Hierarchical progressive and intelligent cooperative security guidance system for equidirectional diversion area in front of tunnel

Abstract

The invention belongs to the technical field of traffic control, and particularly relates to a hierarchical progressive and intelligent cooperative safety guidance system for a same-direction diversion area in front of a tunnel, and the system comprises three functional sections, namely a dynamic progressive area, an intelligent decision area and a tunnel entering stable area, which are sequentially arranged in front of and behind a separation point of a same-direction separation tunnel of an expressway; the dynamic light color progressive induction subsystem comprises variable light bands which are arranged on two sides of a road in a dynamic progressive area and gradually move along the driving direction in a hierarchical manner, and a dynamic variable light plate which is arranged right above a same-direction separation tunnel portal in a tunnel entering stable area; and the V2X data intelligent interaction subsystem comprises a road condition sensing element arranged in the tunnel, a background V2X communication module and a vehicle-mounted terminal prompting module. In the same-direction separation tunnel entrance area, dynamic light band progressive induction, V2X intelligent data interaction and tunnel traffic flow sudden change warning can be carried out on a driver, the driver can be helped to rapidly select a lane, and the safety awareness of the driver is improved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of traffic control, and particularly relates to a tunnel front same-direction separation area hierarchical progression and intelligent collaborative safety guiding system. BACKGROUND

[0002] Same-direction separation refers to an organization mode in which vehicles on multiple lanes in the same direction are orderly separated before entering a limited section such as a tunnel or a bridge due to a limited cross section or traffic capacity; the separation position is referred to as a separation point, and the vehicles are aggregated on the same road surface after being separated and passing through the tunnel.

[0003] In the separation area at the entrance of a same-direction separation tunnel on a highway, the current mainstream traffic guiding mode is still mainly static marking lines and fixed signs. Such traditional facilities can only provide basic path direction information, and lack the ability to dynamically adjust to different traffic scenarios and driving needs. At the same time, the existing system does not construct an intelligent guiding mechanism based on perception technology and vehicle-road interaction, and cannot obtain real-time changes in tunnel traffic and interact with drivers, resulting in a single and passive guiding method that is difficult to adapt to complex and variable highway traffic environments.

[0004] As can be seen from the above, the defects of the prior art are mainly as follows: on the one hand, static guiding facilities cannot adjust the prompting effect according to lighting conditions (such as night, rainy weather) and driver visual characteristics, which easily leads to unclear judgment of the separation path by the driver, and further lane selection errors; on the other hand, the guiding information transmission lacks hierarchical and progressive design, and the driver is difficult to perceive the separation area in front and make smooth operation in advance, often inducing dangerous driving behaviors such as forced merging and line crossing, which brings great hidden dangers to the driving safety of the separation area at the entrance of the tunnel, and cannot meet the higher demand of the highway for traffic safety and smoothness.

[0005] Therefore, it is of great significance to set up a tunnel front same-direction separation area hierarchical progression and intelligent collaborative safety guiding system in the same-direction separation tunnel entrance area to reduce traffic accidents and ensure driving safety. SUMMARY

[0006] In view of the above deficiencies in the prior art, the purpose of the present application is to provide a tunnel front same-direction separation area hierarchical progression and intelligent collaborative safety guiding system, which can dynamically guide the driver with light bands, interact with V2X intelligent data, and warn of tunnel traffic changes in the same-direction separation tunnel entrance area, which is beneficial to helping the driver quickly select a lane and improving the driver's safety awareness.

[0007] To achieve the above purpose, the present application provides a tunnel front same-direction separation area hierarchical progression and intelligent collaborative safety guiding system, comprising: Three functional zones are set up sequentially before and after the separation point of the same-direction separation tunnel on the highway: dynamic progressive zone D1, intelligent decision-making zone D2, and tunnel entry stabilization zone D3. The dynamic progressive zone D1 is located before the separation point, the intelligent decision-making zone D2 is located at the separation point, and the tunnel entry stabilization zone D3 is located after the separation point. The dynamic light and color progressive guidance subsystem includes variable light strips that are set up in a progressive manner along the direction of travel on both sides of the road in the dynamic progressive zone D1, and dynamic variable light panels that are set up directly above the tunnel entrance in the same direction of separation in the tunnel stable zone D3. The progressive variable light strips are used for visual guidance, and the dynamic variable light panels are installed facing the direction of oncoming traffic to display the current traffic density in the tunnel and traffic suggestions. The V2X data intelligent interaction subsystem includes a road condition sensing element installed in the tunnel, a background V2X communication module, and an on-board terminal prompting module. The road condition sensing element is used to monitor the traffic status information in the tunnel in real time. The background V2X communication module sends the traffic status information to vehicles that are about to enter the intelligent decision-making area D2. The on-board terminal prompting module receives the traffic status information and issues a reminder to the driver.

[0008] As a preferred embodiment of the present invention, the three functional sections are configured as follows: The length of the dynamic asymptotic region D1 is Where V is the road design speed. The redundancy safety factor is t, where t is the driver's recognition and reaction time. The length of the intelligent decision-making area D2 is ,in, The perception time for drivers to obtain information. For the driver's judgment time, The time it takes for the driver to complete the operation; The tunnel entry stability zone D3 extends from the channelization line into the tunnel, with a length of max{L1, L2}.

[0009] As a preferred embodiment of the present invention, the hierarchical progressive variable light strip includes several pairs of variable light strips arranged on both sides of the road in the dynamic progressive zone D1. The variable light strips are arranged longitudinally, and the spacing between each pair of variable light strips varies according to a linearly decreasing spacing pattern. The arrangement is as follows: ; In the formula, Let be the distance between the i-th pair of variable light strips and the (i+1)-th pair of variable light strips, where i = 2, ..., n-2, and n is the total number of pairs of variable light strips, n ≥ 3. The distance between the (n-1)th pair of variable light strips and the nth variable light strip is a fixed value, and ; The spacing between the first pair of variable light strips and the second pair of variable light strips is a fixed value. The width W of the variable light band is set as follows: ; In the formula, V is the road design speed; K is the proportionality coefficient; The variable light strip is divided into three colors: red, blue, and green, which are set sequentially along the direction of traffic to create a visual hierarchy change during the diversion and guidance process. The length settings for the three guide colors are as follows: ; In the formula, , , The lengths of the red, blue, and green guide segments are respectively. All variable light strips within the red guide segment are set to red, and the same applies to the others. When a variable light strip spans two guide segments, its color is the color corresponding to the previous guide segment. R represents the total length of the dynamically progressive variable optical band guide section, and B represents the distance between the first pair of optical bands and the last pair of optical bands. R, B, and G are respectively... , , The weighting coefficients.

[0010] As a preferred embodiment of the present invention, the dynamic variable light panel is installed directly above the entrance of each branch tunnel, facing the direction of oncoming traffic, and adopts a graphic and text information linkage display method. Combined with real-time traffic flow perception data, it provides intuitive prompts on the traffic conditions ahead with different colored backgrounds and text content. The dynamic variable light panel is set according to the traffic flow density D in the tunnel from the traffic status information, as follows: When D≤35veh / km, the dynamic variable light panel displays a green background with white text; When 35veh / km < D ≤ 60veh / km, the dynamic variable light panel displays a yellow background with black text; When D > 60veh / km, the dynamic variable light panel displays a red background with white text.

[0011] As a preferred embodiment of the present invention, the road condition sensing element monitors the traffic status information in the tunnel in real time, including the traffic density, average vehicle speed, headway of each branch tunnel, and whether there are abnormal parking, queuing or congestion phenomena; the background V2X communication module, based on the real-time traffic status information collected by the road condition sensing element in the tunnel, sends it in real time to the vehicle about to enter the intelligent decision-making area D2 via the V2X communication protocol; the vehicle terminal prompt module receives the traffic status information from the background V2X communication module and displays it to the driver in the form of graphics, text or voice, reminding the driver of the road conditions ahead.

[0012] As a preferred embodiment of the present invention, the road condition sensing elements are deployed as follows: For the tunnel entrance: ; In the formula, d represents the distance from the first set of road condition sensors to the tunnel entrance; d is the distance set at the tunnel entrance sensor point, which is a fixed value. For the middle section of the tunnel: ; In the formula, Let j be the distance from the j-th group of road condition sensing elements to the tunnel entrance, where j = 2, 3, ..., N, and N is the total number of sensing points. The spacing between sensor elements.

[0013] As a preferred embodiment of the present invention, it also includes a tunnel traffic flow change warning subsystem set in the diversion area at the entrance of the same-direction separating tunnel. The tunnel traffic flow change warning subsystem is a real-time information screen group linked with the road condition sensing element. The real-time information screen group includes a spatial three-dimensional guidance group and a planar three-dimensional guidance group. The spatial three-dimensional guidance group consists of three real-time information screens within the same spatial range. It prompts the driver to choose the lane through animation and text according to the current traffic flow conditions of each separating tunnel. The planar three-dimensional guidance group consists of three information screens located on the same viewing plane. It undertakes the decision prompt function in planar guidance.

[0014] As a preferred embodiment of the present invention, the real-time information screen group is positioned as follows: The spatial three-dimensional guidance group consists of three real-time information screens, namely X1, X2, and X3. X1 and X2 are respectively installed on both sides of the road edge in the middle section of the dynamic progressive zone D1, facing the direction of oncoming traffic, and inform drivers of the diversion of the tunnel ahead through animation. X3 is set above the beginning of the intelligent decision zone D2, located directly in front of the lane. X3 is linked with the road condition perception element and provides dynamic text prompts on the traffic flow status of each separate tunnel. The planar three-dimensional guidance group consists of three information screens located on the same view plane, denoted as Y1, Y2, and Y3 respectively. Y1 directly uses X3, while Y2 and Y3 are located directly in front of the corresponding lanes leading to the left and right tunnel entrances, respectively. Based on the traffic status information inside the tunnel, prompts are dynamically published.

[0015] As a preferred embodiment of the present invention, the installation height of the variable information screen assembly is set as follows: ; In the formula, The height of the bottom edge of X1, X2, X3 / Y1, Y2 or Y3 from the ground; This is the redundancy sight distance coefficient, used to correct for visibility errors; S is the driver's observation distance. The driver's line of sight elevation angle corresponds to 3-5° for X1 and X2, and 5-7° for X3 / Y1, Y2, and Y3.

[0016] As a preferred embodiment of the present invention, it also includes ambient light sensors installed on both sides of the dynamic progressive zone D1 road and at the tunnel entrance, and dynamically changing the luminous intensity of the variable light strip based on the outdoor ambient light intensity acquired in real time by the ambient light sensors.

[0017] The algorithms and controls involved in this invention can be executed by electronic devices, such as microcontrollers and microprocessors.

[0018] The beneficial effects of this invention are: This invention utilizes a progressive and intelligent collaborative safety guidance system for the unidirectional diversion zone at the entrance area of ​​a tunnel. Visually, it employs progressively changing, color-gradient light strips along the lane edges to guide drivers in identifying their lane affiliation in advance. This, combined with dynamic variable light panels at the tunnel entrance, optimizes driving behavior. For information interaction, multiple road condition sensors are deployed inside the tunnel to monitor traffic density, speed, and queuing conditions in each diversion zone in real time. Using V2X communication technology, customized travel suggestions are proactively pushed to vehicles about to enter the diversion zone, presented via text, images, or voice on the vehicle terminal, effectively assisting drivers in making appropriate route choices. Furthermore, by setting up spatial three-dimensional guidance screens and planar guidance screens, a three-dimensional, phased information prompt structure is formed, enhancing the guidance effect and improving driving decision-making efficiency.

[0019] This invention features a modular structure and expandability, which not only significantly improves traffic safety and coordination efficiency in the entrance area of ​​the same-direction diversion tunnel, but also provides an innovative demonstration for the construction of same-direction diversion tunnels and digital traffic management on highways. Attached Figure Description

[0020] Figure 1 A schematic diagram of the system of this invention; Figure 2 This is a schematic diagram of the division of the same-direction diversion section before the tunnel in this invention; Figure 3 This is a schematic diagram of the progressively variable light strips on both sides of the road in the dynamic progressive zone of this invention; Figure 4 This is a schematic diagram of the dynamic variable light panel at the top of each separate tunnel entrance in this invention; Figure 5 This is a schematic diagram showing the setup of road condition sensing elements within each separate tunnel in this invention; Figure 6 This is a schematic diagram of the three-dimensional spatial guidance and planar three-dimensional guidance settings for the real-time information screen group in Embodiment 2 of the present invention; Figure 7This is a system schematic diagram of Embodiment 2 of the present invention. Detailed Implementation

[0021] The embodiments of the present invention will be further described below with reference to the accompanying drawings: Example 1: As Figure 1 and Figure 2 As shown, a hierarchical progressive and intelligent collaborative safety guidance system for a diversion zone in front of a tunnel includes: Three functional zones are set up sequentially before and after the separation point of the same-direction separation tunnel on the highway: dynamic progressive zone D1, intelligent decision-making zone D2, and tunnel entry stabilization zone D3. The dynamic progressive zone D1 is located before the separation point, the intelligent decision-making zone D2 is located at the separation point, and the tunnel entry stabilization zone D3 is located after the separation point. The dynamic light and color progressive guidance subsystem includes variable light strips that are set up in a progressive manner along the direction of travel on both sides of the road in the dynamic progressive zone D1, and dynamic variable light panels that are set up directly above the tunnel entrance in the same direction of separation in the tunnel stable zone D3. The progressive variable light strips are used for visual guidance, and the dynamic variable light panels are installed facing the direction of oncoming traffic to display the current traffic density in the tunnel and traffic suggestions. The V2X data intelligent interaction subsystem includes a road condition sensing element installed in the tunnel, a background V2X communication module, and an on-board terminal prompting module. The road condition sensing element is used to monitor the traffic status information in the tunnel in real time. The background V2X communication module sends the traffic status information to vehicles that are about to enter the intelligent decision-making area D2. The on-board terminal prompting module receives the traffic status information and issues a reminder to the driver.

[0022] The three functional sections are set up as follows: The length (in meters) of the dynamic asymptotic region D1 is Where V is the road design speed (the unit is m / s for calculation purposes, and it can be converted to km / h as needed in the following content). The redundancy safety factor is 1.0-1.2 when V < 80-100km / h; and 1.2-1.5 when V ≥ 100km / h. t is the driver's recognition and reaction time, which is 3-5s. The length (in meters) of the intelligent decision-making region D2 is: ,in, The perception time for the driver to obtain information is taken as 2-2.5 seconds. The driver's judgment time is taken as 0.5-0.8 seconds. The time it takes for the driver to complete the operation is set to 1.5-2 seconds; The tunnel entry stability zone D3 extends from the channelization line into the tunnel, with a length of max{L1, L2}.

[0023] The tiered variable light strips include several pairs of variable light strips set on both sides of the dynamic progressive zone D1 road. These strips are arranged longitudinally and enhance the driver's sense of lane belonging by gradually changing the direction of travel, reducing the driver's psychological burden. Figure 3 As shown, the spacing between each pair of variable light strips varies according to a linearly decreasing spacing pattern, and the setting method is as follows: ; In the formula, Let be the distance between the i-th pair of variable light strips and the (i+1)-th pair of variable light strips (in meters, and so on), i=2,…,n-2, where n is the total number of pairs of variable light strips, and n≥3 (usually n is set to at least 5). This is the distance between the (n-1)th pair of variable light strips and the nth variable light strip, which is a fixed value of 4m (or can be chosen differently depending on the actual situation of different separated tunnels). ; The distance between the first pair of variable light strips and the second pair of variable light strips is a fixed value of 12m (or can be set according to the actual conditions of different separation tunnels); the light strips visually present a gradual distribution effect from sparse to dense, enhancing the driver's perception of the diversion area ahead and improving their concentration.

[0024] The width W (in meters) of the variable light strip is set as follows: ; In the formula, V is the road design speed; K is the proportionality coefficient, with a value of 55. The actual width of the variable light strip is determined based on the typical design speed, and is usually set between 1.5m and 2.0m. The variable light strip (whose light-emitting unit uses RGB three-color LEDs) has three color gradients of red, blue and green, which are set sequentially along the driving direction to create visual hierarchy changes during the diversion and guidance process; The length settings for the three guide colors are as follows: ; In the formula, , , These are the lengths of the red, blue, and green guide segments, respectively, in meters. All variable light strips within the red guide segment are set to red, and the same applies to the others. When a variable light strip spans two guide segments, its color is the color corresponding to the previous guide segment. R represents the total length of the dynamically progressive variable optical band guide section, and B represents the distance between the first and last optical band pairs, in meters. R, B, and G are respectively... , , The weighting coefficients are R+B+G=1. In this embodiment, R=0.2667, B is 0.3333 (1.25 times R), and G is 0.4000 (1.5 times R).

[0025] like Figure 4 As shown, during the process of a driver driving from the tunnel entry stability zone D3 into the tunnel, dynamic variable light panels (using full-color LED displays) are installed directly above the entrance of each branch tunnel, facing the direction of oncoming traffic. They use a graphic and text information linkage display method, combined with real-time traffic flow perception data, to provide intuitive prompts on the traffic conditions ahead with different colored backgrounds and text content. The dynamic variable light panel is set according to the traffic flow density D in the tunnel from the traffic status information, as follows: When D≤35veh / km (smooth traffic), the dynamic variable light panel displays a green background with white text; When 35veh / km < D ≤ 60veh / km (light congestion), the dynamic variable light panel displays a yellow background with black text; When D > 60veh / km (severe congestion or queuing), the dynamic variable light panel displays a red background with white text.

[0026] like Figure 5 As shown, the road condition sensing element (using a geomagnetic sensor) monitors the traffic status information in the tunnel in real time, including the traffic density, average vehicle speed, headway, and whether there are any abnormal parking, queuing, or congestion phenomena in each branch tunnel. The background V2X communication module (which can use an existing module) transmits the real-time traffic status information collected by the road condition sensing element in the tunnel to vehicles about to enter the intelligent decision-making area D2 via the V2X communication protocol. The vehicle terminal prompt module (based on the existing vehicle system, such as an in-vehicle infotainment system or an in-vehicle navigation system) receives the traffic status information from the background V2X communication module and displays it to the driver in the form of text, images, or voice, reminding the driver of the road conditions ahead and reducing the risk of forced lane change conflicts.

[0027] Geomagnetic sensors can detect changes in the Earth's magnetic field caused by passing vehicles, accurately detecting the time and number of vehicles passing through. Based on the length of the detection area and the time interval between vehicle passages, the traffic density of the road can be calculated. Geomagnetic sensors can detect the time difference between two different detection points, and combined with the distance between the two points, the vehicle's speed over that distance can be calculated. Statistical analysis of multiple vehicle speeds yields the average speed for that road segment. Geomagnetic sensors can accurately detect the passage time of each vehicle, and based on the time interval and speed, the headway can be calculated. By monitoring the deviation of geomagnetic data in real time and switching between different states, and by analyzing the deviation of the geomagnetic reference value between vehicles present and absent, accurate judgments can be made regarding parking behavior at any location and of various types within the tunnel. Geomagnetic sensors can monitor parameters such as traffic flow and speed in real time. When vehicle speed decreases significantly, traffic flow increases, and headway decreases, by analyzing these data changes (which can be based on a threshold method combined with a two-point method, or automated analysis using machine learning methods), it can be determined whether queuing or congestion exists within the tunnel.

[0028] To ensure continuous and effective monitoring of tunnel traffic conditions, the road condition sensing elements are deployed as follows: For the tunnel entrance: ; In the formula, d represents the distance from the first set of road condition sensing elements to the tunnel entrance (port), in meters; d is the distance set at the tunnel entrance sensing point, a fixed value of 50 meters. For the middle section of the tunnel: ; In the formula, The distance from the j-th road condition sensing element to the tunnel entrance is in meters, j = 2, 3, ..., N, where N is the total number of sensing points. The spacing between sensing elements is set to 100m.

[0029] V2X data interaction continuously monitors traffic density, average speed, headway, and the presence of abnormal parking, queuing, or congestion in each separated tunnel based on road condition sensing elements within the tunnel. It proactively pushes diversion warning information to vehicles about to enter the diversion area. The driver's onboard display (vehicle terminal prompt module) receives prompts matching the current traffic conditions, reminding drivers to adjust their driving strategies in advance to avoid traffic conflicts caused by blind lane changes, thereby effectively improving traffic safety and coordination efficiency in the same-direction diversion area.

[0030] Example 2: As Figure 6 and Figure 7As shown in Example 1, the hierarchical progressive and intelligent collaborative safety guidance system for the same-direction diversion zone before the tunnel also includes a tunnel traffic flow change warning subsystem set in the diversion area at the entrance of the same-direction separating tunnel (corresponding to the dynamic progressive zone D1 and the intelligent decision zone D2). The tunnel traffic flow change warning subsystem is a real-time information screen group (using an LED display screen) linked with the road condition perception element. The real-time information screen group includes a spatial three-dimensional guidance group and a planar three-dimensional guidance group. The spatial three-dimensional guidance group consists of three real-time information screens within the same spatial range. It prompts the driver to choose the lane through animation and text according to the current traffic flow conditions of each separating tunnel. The planar three-dimensional guidance group consists of three information screens located on the same viewing plane. It undertakes the decision prompt function in planar guidance.

[0031] The locations for the real-time information screen groups are as follows: The spatial three-dimensional guidance system consists of three real-time information screens: X1, X2, and X3. X1 and X2 are installed on both sides of the road edge in the middle section of the dynamic progressive zone D1, facing the direction of oncoming traffic. They inform drivers through animation that the tunnel ahead is a diversion type, but the final destination is the same, reducing the risk of drivers hesitating or blindly changing lanes due to unclear routes. X3 is located above the beginning of the intelligent decision-making zone D2, directly in front of the lane. X3 is linked with the road condition perception element and provides drivers with passage suggestions through dynamic text prompts on the traffic flow status of each diversion tunnel. The planar 3D guidance group consists of three information screens located on the same view plane, denoted as Y1, Y2, and Y3. Y1 directly adopts the X3 designation and continues to provide decision-making prompts in the planar guidance. Y2 and Y3 serve as behavioral confirmation and safety reminder devices at the end of the traffic diversion process, located directly in front of the corresponding lanes leading to the left and right tunnel entrances, respectively. Based on the traffic status information within the tunnels, they dynamically release targeted prompts to assist drivers in making final confirmations of lane selection, preventing sudden lane changes or lane conflicts caused by hesitation or misjudgment. When the traffic conditions in each of the separate tunnels are good, the vehicle distribution is balanced, or a certain tunnel has a high traffic density or temporary congestion, Y2 and Y3 will dynamically display the traffic conditions of the tunnel ahead through graphics and text, reminding drivers to make reasonable driving behavior choices, thus serving as a traffic-saving reminder and risk avoidance mechanism.

[0032] The installation height of the variable information display panel is set as follows: ; In the formula, The height of the bottom edge of X1, X2, X3 / Y1, Y2 or Y3 from the ground, in meters; The redundancy sight distance coefficient is used to correct visibility errors caused by factors such as rain, fog, and slope interference, and its value ranges from 1.0 to 1.2; S is the driver's observation distance, with a value of 80-100m. The driver's line of sight elevation angle corresponds to 3-5° for X1 and X2, and 5-7° for X3 / Y1, Y2, and Y3.

[0033] Example 3: Based on Example 1, the hierarchical progressive and intelligent collaborative safety guidance system for the tunnel pre-tunnel diversion zone also includes ambient light sensors installed on both sides of the dynamic progressive zone D1 road and at the tunnel entrance. Based on the outdoor ambient light intensity obtained in real time by the ambient light sensors, the luminous intensity of the variable light strip is dynamically changed (based on the luminous control circuit).

[0034] Based on the real-time collected outdoor ambient light intensity (lux) in the dynamic progressive zone D1 and the basic illuminance inside the tunnel in the tunnel stable zone D3, the luminous intensity of the variable light strip is automatically adjusted. The specific adjustment rules are as follows: When the outdoor ambient light intensity is ≥10000 lux (sunny noon), the luminous intensity of the variable light strip will be increased to 800-1000 cd / m². 2 To avoid strong direct sunlight reducing the visual visibility of the light strip; when the outdoor ambient light intensity is ≤500 lux (cloudy days or evening) and the basic illuminance inside the tunnel is ≤200 lux, the luminous intensity of the variable light strip will be reduced to 300-500 cd / m². 2 To prevent excessive brightness contrast between the light strip and the tunnel environment, which could cause glare for drivers; when the outdoor ambient light intensity is between 500-10000 lux, the luminous intensity should be reduced by 50 cd / m² for every 1000 lux decrease in outdoor ambient light intensity. 2 The linear dynamic adaptation follows the principle of "light intensity adaptive adjustment". At the same time, the light intensity adaptive adjustment submodule is also preset with a minimum light intensity threshold (not less than 200 cd / ㎡) to ensure that the variable light strip can still maintain basic guidance visibility even in extreme low light environments.

Claims

1. A hierarchical progressive and intelligent collaborative safety guidance system for a diversion zone in the forward direction of a tunnel, characterized in that, include: Three functional zones are set up sequentially before and after the separation point of the same-direction separation tunnel on the highway: dynamic progressive zone D1, intelligent decision-making zone D2, and tunnel entry stabilization zone D3. The dynamic progressive zone D1 is located before the separation point, the intelligent decision-making zone D2 is located at the separation point, and the tunnel entry stabilization zone D3 is located after the separation point. The dynamic light and color progressive guidance subsystem includes variable light strips that are set up in a progressive manner along the direction of travel on both sides of the road in the dynamic progressive zone D1, and dynamic variable light panels that are set up directly above the tunnel entrance in the same direction of separation in the tunnel stable zone D3. The progressive variable light strips are used for visual guidance, and the dynamic variable light panels are installed facing the direction of oncoming traffic to display the current traffic density in the tunnel and traffic suggestions. The V2X data intelligent interaction subsystem includes a road condition sensing element installed in the tunnel, a background V2X communication module, and an on-board terminal prompting module. The road condition sensing element is used to monitor the traffic status information in the tunnel in real time. The background V2X communication module sends the traffic status information to vehicles that are about to enter the intelligent decision-making area D2. The on-board terminal prompting module receives the traffic status information and issues a reminder to the driver.

2. The hierarchical progressive and intelligent collaborative safety guidance system for the tunnel pre-traffic diversion zone according to claim 1, characterized in that, The three functional sections are set up as follows: The length of the dynamic asymptotic region D1 is Where V is the road design speed. The redundancy safety factor is t, where t is the driver's recognition and reaction time. The length of the intelligent decision-making area D2 is ,in, The perception time for drivers to obtain information. For the driver's judgment time, The time it takes for the driver to complete the operation; The tunnel entry stability zone D3 extends from the channelization line into the tunnel, with a length of max{L1, L2}.

3. The hierarchical progressive and intelligent collaborative safety guidance system for the tunnel pre-traffic diversion zone according to claim 1, characterized in that, The tiered variable light strips consist of several pairs of variable light strips positioned on both sides of the dynamic progressive zone D1 road. The variable light strips are arranged longitudinally, and the spacing between each pair of variable light strips varies in a linearly decreasing manner. The arrangement is as follows: ； In the formula, Let be the distance between the i-th pair of variable light strips and the (i+1)-th pair of variable light strips, where i = 2, ..., n-2, and n is the total number of pairs of variable light strips, n ≥ 3. The distance between the (n-1)th pair of variable light strips and the nth variable light strip is a fixed value, and ; The spacing between the first pair of variable light strips and the second pair of variable light strips is a fixed value. The width W of the variable light band is set as follows: ； In the formula, V is the road design speed; K is the proportionality coefficient; The variable light strip is divided into three colors: red, blue, and green, which are set sequentially along the direction of traffic to create a visual hierarchy change during the diversion and guidance process. The length settings for the three guide colors are as follows: ； In the formula, , , The lengths of the red, blue, and green guide segments are respectively. All variable light strips within the red guide segment are set to red, and the same applies to the others. When a variable light strip spans two guide segments, its color is the color corresponding to the previous guide segment. R represents the total length of the dynamically progressive variable optical band guide section, and B represents the distance between the first pair of optical bands and the last pair of optical bands. R, B, and G are respectively... , , The weighting coefficients.

4. The hierarchical progressive and intelligent collaborative safety guidance system for the tunnel pre-traffic diversion zone according to claim 1, characterized in that, Dynamic variable light panels are installed directly above the entrances of each branch tunnel, facing the direction of oncoming traffic. They use a graphic and text information linkage display method, combined with real-time traffic flow perception data, to provide intuitive prompts on the traffic conditions ahead using different colored backgrounds and text content. The dynamic variable light panel is set according to the traffic flow density D in the tunnel from the traffic status information, as follows: When D≤35veh / km, the dynamic variable light panel displays a green background with white text; When 35veh / km < D ≤ 60veh / km, the dynamic variable light panel displays a yellow background with black text; When D > 60veh / km, the dynamic variable light panel displays a red background with white text.

5. The hierarchical progressive and intelligent collaborative safety guidance system for the tunnel pre-traffic diversion zone according to claim 1, characterized in that, The road condition sensing element monitors the traffic status information in the tunnel in real time, including the traffic density, average vehicle speed, headway of each branch tunnel, and whether there are abnormal parking, queuing or congestion. The background V2X communication module, based on the real-time traffic status information collected by the road condition sensing element in the tunnel, sends it in real time to the vehicle about to enter the intelligent decision-making zone D2 via the V2X communication protocol. The vehicle terminal prompt module receives the traffic status information from the background V2X communication module and displays it to the driver in the form of pictures, text or voice, reminding the driver of the road conditions ahead.

6. The hierarchical progressive and intelligent collaborative safety guidance system for the tunnel pre-traffic diversion zone according to claim 1, characterized in that, The road condition sensing elements are deployed as follows: For the tunnel entrance: ； In the formula, d represents the distance from the first set of road condition sensors to the tunnel entrance; d is the distance set at the tunnel entrance sensor point, which is a fixed value. For the middle section of the tunnel: ； In the formula, Let j be the distance from the j-th group of road condition sensing elements to the tunnel entrance, where j = 2, 3, ..., N, and N is the total number of sensing points. The spacing between sensor elements.

7. The hierarchical progressive and intelligent collaborative safety guidance system for the tunnel pre-traffic diversion zone according to claim 1, characterized in that, It also includes a tunnel traffic flow change warning subsystem set up in the diversion area at the entrance of the same-direction separating tunnel. The tunnel traffic flow change warning subsystem is a real-time information screen group linked with the road condition sensing element. The real-time information screen group includes a spatial three-dimensional guidance group and a planar three-dimensional guidance group. The spatial three-dimensional guidance group consists of three real-time information screens in the same spatial range. It prompts drivers to choose lanes through animation and text according to the current traffic conditions of each separating tunnel. The planar three-dimensional guidance group consists of three information screens located on the same viewing plane. It undertakes the decision prompt function in planar guidance.

8. The hierarchical progressive and intelligent collaborative safety guidance system for the tunnel pre-traffic diversion zone according to claim 7, characterized in that, The locations for the real-time information screen groups are as follows: The spatial three-dimensional guidance group consists of three real-time information screens, namely X1, X2, and X3. X1 and X2 are respectively installed on both sides of the road edge in the middle section of the dynamic progressive zone D1, facing the direction of oncoming traffic, and inform drivers of the diversion of the tunnel ahead through animation. X3 is set above the beginning of the intelligent decision zone D2, located directly in front of the lane. X3 is linked with the road condition perception element and provides dynamic text prompts on the traffic flow status of each separate tunnel. The planar three-dimensional guidance group consists of three information screens located on the same view plane, denoted as Y1, Y2, and Y3 respectively. Y1 directly uses X3, while Y2 and Y3 are located directly in front of the corresponding lanes leading to the left and right tunnel entrances, respectively. Based on the traffic status information inside the tunnel, prompts are dynamically published.

9. A hierarchical progressive and intelligent collaborative safety guidance system for a tunnel pre-traffic diversion zone according to claim 8, characterized in that, The installation height of the variable information display panel is set as follows: ； In the formula, The height of the bottom edge of X1, X2, X3 / Y1, Y2 or Y3 from the ground; This is the redundancy sight distance coefficient, used to correct for visibility errors; S is the driver's observation distance. The driver's line of sight elevation angle corresponds to 3-5° for X1 and X2, and 5-7° for X3 / Y1, Y2, and Y3.

10. A hierarchical progressive and intelligent collaborative safety guidance system for a tunnel pre-traffic diversion zone according to claim 8, characterized in that, It also includes ambient light sensors installed on both sides of the dynamic progressive zone D1 road and at the tunnel entrance, which dynamically change the luminous intensity of the variable light strip based on the outdoor ambient light intensity obtained in real time by the ambient light sensors.

Images