Method for arranging position of information board in front of entrance of expressway service area

Abstract

The invention discloses a position layout method for an information board in front of an entrance of a service area of an expressway. The method comprises the following steps: obtaining expressway data in front of the entrance of the service area; according to the obtained expressway data, calculating a first safe distance required by the vehicle to change from a lane closest to one side of the entrance of the service area to an adjacent lane; the second safe distance needs to be accumulated when the vehicle changes from the lane farthest from the service area entrance to the lane closest to one side of the service area entrance; and taking the sum of the first safety distance, the second safety distance and the driving distance of the driver in the process of reading the information board as the shortest layout distance from the information board to the entrance of the service area. The method has the beneficial effects that the layout position of the information board for the first time is changed from traditional empirical decision to quantitative calculation; by introducing key parameters such as the number of lanes, the width of the lanes and the speed limit, a formula system capable of being implemented in engineering is constructed, and the position of the information board can be calculated, verified and reproduced.

Description

Technical Field

[0001] This application relates to the field of intelligent transportation technology, and in particular to a method for the placement of information boards at the entrance of a highway service area. Background Technology

[0002] As key nodes in the transportation system, highway service areas serve multiple functions, including short-term vehicle stops, energy replenishment, and emergency management. With the development of intelligent transportation and IoT technologies, various operational status information of service areas (such as the number and occupancy of parking spaces, restroom usage, refueling and charging queues, and business status of merchants) can be collected and updated in real time through AI recognition and sensor networks. To improve the driver's travel experience and driving safety, this information is usually dynamically displayed at the service area entrance through variable message signs (VMS), enabling drivers to grasp the service area's status in real time and make informed decisions about whether to enter, thereby improving road efficiency and safety.

[0003] However, in the current road design and traffic information dissemination system, the placement and display logic of variable message signs largely rely on experience, lacking a scientific basis based on traffic characteristics and driver behavior patterns. This often leads to congestion in some service areas during holidays or peak hours, while other service area resources remain idle. Therefore, rationally setting up variable message signs outside service area entrances and scientifically disseminating service area operation information is an important way to improve highway operating efficiency and service area management. Summary of the Invention

[0004] One objective of this application is to provide a method for the placement of information boards at the entrance of highway service areas that can solve at least one of the deficiencies in the aforementioned background art.

[0005] To achieve at least one of the above objectives, the technical solution adopted in this application is as follows: a method for the placement of information boards in front of highway service area entrances, comprising the following steps: acquiring highway data in front of the service area entrance, including the number of lanes, lane width, and speed limit; calculating, based on the acquired highway data, a first safe distance for a vehicle to change lanes from the lane closest to the service area entrance to an adjacent lane; and a second safe distance accumulated by the vehicle changing lanes from the lane furthest from the service area entrance to the lane closest to the service area entrance; and using the sum of the first safe distance, the second safe distance, and the distance traveled by the driver while reading the information board as the shortest placement distance from the information board to the service area entrance.

[0006] Preferably, the minimum longitudinal distance required for a single lane change is the first distance, and the minimum longitudinal distance traveled by the vehicle after changing lanes to avoid continuous lane changes is the second distance. When calculating the first safe distance, it is considered that there is a solid line between the lane closest to the service area entrance and the adjacent lane prohibiting vehicles from crossing, and that a minimum safe following distance needs to be maintained between vehicles in front and behind in the same lane. If the minimum safe following distance is less than the second distance, then the first safe distance is the sum of the first distance, the length of the solid line, and the second distance. If the minimum safe following distance is greater than the second distance, then the first safe distance is the sum of the first distance, the length of the solid line, and the minimum safe following distance.

[0007] Preferably, the minimum longitudinal distance required for a single lane change is the first distance, and the minimum longitudinal distance traveled by the vehicle after a lane change to avoid continuous lane changes is the second distance; then the second safety distance is the sum of the first distance and the second distance required for each lane change.

[0008] Preferably, the calculation of the first distance includes the following process: calculating the longitudinal travel distance required for the vehicle to cross the lane laterally based on the lane width and lane change angle; calculating the inter-lane safety buffer distance required for the vehicle to change lanes based on the lane speed limit data; if the inter-lane safety buffer distance is greater than the minimum safe following distance, the first distance is the sum of the longitudinal travel distance and the safety buffer distance; if the inter-lane safety buffer distance is less than the minimum safe following distance, the first distance is the sum of the longitudinal travel distance and the minimum safe following distance.

[0009] Preferably, the longitudinal travel distance for lane changing is the ratio of the lane width to the tangent of the lane changing angle; wherein the lane changing angle is 3° to 10°.

[0010] Preferably, the safe buffer distance between lanes is the product of the upper speed limit of the target lane after the lane change and the safe buffer time between lanes; wherein, the safe buffer time between lanes is at least 0.8s.

[0011] Preferably, the second distance is the product of the upper speed limit of the target lane after the lane change and the minimum travel time; wherein the minimum travel time is at least 2 seconds.

[0012] Preferably, the distance traveled by the driver while reading the information board is the product of the vehicle speed and the time for the driver to recognize and react; wherein the vehicle speed is the maximum speed limit for all lanes, and the time for the driver to recognize and react is at least 1 second.

[0013] Preferably, when installing information boards, an engineering margin is added to the shortest installation distance from the information board to the service area entrance.

[0014] Preferably, the engineering margin is a fixed value of at least 200m, or 15% to 30% of the shortest laying distance before the engineering margin is added.

[0015] Compared with the prior art, the beneficial effects of this application are as follows: (1) For the first time, the placement of information boards in front of highway service areas has been transformed from traditional experience-based decision-making to quantitative calculation. By introducing key parameters such as the number of lanes, speed limit, driver reaction time, minimum safe following distance, and lane change angle, a formula system that can be implemented in engineering is constructed, so as to realize the calculability, verifiability and reproducibility of the information board placement.

[0016] (2) By transforming complex traffic safety constraints into solvable mathematical models, the problem of unreasonable layout caused by relying on subjective experience in the past is avoided. The result not only ensures that drivers can complete information reading and driving decisions within a safe distance, but also provides a quantitative basis for management departments to formulate unified design standards.

[0017] (3) This application has good scalability and can be adapted to highway scenarios with different speed levels and number of lanes. For highway sections with multiple lanes, curves, or complex speed limit classifications, automatic layout optimization can also be achieved through parameterized adjustments. This feature makes this application have significant engineering practical value and promotion potential, and can serve as an important basic tool for the design of intelligent transportation systems. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall working steps of this application. Detailed Implementation

[0019] The present application will now be further described in conjunction with specific embodiments. It should be noted that, in the description of this specification, the use of terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicates that the specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms should not be construed as necessarily referring to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0020] In the description of this application, it should be noted that the terms "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., which indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and should not be construed as limiting the specific protection scope of this application.

[0021] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0022] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0023] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0025] One preferred embodiment of this application, such as Figure 1As shown, a method for positioning information boards at the entrance of a highway service area includes the following steps: acquiring highway data before the service area entrance, including the number of lanes, lane width, and speed limit. Based on the acquired highway data, calculating a first safe distance required for a vehicle to change lanes from the lane closest to the service area entrance to an adjacent lane; and a second accumulated safe distance required for a vehicle to change lanes from the lane furthest from the service area entrance to the lane closest to the service area entrance. The sum of the first safe distance, the second safe distance, and the distance traveled by the driver while reading the information board is taken as the shortest placement distance from the information board to the service area entrance.

[0026] Understandably, information boards at traditional service areas are typically placed at fixed intervals. However, in practice, due to factors such as road terrain, speed limits, traffic flow fluctuations, and differences in driver perception, the traditional 1 km or 2 km fixed-distance placement method often fails to meet the actual operational needs of different types of highways. If the information board is too far from the service area entrance, the information is easily overlooked by drivers; if it is too close, drivers may not have enough time to decide whether to enter or continue driving. This mismatch between location and information display can easily lead to traffic safety hazards such as uneven traffic flow at the service area, congestion at the entrance, and vehicles temporarily changing lanes.

[0027] Therefore, when designing the shortest distance for the information boards in this application's technical solution, the most extreme and conservative scenario needs to be considered. This means first ensuring that vehicles in the lane closest to the service area entrance can return to their adjacent lane and travel a certain distance, and then adding the total distance required for a vehicle to change lanes from the lane furthest from the service area entrance to the lane closest to the service area entrance. This ensures that the vehicle can cross from the lane furthest from the service area entrance to the lane closest to the service area entrance and then back to the adjacent lane. Specifically, in the design of the information boards, the most extreme scenario is that the vehicle is in the lane furthest from the service area entrance. After the driver recognizes the information board, the driver needs to be able to change lanes to the lane closest to the service area entrance. During this process, the driver may cancel their decision to enter the service area based on the actual situation. The most extreme scenario is that the driver decides to cancel their entry into the service area while entering the lane closest to the service area entrance. Since the speed limit in the lane closest to the service area entrance is lower, to avoid congestion in that lane, after the driver decides to cancel their entry, the vehicle needs to be able to change lanes to the adjacent lane before reaching the service area entrance. This extremely conservative design can cover the worst-case scenario of interaction sequences.

[0028] Compared to traditional methods, the technical solution of this application, for the first time, transforms the placement of information signs in front of highway service areas from traditional experience-based decision-making to quantitative calculation. By introducing key parameters such as the number of lanes, speed limits, driver reaction time, minimum safe following distance, and lane change angle, an engineering-implementable formula system is constructed, making the placement of information signs calculable, verifiable, and reproducible. Complex traffic safety constraints are transformed into a solvable mathematical model, thus avoiding the unreasonable placement problems caused by previous subjective experience-based settings. This model determines the optimal information sign placement distance range for different types of highways, enabling drivers to safely and effectively read information and make decisions.

[0029] Meanwhile, the model exhibits excellent scalability, adapting to highway scenarios with varying speed limits and lane numbers. For multi-lane, curved, or complex speed limit classification highway sections, automatic layout optimization can be achieved through parametric adjustments. This characteristic gives the technical solution of this application significant engineering practical value and promotion potential, making it a crucial foundational tool for intelligent transportation system design.

[0030] To facilitate understanding of the technical solution of this application, the highway data can be defined below.

[0031] The position of the lane closest to the service area entrance can be determined according to the requirements of different countries and regions. The technical solution of this application takes Chinese expressways as an example, with the rightmost lane closest to the service area entrance as lane 1. Generally, a safety white line is set between lane 1 and lane 2 near the service area entrance. The safety white line is a solid line that vehicles are prohibited from crossing. The distance from the initial position of this solid line to the service area entrance can be defined as L. This value marks the solid line segment that cannot be crossed before the service area entrance, used to ensure safe driving and restrict drivers from changing lanes. The length L of the solid line can be obtained from the expressway design drawings or measured in practice.

[0032] The number of lanes can be defined as N, which represents the number of highway lanes excluding the emergency lane before entering a service area. They are numbered from right to left as r = 1, 2, ..., N, where r = 1 represents the rightmost lane; generally, the maximum value of N is 6. Lane speed limits include the upper limit S. max-r and the lower limit S min-r These two values ​​represent the maximum and minimum speed limits for the r-th lane, respectively, typically expressed in km / h. For ease of subsequent calculations, they can be converted to v. max-r =S max-r / 3.6, v min-r =S min-r / 3.6, unit m / s.

[0033] Driver reaction speed is defined as T r, which represents the average time it takes for a driver to recognize information from an information board and make a decision to change lanes or slow down, is expressed in seconds. Generally, the minimum time for a driver to recognize information from an information board and take corresponding action is 1 second, meaning the driver's recognition and reaction time is at least 1 second.

[0034] The minimum safe following distance is defined as D min When the vehicle speed exceeds 100km / h, it is recommended to maintain a safe distance of more than 100m from the vehicle in front, i.e., the minimum safe following distance D. min =100m; When the vehicle speed is below 100km / h, it is recommended to maintain a safe distance of more than 50m from the vehicle in front, i.e., the minimum safe following distance D. min =50m.

[0035] Lane width is defined as w r The unit is meters (m); lane width can be designed according to lane speed limits. When the lane speed limit is 100 km / h or higher, the lane width w r =3.75m, when the lane speed limit is below 100km / h, the lane width w r =3.5m. The lane change angle is defined as α, in degrees. The value of the lane change angle is an empirical value. If the lane change angle is too small, the lane change time will increase and the distance traveled during the lane change will also increase. If the lane change angle is too large, the stability of the vehicle will decrease. That is, both too large and too small lane change angles will affect the safety of lane change. Therefore, according to experience, the value of the lane change angle is 3°~10°.

[0036] The minimum travel time for safe driving after changing lanes is defined as T. m This means that changing lanes consecutively between two or more lanes is prohibited. Therefore, when a driver changes lanes across multiple lanes on the road, in order to ensure safety and avoid interfering with other vehicles, the vehicle needs to remain in the current target lane for a certain period of time after each lane change. The lower limit of this remaining time is the minimum travel time T. m The unit is seconds (s), and the minimum travel time is T. m The specific value should be an empirical value, generally not less than 2 seconds.

[0037] After defining the parameters as described above, the calculation process for the first and second safety distances will be described in detail below.

[0038] In this embodiment, the first safe distance is the safe distance a vehicle in the rightmost lane (lane 1) can travel to the rightmost lane (lane 2) after deciding not to enter the service area. Calculating the first safe distance requires first calculating the minimum longitudinal distance required for a single lane change, which can be defined as the first distance, and the minimum longitudinal distance the vehicle must travel after the lane change to avoid continuous lane changes, which can be defined as the second distance. After completing the above basic calculations, considering the solid line prohibiting vehicles from crossing between the lane closest to the service area entrance and adjacent lanes, and the minimum safe following distance required between vehicles in the same lane, if the minimum safe following distance is less than the second distance, then the first safe distance is the sum of the first distance, the length of the solid line, and the second distance; if the minimum safe following distance is greater than the second distance, then the first safe distance is the sum of the first distance, the length of the solid line, and the minimum safe following distance. For ease of understanding, the first safe distance can be expressed as an expression below.

[0039] .

[0040] in, This indicates the safe distance to consider when a vehicle changes lanes from the rightmost lane to the rightmost lane, i.e., the first safe distance; This indicates the minimum longitudinal distance required for a vehicle to change lanes from the rightmost lane to the rightmost lane, i.e., the first required distance. X1 represents the minimum longitudinal distance required to avoid consecutive lane changes after a vehicle changes lanes from the rightmost lane to the rightmost lane; X2 represents the minimum safe following distance of a vehicle in the rightmost lane. To ensure safety at high speeds, X1 can be taken as 2D. min .

[0041] Understandably, the first safe distance is the minimum longitudinal distance a driver must travel in the rightmost lane (lane 1) to safely change lanes to the second lane from the right before reaching the solid white line in the second lane from the right, after deciding not to enter the service area. To ensure a safe lane change, the distance from the current vehicle's position to the initial end of the solid white line must be greater than or equal to the longitudinal distance required for the lane change, plus the safe distance before and after the lane change to avoid interfering with other vehicles. Since these safe distances overlap longitudinally, only one is needed. The largest of X1 and X2.

[0042] Specifically, the calculation of the first distance includes the following process: Based on the lane width and lane change angle, calculate the longitudinal travel distance required for the vehicle to laterally cross the lane. Based on the lane speed limit data, calculate the inter-lane safety buffer distance required for the vehicle to change lanes. If the inter-lane safety buffer distance is greater than the minimum safe following distance, the first distance is the sum of the longitudinal travel distance and the safety buffer distance. If the inter-lane safety buffer distance is less than the minimum safe following distance, the first distance is the sum of the longitudinal travel distance and the minimum safe following distance.

[0043] Understandably, when a driver decides to change lanes, they need to observe the adjacent lanes. If there are vehicles in adjacent lanes that are close together longitudinally, the driver must wait for the vehicles in the adjacent lanes to travel a sufficient distance before changing lanes. Therefore, the entire process from the driver deciding to change lanes to the adjacent lanes meeting the conditions for changing lanes and completing the lane change can be defined as a safety buffer process. The safe buffer distance between lanes corresponding to this process needs to be referenced to the vehicles in the adjacent lanes. In the most extreme case, there are vehicles traveling side-by-side in the adjacent lanes. In this case, the driver must wait for the vehicles in the adjacent lanes to travel a sufficient distance before changing lanes. The distance traveled by the vehicles in the adjacent lanes during this process is the safe buffer distance between lanes. Since both safe following distance and safe buffer distance between lanes ensure the safety of vehicles traveling in the same lane, and they overlap longitudinally, only the maximum value of the two is needed for the calculation of the first distance. For ease of understanding, this can be represented by a specific expression below.

[0044] .

[0045] in, This indicates the first distance a vehicle needs to safely change lanes from the rightmost lane (lane 1) to lane 2. This indicates the longitudinal distance a vehicle travels when changing lanes from the rightmost lane (lane 1) to lane 2. X1 represents the safe buffer distance between lanes required for a vehicle to change lanes, and X2 represents the minimum safe following distance in the second lane from the right. To ensure safety at high speeds, X2 can be taken as 2D. min .

[0046] It is important to know the longitudinal driving distance for lane changes. The calculation is the ratio of lane width to the tangent of the lane change angle, i.e. For lane safety buffer distance The calculation is the product of the target lane's speed limit after the lane change and the safe buffer time between lanes, i.e. Among them, T g This represents the safe buffer time between lanes. The specific value can be selected by those skilled in the art based on their actual needs. (T)g The value must be at least 0.8s.

[0047] Specifically, regarding the second distance The calculation is the product of the target lane's speed limit after the lane change and the minimum travel time, i.e. .

[0048] In this embodiment, since the second safe distance is the safe distance for a vehicle to change lanes sequentially from the leftmost lane furthest from the service area entrance to the rightmost lane, the calculation of the second safe distance can be divided into the cumulative sum of multiple single lane-change safe distances. That is, the minimum longitudinal distance required for a single lane change is the first distance, and the minimum longitudinal distance traveled by the vehicle after changing lanes to avoid continuous lane changes is the second distance; therefore, the second safe distance is the cumulative sum of the first distance and the second distance required for each lane change. For ease of understanding, the second safe distance can be represented by a specific expression below.

[0049] .

[0050] in, This indicates the safe distance required for a vehicle to change lanes sequentially from the leftmost Nth lane to the first lane, i.e., the second safe distance; This represents the safe distance required for a vehicle to change lanes from lane Nk to lane N-k+1, i.e., the required first distance. This represents the longitudinal distance a vehicle must travel after changing lanes to lane Nk to avoid continuous lane changes; this is the required second distance. The calculation of the first and second distances required for the second safety distance can be referenced from the calculation process of the first safety distance, and therefore will not be repeated here.

[0051] In this embodiment, the driver can generally recognize the information on the information board from a relatively long distance while driving. To further ensure the safety of the information board deployment, the most extreme case is considered: the driver only recognizes the information on the information board when they are about to pass it. In this case, it can be assumed that the vehicle is basically longitudinally aligned with the information board when the driver begins to recognize the information. The distance D traveled by the driver during the process of reading the information board and reacting is... read This is the product of vehicle speed and the driver's recognition and reaction time. To ensure the information board placement distances accommodate extreme conditions, the vehicle speed is calculated using the maximum speed limit for all lanes; specifically, it's calculated using the example of a vehicle traveling at the maximum speed limit in the leftmost Nth lane (the lane with the highest speed limit). For easier understanding, the distance D can be expressed using a specific expression below. read To express.

[0052] .

[0053] Among them, vread This represents the maximum speed limit for all lanes. Since the leftmost lane (Nth lane) is the overtaking lane, it has the highest speed limit, hence v read =v max-N .

[0054] It is understandable that, through the above analysis and calculation process, the shortest deployment distance from the information board at the service area entrance in this embodiment is... Considering factors such as reduced visibility due to adverse weather conditions, potential emergencies, and performance differences between vehicles, a margin can be added to the shortest installation distance from the information board to the service area entrance when deploying it. The specific value of this margin can be selected based on the actual needs of those skilled in the art; for example, it can be a fixed value of at least 200m, or 15% to 30% of the shortest installation distance before adding the margin. Therefore, the shortest installation distance for the information board is... The expression is: .

[0055] Compared to traditional methods, the technical solution in this application fully considers the driver's reaction time, lane-changing behavior characteristics, and road traffic constraints during the modeling process, and proposes a two-layer constraint model of "safe lane-changing window" and "continuous lane-changing limit". By comprehensively superimposing multiple factors such as white line length, minimum lane-changing distance, and minimum driving distance after lane changing, this method can accurately calculate the minimum required distance for the driver to complete judgment, operation, and driving under different vehicle speeds and lane conditions.

[0056] This mechanism effectively solves the dilemma in existing information sign deployment where "too close leads to insufficient response" and "too far leads to distraction," ensuring that the prompting time of the information signs conforms to human factors engineering principles while strictly meeting traffic constraints. Furthermore, this method incorporates an engineering margin into the model to address uncertainties such as rainy / foggy weather, insufficient visibility, and differences in vehicle performance, ensuring sufficient safety redundancy even in complex traffic environments. This allows the technical solution of this application to achieve a good balance between safety and operability.

[0057] To facilitate understanding of the technical solution of this application, the deployment process of the information board in this application will be described in detail below using specific parameters.

[0058] Assume a highway has three lanes, designated lane 1, lane 2, and lane 3 from right to left; the speed limit for lane 1 is 80 / 60 km / h, and the speed limits for lanes 2 and 3 are both 100 / 80 km / h. Then we have v max-1 =80 / 3.6≈22.22m / s, vmax-2 = v max-3 =100 / 3.6≈27.78m / s. The service area entrance is located on the length of the solid white safety line between lane 1 and lane 2, L=200m. The lane width is taken as a typical value w. r = 3.75m, the lane change angle α of the vehicle is taken as 5°, then tanα≈0.0875. Lane safety buffer time T g Take 1 second as the minimum travel time T after changing lanes. m Take 2 seconds, driver recognition and reaction time T r Take 1.5 seconds. The minimum safe following distance in lane 1 at high speed is X1 = 2D. min =100m, the minimum safe following distance for lanes 2 and 3 at high speeds is X2=X3=2D min =200m; Project margin = 200m.

[0059] Based on the parameters mentioned above, the longitudinal travel distance of the vehicle when making a lateral lane change can be calculated first. .

[0060] Lane safety buffer distance , .

[0061] To ensure that lane changes are not performed consecutively and instantaneously, the minimum longitudinal distance a vehicle must travel in lane 2 after changing lanes from lane 1 to lane 2 is required. .

[0062] Based on the above calculation process, the first distance required for a vehicle to change lanes from lane 1 to lane 2 is... The calculation process is as follows: .

[0063] Then the first safe distance The calculation process is as follows:

[0064] The first distance required for a vehicle to change lanes from lane 3 to lane 2. The calculation process is as follows: .

[0065] The first distance required for a vehicle to change lanes from lane 2 to lane 1. The calculation process is as follows: .

[0066] The minimum longitudinal distance that a vehicle must travel in lane 2 after changing lanes from lane 3 to lane 2. The calculation process is as follows: .

[0067] The minimum longitudinal distance a vehicle must travel in lane 1 after changing lanes from lane 2 to lane 1. The calculation process is as follows:

[0068] Then the second safety distance The calculation process is as follows: .

[0069] Distance D traveled by the driver while reading the information board read The calculation process is as follows: .

[0070] Based on the above calculation process, the shortest deployment distance between the information board and the service area entrance can be obtained. The calculation process is as follows: .

[0071] The information boards should be placed at least 1271m from the service area entrance, which can be rounded up to 1300m.

[0072] Based on the above-described specific deployment process, it is clear that the formulaic method proposed in this application does not rely on complex simulation systems or large databases. All input parameters can be directly obtained from design drawings, speed measurement data, or traffic regulations. The calculation process is logically clear, and the parameters can be easily obtained by the design unit during the highway design phase. The optimal information board placement distance can be obtained through simple calculations. This allows the method to be directly embedded into the highway service area design process, becoming a standardized auxiliary calculation tool.

[0073] Unlike traditional methods of "experience-based site selection" or "manual estimation," this method aligns each calculation step with safety regulations, providing a complete engineering basis. This allows transportation design institutes, construction companies, and subsequent operators to conduct unified design, verification, and adjustments. Furthermore, the calculation results can be output as tables or digital interfaces, facilitating integration into Geographic Information Systems (GIS) or transportation visualization platforms, further improving engineering implementation efficiency and intelligence.

[0074] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. A method of positioning a highway service area entrance advance information board, characterized by, The method comprises the following steps: acquiring highway data before the entrance of the service area, including the number of lanes, the width of the lanes and the speed limit; calculating the first safety distance required for the vehicle to change lanes from the lane closest to the entrance of the service area to the adjacent lane, and the second safety distance required for the vehicle to change lanes from the lane farthest from the entrance of the service area to the lane closest to the entrance of the service area according to the acquired highway data; adding the first safety distance, the second safety distance and the distance traveled by the driver during the process of reading the information board to obtain the shortest layout distance from the information board to the entrance of the service area.

2. The method of claim 1, wherein the information board is located at a position where a driver can recognize the information board before entering the service area. The minimum longitudinal distance required for the vehicle to change lanes once is the first distance, and the minimum longitudinal distance traveled by the vehicle after changing lanes to avoid continuous lane changing is the second distance; when calculating the first safety distance, the fact that a solid line is arranged between the lane closest to the entrance of the service area and the adjacent lane to prevent vehicles from crossing, and the minimum safety following distance required between vehicles in the same lane are considered; if the minimum safety following distance is less than the second distance, the first safety distance is the sum of the first distance, the length of the solid line and the second distance; if the minimum safety following distance is greater than the second distance, the first safety distance is the sum of the first distance, the length of the solid line and the minimum safety following distance.

3. The method of claim 1, wherein the information board is located at a position where a driver can recognize the information board before entering the service area. The second safety distance is the cumulative sum of the first distance and the second distance required for the vehicle to change lanes each time.

4. The method of positioning a highway service area entrance forecourt sign according to claim 2 or 3, wherein The calculation of the first distance comprises the following process: calculating the lane-changing longitudinal driving distance required for the vehicle to cross the lane laterally according to the width of the lane and the lane-changing angle; and calculating the inter-lane safety buffer distance required for the vehicle to change lanes according to the speed limit data of the lane; if the inter-lane safety buffer distance is greater than the minimum safety following distance, the first distance is the sum of the lane-changing longitudinal driving distance and the safety buffer distance; if the inter-lane safety buffer distance is less than the minimum safety following distance, the first distance is the sum of the lane-changing longitudinal driving distance and the minimum safety following distance.

5. The method of claim 4, wherein the information board is located at a position where a driver can recognize the information board when the driver drives the vehicle at a speed of 60 km / h or more. The lane-changing longitudinal driving distance is the ratio of the width of the lane to the tangent value of the lane-changing angle; wherein the lane-changing angle is 3°-10°.

6. The method of claim 4, wherein the information board is located at a position where a driver can recognize the information board before entering the service area. The inter-lane safety buffer distance is the product of the upper limit of the speed limit of the target lane after changing lanes and the inter-lane safety buffer time; wherein the inter-lane safety buffer time is at least 0.8s.

7. The method of positioning a highway rest area entrance advance information board according to claim 2 or 3, wherein The second distance is the product of the upper limit of the speed limit of the target lane after changing lanes and the minimum driving time; wherein the minimum driving time is at least 2s.

8. The method of claim 1, wherein the information board is located at a distance of 100 to 300 m from the entrance of the service area. The distance traveled by the driver during the process of reading the information board is the product of the vehicle speed and the time for the driver to identify and respond; wherein the vehicle speed adopts the maximum speed limit of all lanes, and the time for the driver to identify and respond is at least 1s.

9. The method of claim 1, wherein the information board is located at a distance of 100 to 300 m from the entrance of the service area. When the information board is laid out, an engineering allowance is added to the shortest layout distance from the information board to the entrance of the service area.

10. The method of claim 9, wherein the information board is located at a position where a driver can recognize the information board before entering the service area. The value of the engineering allowance is a fixed value of at least 200m, or 15%-30% of the shortest layout distance before the engineering allowance is added.

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