds, it also creates new bottlenecks, such as the intersection of the main road and ramps of the expressway. When traffic on the ramp reaches a bottleneck, it significantly impacts the normal flow of vehicles on the main road, causing congestion and a sharp decrease in traffic capacity.

[0003] To improve mainline efficiency and reduce traffic congestion, traffic management departments need to implement certain control measures for traffic flow in ramp-to-ramp weaving zones. Commonly used measures include: 1. Changing ramp control signal timing to control the incoming traffic flow and varying the green light duration to regulate the number of vehicles entering the mainline. This approach balances high mainline efficiency with minimal ramp vehicle time loss, ensuring smoother mainline traffic flow while minimizing ramp queues. 2. By adjusting the ramp regulation rate and altering the ramp signal phase, the flow of traffic from the on-ramp into the mainline can be adjusted, reducing the error between the expected and actual occupancy rates in the mainline merging bottleneck area. This approach effectively reduces the average travel time of ramp vehicles without compromising mainline efficiency. 3. By acquiring traffic flow information from the mainline and ramps in the weaving zone, control strategies for the mainline and ramps can be adjusted. By coordinating mainline and ramp control, the overall weaving zone capacity can be maximized. The three existing control measures mentioned above all aim to maximize the capacity of ramp weaving zones without modifying existing road infrastructure. While these solutions can improve traffic efficiency to a certain extent, they fail to consider the impact of individual vehicle movement on the macroscopic characteristics of traffic flow. Traffic flow theory research has found that irrational lane changes can cause congestion on major roads and reduce their capacity. Therefore, there is still room for improvement in these existing control strategies.

[0004] Based on this, and using the same concept as tidal roads, some researchers have proposed dynamically adjusting the length of the solid line markings on the main road in the ramp-to-ramp weaving zone. This allows for adaptive control of the lane-changing position and timing of vehicles merging from the ramp into the main road based on actual traffic conditions. While this control strategy is theoretically feasible, existing technologies still lack an effective solution to implement it. Summary of the Invention

[0005] In order to adaptively adjust the length of the no-crossing line (solid line) in the interweaving area of ​​the main road and the ramp in the expressway according to the road traffic flow, and solve the congestion problem in this area under overloaded traffic conditions, the present invention provides a method, device and system for adjusting the road markings in the ramp interweaving area based on traffic flow monitoring.

[0006] The technical solution provided by the present invention is:

[0007] A method for adjusting road markings in ramp weaving zones based on traffic flow monitoring is used to dynamically adjust the length of the prohibited-crossing solid line segment between the middle lane and the outer lanes of the main road in the weaving zone based on the traffic flow of the main road and the ramp. The method includes the following steps:

[0008] S1: Divide the traffic flow into several intervals, and then establish multiple different traffic scenarios corresponding to the main road and ramp in each traffic flow interval.

[0009] S2: Use the traffic simulation system to simulate the vehicle traffic efficiency in various traffic scenarios and calculate the corresponding solid line segment marking length that can achieve the maximum traffic efficiency.

[0010] S3: Based on the analysis results of the previous step, establish a characterization of the traffic flow interval X of any main road p and ramp traffic flow interval Y p The decision function Z of the corresponding ideal solid line segment length p :

[0011] Z p =f(X p , Y p ).

[0012] S4: The traffic flow detection equipment installed upstream of the road in the direction of traffic flow detects the main road traffic flow X in the weaving area in real time within the specified detection period. t and ramp traffic volume Y t Then according to the decision function Z p Determine the ideal solid line segment length Z for the current period opt (X t , Y t ).

[0013] S5: Query the length specifications of the blank part and the marked part of the dotted line segment in the current road marking according to the current road grade; and convert the calculated ideal solid line segment marking length Z into opt (X t , Y t ) is converted into an optimal solid line segment marking length Z that meets the length specification L .

[0014] S6: According to the optimal solid line segment length Z after conversion L , adjust the display status of the controllable marking components installed between the middle lane and the outer lanes of the main road in the weaving area.

[0015] As a further improvement of the present invention, in step S1, assuming that the main road traffic flow is divided into m intervals and the ramp traffic flow is divided into n intervals, m×n different traffic scenarios can be established according to different combinations of the main road and ramp traffic flow intervals.

[0016] As a further improvement of the present invention, in step S2, the traffic simulation system includes TrafficGPT, SUMO, TESSNG, PTV VISSIM, Paramics, AIMSUN, Transmodeler, Trafficware, and Cube Dynasim.

[0017] As a further improvement of the present invention, in step S4, the vehicle flow detection device includes a camera and a back-end data processing module thereof, and the method for implementing traffic flow monitoring is as follows:

[0018] The camera captures real-time images of a designated sampling area on the road. The data processing module takes the video data captured by the camera and detects vehicles within it using target recognition and tracking algorithms. It then counts the number of vehicles passing through the sampling area within a specified detection period and calculates the real-time traffic flow based on the total number of vehicles and the duration of the detection period.

[0019] As a further improvement of the present invention, in step S4, the decision function Z opt (X t ,Y t ) is as follows:

[0020]

[0021] In the above formula, u and v represent the lengths of the one-dimensional vectors representing the main road traffic flow and ramp traffic flow, respectively.

[0022] As a further improvement of the present invention, in step S5, the expression of the conversion function is as follows:

[0023]

[0024] In the above formula, L s Indicates the length of the marked portion of the dashed line segment that can be crossed in the inner and outer lanes of the main road in the ramp weaving area that complies with the current road grade specifications. dIndicates the length of the blank portion of the crossable dashed line segment of the inner and outer lanes of the main road in the ramp weaving area that meets the current road grade specifications.

[0025] As a further improvement of the present invention, in urban expressways, L s =600cm, L d =900cm.

[0026] As a further improvement to the present invention, in step S6, the controllable road marking assembly utilizes an embedded LED light strip installed at the lane dividing line. When a lamp in a designated position on the LED light strip emits white light, it indicates that the section is marked; when a lamp in a designated position is off, it indicates that the section is unmarked. By controlling the LED lamps in a designated section to illuminate completely or intermittently, the LED light strip simulates solid lines indicating prohibited crossing and dashed lines indicating permitted crossing.

[0027] The present invention also includes a device for matching the solid line length of road markings in a ramp weaving area, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the aforementioned method for adjusting road markings in a ramp weaving area based on traffic flow monitoring is executed; thereby achieving the goal of adjusting the solid line length of road markings in a ramp weaving area based on the input main road traffic flow X. t and ramp traffic volume Y t , output the optimal solid line segment marking length Z corresponding to the current traffic scene L .

[0028] The present invention also includes a ramp weaving area traffic management system, which includes: two sets of vehicle flow detection equipment, a set of controllable marking components and a controller.

[0029] Two sets of traffic flow monitoring equipment are installed on the main road and ramp upstream of the ramp weaving area. The equipment consists of a camera and a back-end data processing module. The camera captures real-time images of a designated sampling area on the road. The data processing module acquires the video data captured by the camera and detects vehicles within it using target recognition and tracking algorithms. The data processing module then counts the number of vehicles passing through the sampling area within a specified detection period and calculates the traffic flow within the designated sampling area based on the total number of vehicles and the duration of the detection period.

[0030] The controllable road marking assembly uses an embedded LED light strip installed at the lane dividing line. When a specific LED in a designated area of ​​the LED strip glows white, it indicates that the section is marked; when a specific LED is off, it indicates that the section is unmarked. By controlling the LEDs in a designated area to illuminate fully or intermittently, the LED strip simulates solid and dotted road markings indicating prohibited crossings and permitted crossings.

[0031] The controller includes a solid line length matching device for the road markings in the ramp weaving area, as described above, and a light strip control unit. The solid line length matching device is used to output the optimal solid line segment length for the current traffic scenario based on the main road traffic volume and ramp traffic volume detected by the traffic flow detection equipment. The light strip control unit is used to control the controllable marking assembly to display a solid line within a specified length upstream of the main road inner and outer lane dividing lines in the weaving area, and a dashed line for the remaining portion.

[0032] The technical solution provided by the present invention has the following beneficial effects:

[0033] This invention provides a novel traffic management solution that dynamically adjusts the solid line length of the boundary between the main road's center lane and the outer lanes in the weaving area of ​​an urban expressway's ramps based on real-time traffic flow on the main road and ramps. To implement this new traffic management strategy, researchers used a traffic simulation system to determine the ideal marking length for different traffic conditions. Based on the results, they designed a method to calculate marking length based on real-time traffic flow. Finally, they designed an LED-based component that enables dynamic adjustment of road markings.

[0034] The technical solution provided by the present invention can mitigate the deceleration caused by unreasonable lane changes in the ramp area, reduce congestion on the main road, and improve the main road's traffic capacity. This method has high practical value and can be put into practical application. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a typical traffic map of the intersection of the ramp and the main road on an expressway.

[0036] Figure 2 This is a flowchart of the steps of the method for adjusting road markings in ramp weaving areas based on flow monitoring provided in Example 1 of the present invention.

[0037] Figure 3 Schematic diagram showing the marked and blank sections of the lane dividing line that can be crossed.

[0038] Figure 4 This is a system architecture diagram of the ramp weaving area traffic management system provided in Example 3 of the present invention. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0040] Example 1

[0041] Figure 1 This is a typical traffic map of the intersection of a ramp and the main road on an expressway. The main road consists of three lanes: Lane 1, Lane 2, and Lane 3. Lane 2 is the center lane of the main road, and Lane 3 is the outer lane of the main road (closer to the ramp). The ramp consists of two lanes: Lane A and Lane B. The area marked with diagonal lines in the figure represents the intersection of the main road and the ramp. After the ramp extends into this area, Lanes A and B gradually converge into extended Lane 4, which runs along the outer side of Lane 3 on the main road.

[0042] On existing expressways, to ensure that vehicles on the ramp do not disrupt the normal flow of high-speed traffic on the main road, vehicles in extended lane 4 within the weaving area are allowed to gradually cross the lane boundary and enter outer lane 3. However, vehicles in outer lane 3 are prohibited from crossing the lane boundary and entering middle lane 2. In reality, because slow-moving traffic on the ramp merges into faster traffic on the main road, and before merging, ramp vehicles pass through a "bottleneck" section where the lane narrows and then widens again, heavy ramp traffic inevitably leads to congestion in the weaving area between the ramp and the main road, potentially causing accidents.

[0043] In fact, if the length of the solid line between middle lane 2 and outer lane 3 can be adaptively adjusted based on the traffic volume on the ramp and main road, the vehicle traffic efficiency in the weaving area can be significantly improved. For example, when the main road traffic is light and the ramp traffic is heavy, the solid line between lanes 2 and 3 can be shortened to allow ramp vehicles to merge quickly into the main road. On the other hand, when the main road traffic is heavy or the ramp traffic is light, the solid line between lanes 2 and 3 can be lengthened to prevent ramp vehicles from affecting the normal flow of vehicles on the main road.

[0044] Based on the above road traffic management ideas, this embodiment provides a method for adjusting road markings in ramp weaving areas based on traffic flow monitoring, which is used to dynamically adjust the length of the solid line segment marking between the middle lane and the outer lane of the main road in the weaving area between the two, which is prohibited from crossing, according to the traffic flow of the main road and the ramp.

[0045] Specifically, if Figure 2 As shown, the method includes the following steps:

[0046] S1: Divide the traffic flow into several intervals, and then establish multiple different traffic scenarios corresponding to the main road and ramp in each traffic flow interval.

[0047] In step S1 , the main road traffic flow is divided into m intervals, and the ramp traffic flow is divided into n intervals. Then, m×n different traffic scenarios can be established according to different combinations of the main road and ramp traffic flow intervals.

[0048] For example, assuming that the maximum design traffic flow of the main road at a certain confluence is 25 vehicles / min, and the maximum design traffic flow of the ramp is 15 vehicles / min, with each interval length being 5 vehicles / min, the traffic flow state of the main road can be divided into 5 different intervals, and the traffic flow state of the ramp can be divided into 3 different intervals. Under this state, the current confluence has 15 different traffic scenarios. Among them, the easiest traffic condition is that the traffic flow of the upstream main road and the ramp are both in the range of 0-5 vehicles / min. The busiest traffic condition is that the traffic flow of the upstream main road is in the range of 20-25 vehicles / min, and the traffic flow of the ramp is in the range of 10-15 vehicles / min.

[0049] S2: Use the traffic simulation system to simulate the vehicle traffic efficiency under various traffic scenarios, and solve the corresponding solid line segment marking length that can achieve the maximum traffic efficiency.

[0050] Existing technologies provide a variety of traffic simulation systems that can simulate traffic conditions on roads under different traffic flow conditions, including TrafficGPT, SUMO, TESS NG, PTV VISSIM, Paramics, AIMSUN, Transmodeler, Trafficware, Cube Dynasim, and so on. Using these systems, technicians can first design different roads and intersection scenarios. Then, they can test the traffic efficiency at the intersection under each traffic scenario divided in the previous step. Then, they can continuously modify the solid line lengths of the middle lane and outer lanes of the main road to determine the solid line segment marking length that can maximize the overall traffic efficiency on the main road and ramps. Finally, the solution is recorded as the ideal solid line segment marking length for this traffic scenario.

[0051] S3: Based on the analysis results of the previous step, establish a characterization of the traffic flow interval X of any main road p and ramp traffic flow interval Y p The decision function Z of the corresponding ideal solid line segment length p :

[0052] Z p =f(X p , Y p ).

[0053] In practical applications of this embodiment, considering that traffic flow intervals are typically integers and the length of solid line segments is also an integer or a decimal with only one significant digit, the decision function can be represented by constructing a state matrix Z. For example, the main road traffic flow and ramp traffic flow are represented by one-dimensional vectors X and Y, and then a two-dimensional matrix is ​​used to store the ideal solid line segment lengths under different main road traffic flow and ramp traffic flow conditions.

[0054] S4: The traffic flow detection equipment installed upstream of the road in the direction of traffic flow detects the main road traffic flow X in the weaving area in real time within the specified detection period. t and ramp traffic volume Y t .

[0055] Existing urban expressways are typically equipped with numerous traffic flow monitoring devices. Typical traffic flow monitoring equipment consists of a camera and a back-end data processing module. The camera is mounted on a gantry or light pole above the road. The data processing module identifies and calculates traffic flow based on the captured imagery. Specifically, traffic flow monitoring equipment implements traffic flow monitoring as follows:

[0056] The camera captures real-time images of a designated sampling area on the road. The data processing module acquires the video data captured by the camera and detects vehicles within it using target recognition and tracking algorithms. It then counts the total number of vehicles N passing through the sampling area during a specified detection period. The real-time traffic flow Q on the road is calculated based on the total number of vehicles N and the duration of the detection period T: Q = N / T.

[0057] Then according to the decision function Z p Determine the ideal solid line segment length Z for the current period opt (X t , Y t ):

[0058]

[0059] In the above formula, u and v represent the lengths of the one-dimensional vectors representing the main road traffic flow and ramp traffic flow, respectively.

[0060] The calculation formula is to find the traffic flow X of the main road that is currently detected. t and ramp traffic volume Y t The main road traffic flow interval X to which the typical values ​​of mainstream traffic flow and ramp traffic flow belong p and ramp traffic flow interval Y p , then the decision function Z p The length of the solid line segment marking in the traffic scene corresponding to the interval is taken as the ideal solid line segment marking length Z in the current state. opt (X t , Y t ).

[0061] S5: Query the length specifications of the blank part and the marked part of the dotted line segment in the current road marking according to the current road grade; and convert the calculated ideal solid line segment marking length Z into opt (X t , Yt ) is converted into an optimal solid line segment marking length Z that meets the length specification L .

[0062] In practical applications, the lengths of road markings on different levels have corresponding specifications. Figure 3 As shown, in the crossable lane dividing line (dashed line), L s Indicates the length of the marked portion of the dashed line segment that can be crossed in the inner and outer lanes of the main road in the ramp weaving area that complies with the current road grade specifications. d Indicates the length of the blank portion of the dashed line segment that can be crossed in the inner and outer lanes of the main road in the ramp weaving area that meets the current road grade specifications. For example, according to the national standard GB5768, for roads with a design speed of not less than 60km / h, the line segment and interval length that can be crossed over the dividing line of the same-direction lane are 600cm and 900cm respectively. Therefore, in urban expressways, L s The value is 600cm, L d The value is 900cm.

[0063] For the reasons mentioned above, the ideal solid line segment length calculated in the previous step cannot be directly applied to all levels of roads. It should be converted to a value that meets the specifications based on the actual situation, and then the road markings should be adjusted accordingly. Specifically, in this embodiment, the conversion function used to achieve the solid line length conversion is expressed as follows:

[0064]

[0065] The conversion idea of ​​this conversion function is to calculate the ideal solid line length Z opt (X t , Y t ), then make a judgment:

[0066] (1) If Z opt (X t , Y t ) is exactly an integer multiple of the length of a dashed-solid line segment (a solid line segment plus a blank part), then the optimal solid line length after conversion is Z opt (X t , Y t ).

[0067] (2) If Z opt (X t , Y t ) is divided by the length of a dashed-real line combination segment, the remainder is less than half of the length of a dashed-real line combination segment, that is: (L s +L d ) / 2, then the length of the road solid line is Z opt (Xt , Y t ) divided by the length of the combined dashed and solid line segment, rounded down, multiplied by the length of the combined dashed and solid line segment, and then added the length of the solid line.

[0068] For example, the current Z opt (X t , Y t ) value is 36.5m, divided by the module length of the dotted and solid line module 15m and rounded down to 2, the remainder is 6.5m < 7.5m, then the length of the solid line marking on the road surface is 2×15+6=36m.

[0069] (3) If Z opt (X t , Y t ) is divided by the length of a dashed-solid line segment, and the remainder is greater than half the length of a dashed-solid line segment (L s +L d ) / 2, then the length of the road solid line is Z opt (X t , Y t ) divided by the length of the dashed and solid line module, rounded up, and then multiplied by the length of the dashed and solid line combination segment.

[0070] S6: According to the optimal solid line segment length Z after conversion L , adjust the display status of the controllable marking components installed between the middle lane and the outer lanes of the main road in the weaving area.

[0071] In the solution of this embodiment, in order to adjust the dividing line between the middle lane and the outer lane of the main road in the weaving area according to needs, a special controllable marking assembly is installed in this area to replace the traditional unchangeable paint-type road markings. Specifically, the controllable marking assembly in this embodiment uses an embedded LED light strip installed at the lane dividing line. If the lamp beads at the specified position in the LED light strip emit white light, it means that this section has a mark, and if the lamp beads at the specified position are off, it means that this section has no road markings. The LED light strip simulates the solid line markings that are prohibited from crossing and the dotted line markings that are allowed to cross on the road by controlling the LED lamp beads in the specified interval to light up or light up intermittently.

[0072] For example, in a certain road section of a city expressway, when a solid line needs to be displayed, all the LED beads in the LED light strip of that section will be lit. When a dotted line needs to be displayed, the LED light strips in the section will be divided into a group section of every 15 meters, and the first 9m of the group section (corresponding to L d ) is turned off, and the next 6m (corresponding to L s ) lights up and displays white light.

[0073] Example 2

[0074] Based on the solution of Example 1, this embodiment further provides a device for matching the solid line length of road markings in a ramp weaving area, which includes a memory, a processor, and a computer program stored in the memory and executable by the processor. When the processor executes the computer program, it executes the method for adjusting road markings in a ramp weaving area based on traffic flow monitoring as in Example 1; thereby achieving the goal of adjusting the solid line length of road markings in a ramp weaving area based on the input main road traffic flow X. t and ramp traffic volume Y t , output the optimal solid line segment marking length Z corresponding to the current traffic scene L .

[0075] The device for matching the solid line length of road markings in the weaving area of ​​a ramp provided in this embodiment is essentially a computer device used to implement the solution in Example 1. It is used to dynamically adjust the display status of the controllable road marking assembly based on the detection data received from the traffic flow detection device. In actual applications, this computer device can be an embedded device installed in the controllable road marking assembly, or it can be installed in the traffic management department's backend server and communicate with the traffic flow detection device and the controllable road marking assembly.

[0076] In this embodiment, the computer device can be an intelligent terminal capable of executing programs, a tablet computer, a laptop computer, a desktop computer, a rack server, a blade server, a tower server or a cabinet server (including an independent server or a server cluster composed of multiple servers), etc.

[0077] The computer device described in this embodiment includes at least, but is not limited to, a memory and a processor that can be interconnected via a system bus. The memory (i.e., a readable storage medium) includes flash memory, a hard disk, a multimedia card, a card-type memory (e.g., SD or DX memory), random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic storage, a magnetic disk, an optical disk, and the like. In some embodiments, the memory can be an internal storage unit of the computer device, such as the computer device's hard disk or internal memory. In other embodiments, the memory can also be an external storage device of the computer device, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash memory card, and the like. Of course, the memory can also include both the internal storage unit of the computer device and its external storage devices. In this embodiment, the memory is typically used to store the operating system and various application software installed on the computer device. In addition, the memory can also be used to temporarily store various types of data that have been output or are about to be output.

[0078] In some embodiments, the processor may be a central processing unit (CPU), a graphics processing unit (GPU), a controller, a microcontroller, a microprocessor, or other data processing chip. The processor is generally used to control the overall operation of the computer device. In this embodiment, the processor is used to run program code stored in the memory or process data.

[0079] Example 3

[0080] On the basis of Examples 1 and 2, Figure 4 As shown, this embodiment further provides a ramp weaving area traffic management system, which includes: two sets of vehicle flow detection equipment, a set of controllable road marking components, and a controller. The controller communicates wirelessly with the vehicle flow detection equipment via a 5G communication network, and communicates wirelessly with the controllable road marking components via Wi-Fi.

[0081] Two sets of traffic flow monitoring equipment are installed on the main road and ramp upstream of the ramp weaving area. The equipment consists of a camera and a back-end data processing module. The camera captures real-time images of a designated sampling area on the road. The data processing module acquires the video data captured by the camera and detects vehicles within it using target recognition and tracking algorithms. The data processing module then counts the number of vehicles passing through the sampling area within a specified detection period and calculates the traffic flow within the designated sampling area based on the total number of vehicles and the duration of the detection period.

[0082] Specifically, in a vehicle detection device implemented using a DSP processor, after receiving a road traffic image captured by a camera, the DSP processor first places a virtual coil at the same position in each frame. Its length is equal to the sum of the lane widths in the camera image and half the length of the smallest vehicle to be detected. The virtual coil is set to black, meaning its pixel value is 0. Next, the image is grayscaled using a weighted average method; Gaussian filtering is used to smooth and reduce noise on the grayscaled image; and the image is binarized using the maximum inter-class method to effectively separate the foreground object from the background image, resulting in a pixel value of 255, representing a white foreground vehicle image. Next, mathematical morphology processing is performed on the binarized image to obtain a bounding rectangle for the foreground object, ensuring accurate extraction of moving foreground objects. The coordinates of the foreground object's center of mass are calculated based on the bounding rectangle to determine the foreground object's motion trajectory. Finally, if the center of mass of a foreground object in the current frame lies within the virtual wireframe, while the center of mass of the same foreground object in the previous frame was outside the dotted frame, a vehicle has entered the location represented by the virtual wireframe, and the traffic flow is incremented by one. By continuing to use the same strategy to count multiple consecutive frames, the total traffic flow within the specified detection period can be obtained.

[0083] The controllable road marking assembly uses an embedded LED light strip installed at the lane dividing line. When a specific LED in a designated area of ​​the LED strip glows white, it indicates that the section is marked; when a specific LED is off, it indicates that the section is unmarked. By controlling the LEDs in a designated area to illuminate fully or intermittently, the LED strip simulates solid and dotted road markings indicating prohibited crossings and permitted crossings.

[0084] The controller includes a solid line length matching device for the road markings in the ramp weaving area described in Example 2, and a light strip control unit. The solid line length matching device is configured to output the optimal solid line segment length for the current traffic scenario based on the main road traffic volume and ramp traffic volume detected by the traffic flow detection device. The light strip control unit is configured to control the controllable marking assembly to display a solid line within a specified length upstream of the main road inner and outer lane dividing lines within the weaving area, and a dashed line for the remaining portion, based on the optimal solid line segment length.

[0085] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for adjusting road markings in a ramp weaving area based on flow monitoring, characterized in that: It is used to dynamically adjust the length of the prohibited-crossing solid line segment marking between the middle lane and the outer lane of the main road in the interweaving area of ​​the main road and the ramp according to the traffic volume of the two. It includes the following steps: S1: Divide the traffic flow into several intervals, and then establish multiple traffic scenarios corresponding to the main road and ramp in each flow interval; S2: Use the traffic simulation system to simulate the vehicle traffic efficiency under various traffic scenarios and solve the corresponding solid line segment marking length that can achieve the maximum traffic efficiency; S3: Based on the analysis results of the previous step, establish a characterization of the traffic flow interval X of any main road p and ramp traffic flow interval Y p The decision function Z of the corresponding ideal solid line segment length p : Z p =f(X p ,Y p ); S4: The traffic flow detection equipment installed upstream of the road in the direction of traffic flow detects the main road traffic flow X in the weaving area in real time within the specified detection period. t and ramp traffic volume Y t ; Then according to the decision function Z p Determine the ideal solid line segment length Z for the current period opt (X t , Y t ); S5: query the length specifications of the blank part and the marked part of the dotted line segment in the current road marking according to the current road grade; and convert the calculated ideal solid line segment marking length Z into opt (X t , Y t ) is converted into an optimal solid line segment marking length Z that meets the length specification L ; S6: According to the optimal solid line segment length Z after conversion L , adjust the display status of the controllable marking components installed between the middle lane and the outer lanes of the main road in the weaving area.

2. The method for adjusting road markings in a ramp weaving area based on flow monitoring according to claim 1, characterized in that: In step S1 , assuming that the main road traffic flow is divided into m intervals and the ramp traffic flow is divided into n intervals, m×n different traffic scenarios can be established according to different combinations of the main road and ramp traffic flow intervals.

3. The method for adjusting road markings in a ramp weaving area based on flow monitoring according to claim 1, characterized in that: In step S2, the traffic simulation system includes TrafficGPT, SUMO, TESS NG, PTV VISSIM, Paramics, AIMSUN, Transmodeler, Trafficware, and Cube Dynasim.

4. The method for adjusting road markings in a ramp weaving area based on flow monitoring according to claim 1, characterized in that: In step S4, the vehicle flow detection device includes a camera and a back-end data processing module, and the method for implementing traffic flow monitoring is as follows: The camera captures real-time images of a designated sampling area on the road; the data processing module obtains the video data collected by the camera and detects vehicles appearing therein based on a target recognition algorithm and a target tracking algorithm; Then, the total number of vehicles passing through the sampling area within the specified detection period is counted, and the real-time traffic flow on the road is calculated based on the total number of vehicles and the duration of the detection period.

5. The method for adjusting road markings in a ramp weaving area based on flow monitoring according to claim 1, characterized in that: In step S4, the decision function Z opt (X t ,Y t ) is as follows: In the above formula, u and v represent the lengths of the one-dimensional vectors representing the main road traffic flow and ramp traffic flow, respectively.

6. The method for adjusting road markings in a ramp weaving area based on flow monitoring according to claim 1, characterized in that: In step S5, the expression of the conversion function is as follows: In the above formula, L s Indicates the length of the marked portion of the crossable dashed line segment of the inner and outer lanes of the main road in the ramp weaving area that complies with the current road grade specifications; L d Indicates the length of the blank portion of the crossable dashed line segment of the inner and outer lanes of the main road in the ramp weaving area that meets the current road grade specifications.

7. The method for adjusting road markings in a ramp weaving area based on flow monitoring according to claim 6, characterized in that: In urban expressways, L s =600cm, L d =900cm.

8. The method for adjusting road markings in a ramp weaving area based on flow monitoring according to claim 1, characterized in that: In step S6, the controllable marking assembly uses an embedded LED light strip installed at the lane dividing line; if the lamp beads at the specified position in the LED light strip emit white light, it means that this section has a mark, and if the lamp beads at the specified position are off, it means that this section has no road markings; the LED light strip simulates the solid line marks that are prohibited from crossing and the dotted lines that are allowed to cross on the road by controlling all the LED lamp beads in the specified interval to light up or light up intermittently.

9. A device for matching the solid line length of road markings in a ramp weaving area, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method for adjusting the road markings in the ramp weaving area based on traffic flow monitoring according to any one of claims 1 to 8 is executed; thereby achieving the adjustment of the road markings in the ramp weaving area based on the input main road traffic flow X t and ramp traffic volume Y t , output the optimal solid line segment marking length Z corresponding to the current traffic scene L .

10. A ramp weaving area traffic management system, characterized by: It includes: Two sets of traffic flow detection equipment, installed on the main road and ramp upstream of the ramp weaving area respectively; the traffic flow detection equipment includes a camera and its back-end data processing module; The camera is used to capture real-time images of a designated sampling area on the road; the data processing module obtains the video data collected by the camera and detects vehicles appearing therein based on a target recognition algorithm and a target tracking algorithm; Then, the total number of vehicles passing through the sampling area during the specified detection period is counted, and the traffic flow in the specified sampling area is calculated based on the total number of vehicles and the duration of the detection period; The controllable road marking assembly uses an embedded LED light strip installed at the lane dividing line. If the LED beads in a specified position in the LED light strip emit white light, it indicates that the section is marked. If the LED beads in the specified position are off, it indicates that the section is not marked. The LED light strip simulates the solid line marking that prohibits crossing and the dotted line marking that allows crossing by controlling the LED beads in the specified section to light up or light up intermittently. A controller comprising the solid line length matching device for road markings in a ramp weaving area as described in claim 9, and a light strip control unit; the solid line length matching device is used to output an optimal solid line segment marking length corresponding to the current traffic scenario based on the main road traffic volume and ramp traffic volume detected by the traffic flow detection equipment; the light strip control unit is used to control the controllable marking component to display a solid line at a specified length upstream of the inner and outer lane dividing lines of the main road in the weaving area, and to display a dotted line for the remaining portion based on the optimal solid line segment marking length.

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