Emergency scene-oriented dynamic traffic guidance screen control method

Abstract

The invention discloses a dynamic traffic guidance screen control method for an emergency scene, and relates to the technical field of intelligent traffic, and the method comprises the steps: collecting the identity information, operation state parameters and lane information of each vehicle in a target road section at the current moment through a road side unit; when the emergency vehicle exists in the target road section, determining a lane where the emergency vehicle is located based on the lane information of the target road section, and generating a first type of induction instruction according to the running state parameters of each vehicle in the target road section; when the emergency vehicle does not exist in the target road section, determining the emergency risk degree of the target road section based on the operation state parameter of each vehicle in the target road section, and generating a second type of induction instruction; and controlling the traffic guidance screen to dynamically display guidance information corresponding to the guidance instruction according to the guidance instruction. According to the method, the traffic guidance screen is converted from a passive information display to an interactive traffic guidance decision terminal, and the vehicle passing efficiency and safety in an emergency scene can be remarkably improved.

Description

Technical Field

[0001] This application relates to the field of intelligent transportation technology, and in particular to a dynamic traffic guidance screen control method for emergency scenarios. Background Technology

[0002] In intelligent transportation systems, roadside units (RSUs) and traffic guidance screens are important infrastructure at intersections, playing crucial roles in traffic information exchange and traffic status dissemination, respectively.

[0003] Currently, data transmission at intersections primarily involves signals emitted by the Onboard Unit (OBU), captured by the Roadside Unit (RSU), and uploaded to the remote control center's system platform for analysis. Finally, professionals manually transmit the signals to the terminal guidance screen. This method suffers from a lengthy data transmission chain and requires manual review and assessment, resulting in information that is often delayed and ambiguous. Consequently, the information displayed on the traffic guidance screen is largely useless to drivers. Especially in emergency scenarios, professionals often need to analyze video detection, checkpoint data, and other information, by which time the actual situation at the intersection has changed, rendering the method ineffective in providing traffic guidance during emergencies. Summary of the Invention

[0004] This application addresses the aforementioned problems and technical requirements by proposing a dynamic traffic guidance screen control method for emergency scenarios. The technical solution of this application is as follows: A dynamic traffic guidance screen control method for emergency scenarios includes the following steps: The roadside units deployed on the target road segment are used to collect the identity information and operating status parameters of each vehicle in the target road segment at the current time, as well as the lane information of the target road segment; When the identity information of each vehicle in the target road segment indicates that there is an emergency vehicle with priority right-of-way in the target road segment, the lane where the emergency vehicle is located is determined based on the lane information of the target road segment, and a first type of guidance instruction is generated according to the operating status parameters of each vehicle in the target road segment. The first type of guidance instruction is used to guide social vehicles to give way to the emergency vehicle. When the identity information of each vehicle in the target road segment indicates that there are no emergency vehicles with priority right-of-way in the target road segment, the emergency risk level of the target road segment is determined based on the operating status parameters of each vehicle in the target road segment, and a second type of guidance instruction is generated according to the emergency risk level. The second type of guidance instruction is used to alleviate the congestion in the target road segment. According to the guidance instructions, the traffic guidance screens deployed at the upstream and downstream intersections of the target road segment dynamically display the guidance information corresponding to the guidance instructions.

[0005] Its further technical solution involves determining the emergency risk level of the target road segment based on the operating status parameters of each vehicle within the target road segment, including: Based on the operating status parameters of each vehicle in the target road segment and combined with the historical traffic data of the target road segment, the emergency risk index Q of the target road segment at the current moment is determined. The emergency risk index Q indicates the current emergency risk level of the target road segment. The larger the value of the emergency risk index Q, the higher the emergency risk level. The emergency risk index of the target road segment at multiple historical time points is determined, and the quantiles of the emergency risk index of the target road segment at all historical time points are determined. When the emergency risk index Q of the target road segment at the current time is in the 0th to k1st quantile, the emergency risk level of the target road segment is determined to be low risk; when the emergency risk index Q of the target road segment at the current time is in the k1th to k2th quantile, the emergency risk level of the target road segment is determined to be medium risk; when the emergency risk index Q of the target road segment at the current time is in the k2th to 100th quantile, the emergency risk level of the target road segment is determined to be high risk, where 0... <k1<k2<100%。

[0006] The further technical solution involves determining the emergency risk index of the target road segment at the current moment using operational status parameters including location coordinates and speed, including: Based on the coordinates of the first vehicle behind the stop line of the target road segment at the current moment. and the coordinates of the last vehicle Determine the queue length of the target road segment. , This indicates the distance between the first and last vehicles along the lane. This is the maximum allowed queue length for the road segment; Determine the average speed of the target road segment based on the current speed of each vehicle within the target road segment. , It is the first in the target road segment i The speed of the car N It is the total number of vehicles in the target road section; The first weighting coefficient is determined based on historical traffic data of the target road segment. Second weighting coefficient And determine the emergency risk index. .

[0007] The further technical solution is to determine the first weighting coefficient. Second weighting coefficient include: Obtain the number of times emergency scenarios occurred in each road segment within the target road segment area over the years, and construct a count of the occurrences of the target emergency scenario. W Queue length relative to the target road segment and average vehicle speed Association Model ,in, and These are model coefficients. It is the model intercept; emergency scenarios include the presence of emergency vehicles, or the target road segment having a medium or high level of emergency risk. The negative binomial regression method was used to solve the correlation model to obtain the model coefficients. and and the model coefficients and The first weighting coefficient is obtained by normalization calculation. The second weighting coefficient is obtained. .

[0008] Its further technical solution is that the operating status parameters include speed, and the generation of the first type of induction command includes: Determine the average speed of each lane in the target road segment based on the speed of each vehicle in each lane. When there are lanes with average speeds greater than the speed threshold in other lanes besides the lane where the emergency vehicle is located within the target road segment, a first-type guidance instruction is generated to guide other vehicles in the lane where the emergency vehicle is located to change lanes to the lane with average speeds greater than the speed threshold. When there are no lanes with average speeds greater than the speed threshold in the target road segment, a first-type guidance instruction is generated to guide other vehicles in the lane where the emergency vehicle is located to stop close to the lane line.

[0009] Its further technical solution is that the operating status parameters include speed, and a second type of induction command is generated based on the degree of emergency risk, including: Determine the average speed of each lane in the target road segment based on the speed of each vehicle in each lane. When the emergency risk level is medium risk, the average speed of each lane is sorted and a second type of guidance instruction is generated to guide vehicles in lanes with low average speed to change lanes with high average speed. When the emergency risk level is high risk, a second type of guidance instruction is generated to guide vehicles in lanes with the lowest average speed to travel first, while vehicles in other lanes wait in place, and to guide traffic to the upstream intersection of the target road segment to reduce the traffic flow entering the target road segment.

[0010] A further technical solution is that the traffic guidance screen includes a graphic display module and a text display module. According to the first type of guidance instruction, the traffic guidance screen dynamically displays the guidance information corresponding to the guidance instruction, including: The graphic display module of the traffic guidance screen at the downstream intersection of the target road segment highlights and flashes the border of the lane where the emergency vehicle is located. When there is a lane in the target road segment with an average speed greater than the speed threshold, a green clear sign is displayed on the lane with an average speed greater than the speed threshold, and an arrow is displayed on the lane where the emergency vehicle is located pointing in the direction of the lane with an average speed greater than the speed threshold. Preset text is also displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt the emergency vehicle to clear its lane. When there is no lane in the target road segment with an average speed greater than the speed threshold, preset text is displayed on the text display module of the traffic guidance screen at the upstream intersection of the target road segment to prompt detours, and preset text is displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt other vehicles in the lane where the emergency vehicle is located to stop and give way to the emergency vehicle.

[0011] A further technical solution is that the traffic guidance screen includes a graphic display module and a text display module. According to the second type of guidance instruction, the traffic guidance screen dynamically displays the guidance information corresponding to the guidance instruction, including: When the emergency risk level is medium, different colored passage signs are displayed on each lane according to average speed, with darker colors for lower average speeds. Arrows are also displayed on each lane pointing to other lanes with higher average speeds. The average speed of each lane is displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt vehicles to change lanes. When the emergency risk level is high, a passage sign is displayed on the lane with the lowest average speed, and no-entry signs are displayed on the other lanes. Pre-set text is displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt vehicles in each lane to proceed or stop. Pre-set text is displayed on the text display module of the traffic guidance screen at the upstream intersection of the target road segment to prompt vehicles to detour.

[0012] The further technical solution is that the operating status parameters include location coordinates, the traffic guidance screen includes a text display module, and the dynamic traffic guidance screen control method also includes: The system uses roadside units to monitor the location coordinates of each vehicle within the target road segment after the traffic guidance screen executes the guidance instructions. It then feeds back the identity information of vehicles that do not follow the guidance instructions to the traffic guidance screen downstream of the target road segment. The vehicle's identity information is displayed on the text display module of the traffic guidance screen downstream of the target road segment to prompt the vehicle to execute the guidance instructions.

[0013] A further technical solution is that the dynamic traffic guidance screen control method is applied to the traffic guidance screen control system, which includes a roadside unit and a traffic guidance screen, and a direct communication link is set between the roadside unit and the traffic guidance screen. The roadside unit is used to collect the identity information and operating status parameters of each vehicle in the target road segment in real time, as well as the lane information of the target road segment, and send the collected data to the traffic guidance screen, and monitor the changes in the operating status parameters of each vehicle and feed them back to the traffic guidance screen. The traffic guidance screen has a built-in decision module and a display driver module. The decision module is used to generate guidance instructions locally based on the received data, and the display driver module is used to drive the screen to display guidance information according to the guidance instructions.

[0014] The beneficial technical effects of this application are: This application discloses a dynamic traffic guidance screen control method for emergency scenarios. By achieving localized and real-time control of "perception-decision-display" at the intersection level, it transforms the traffic guidance screen from a passive information display into an interactive traffic guidance decision-making terminal that makes timely decisions and continuously corrects itself based on real-time dynamic information from roadside units. By dynamically generating and executing lane-level guidance instructions for emergency scenarios, it can provide clear and efficient driving guidance for vehicles, solving problems in existing technologies such as the lack of emergency traffic management plans at intersections, chaotic vehicle traffic, low utilization rate of traffic guidance screens, ambiguous guidance information, functional disconnect between roadside units and intersection traffic guidance screens, and untimely human intervention in emergency scenarios. This method can promptly handle unexpected situations in emergency scenarios, thereby effectively improving vehicle traffic efficiency and driving safety in emergency situations.

[0015] By establishing a dedicated direct communication link between roadside units and traffic guidance screens, a collaborative control system is constructed, with the intelligent traffic guidance screen as the execution terminal and the roadside units as the data-driven core. This reduces data transmission latency to milliseconds in the event of an emergency. This approach eliminates the data barriers between roadside units and traffic guidance screens, laying an important foundation for intelligent collaboration and linkage of intersection-level facilities. Attached Figure Description

[0016] Figure 1 This is an architecture diagram of a traffic guidance screen control system in an example.

[0017] Figure 2 This is a flowchart of the dynamic traffic guidance screen control method. Detailed Implementation

[0018] The specific embodiments of this application will be further described below with reference to the accompanying drawings.

[0019] This application discloses a dynamic traffic guidance screen control method for emergency scenarios, which can be deployed in a system platform of a remote control center to achieve automated traffic guidance screen control and solve the problems of data delay and information lag caused by relying on manual judgment.

[0020] To further achieve real-time control of traffic guidance screens, this method can be deployed on a local system to fundamentally solve the data transmission delay problem. In one embodiment, the dynamic traffic guidance screen control method of this application is applied to a traffic guidance screen control system; please refer to [reference needed]. Figure 1 The system architecture shown depicts a traffic guidance screen control system comprising roadside units and traffic guidance screens, with direct communication links between them. Each road segment has at least one roadside unit, and each upstream and downstream intersection of a road segment has at least one traffic guidance screen. Therefore, the traffic guidance screen control system includes at least one roadside unit and two traffic guidance screens, with direct communication links between each roadside unit and each traffic guidance screen. Furthermore, the data transmission method between the roadside unit and each traffic guidance screen is identical.

[0021] The roadside unit is used to collect the identity information and operating status parameters of each vehicle in the target road segment in real time, as well as the lane information of the target road segment, and send the collected data to the traffic guidance screen. It also monitors the changes in the operating status parameters of each vehicle and feeds them back to the traffic guidance screen. The vehicle's identity information and operating status parameters are sent to the roadside unit through the vehicle's on-board unit (OBU). The operating status parameters include position coordinates and speed. The traffic guidance screen has a built-in decision module and a display driver module. The decision module generates guidance instructions locally based on the received data, and the display driver module drives the screen to display guidance information according to the guidance instructions. The decision module uses a small computing chip, such as an embedded processor, built into the traffic guidance screen to perform data processing. The display driver module includes a graphics display module and a text display module. The graphics display module includes a graphics display screen, and the text display module includes a text display screen. The traffic guidance screen of this application can be constructed by adding a text display screen to an existing traffic guidance screen. Existing traffic guidance screens include graphics display screens and have lane-level graphics display capabilities.

[0022] In the face of emergencies, drivers have greater mobility than professionals in remote control centers, but due to limitations in the number of vehicles and the surrounding environment, they often choose to wait in place or make irregular adjustments. The method in this application can address this type of problem promptly in emergency scenarios through traffic guidance screen displays. When the roadside unit detects an emergency, the traffic guidance screen switches from normal display to emergency display. The roadside unit directly transmits vehicle information to the intersection traffic guidance screen, where the decision-making module performs local calculations and data analysis to generate corresponding guidance instructions, which are then sent to the display driver module. The traffic guidance screen dynamically displays the driving direction of the corresponding vehicles at the intersection according to their lanes, achieving timely information guidance. Simultaneously, the traffic guidance information is synchronized to the remote control center's system platform, enabling interaction with the control center.

[0023] Based on this control system, the dynamic traffic guidance screen control method of this application can be found in the following reference. Figure 2 The flowchart shown illustrates the specific steps of this method: Step 1: Utilize roadside units deployed on the target road segment to collect the current identity information and operational status parameters of each vehicle within the target road segment, and obtain the lane information for the target road segment. Specifically, the vehicle's identity information and operational status parameters are transmitted to the roadside units via onboard units. The lane information for the target road segment is stored in the traffic signal controller at the intersection and can be directly obtained when needed, including the position, direction, and area range of each lane.

[0024] Traditional traffic guidance screen control modes rely on a data transmission path of roadside unit – remote control center system platform – traffic guidance screen. The main problems lie in network transmission latency and system platform latency. In the face of sudden emergencies, latency can lead to problems such as emergency vehicles entering the center of traffic flow before a decision is made, or traffic surges at intersections causing congestion in some lanes due to accidents. By the time guidance instructions finally arrive, the optimal traffic management window has passed, leaving emergency vehicles stuck in congestion, or intersections overflowing due to accidents, or requiring dangerous forced traffic management, failing to achieve proactive, "predictive" guidance. To address this issue, this application utilizes point-to-point transmission between the roadside unit and the traffic guidance screen terminal, establishing a dedicated direct link. The traffic guidance screen terminal performs data analysis and decision-making internally, moving the decision-making layer from the remote control center system platform down to the screen terminal. After receiving data from the roadside unit, the decision-making module directly processes and analyzes the emergency scenario, generating corresponding guidance instructions in real time to achieve timely vehicle guidance and evacuation. Therefore, it is crucial to first determine the emergency scenario to make targeted decisions.

[0025] Emergency scenarios include the passage of emergency vehicles through target road sections and traffic congestion overflows caused by sudden events such as traffic surges on special days or traffic accidents. Emergency vehicles, such as ambulances, police cars, and fire trucks, have priority and require all other vehicles on the road to give way. Therefore, it is necessary to first determine whether emergency vehicles are present in the emergency scenario. The identification information of emergency vehicles indicates their identity; whether a vehicle is an emergency vehicle can be determined from the identification information of each vehicle.

[0026] Step 2: The decision-making module within the traffic guidance screen generates corresponding guidance instructions based on the emergency scenario, specifically including two scenarios: whether or not there is an emergency vehicle. (1) When the identity information of each vehicle in the target road segment indicates that there is an emergency vehicle with priority right of way in the target road segment, the lane where the emergency vehicle is located is determined based on the lane information of the target road segment, and a first type of guidance instruction is generated according to the operating status parameters of each vehicle in the target road segment. The first type of guidance instruction is used to guide social vehicles to give way to the emergency vehicle.

[0027] Specifically, generating the first type of induction instructions includes: Based on the speed of each vehicle in each lane of the target road segment, determine the average speed of each lane in the target road segment. The average speed of each lane is the average speed of all vehicles in that lane. When there are lanes with average speeds exceeding a speed threshold in lanes other than the lane containing the emergency vehicle within the target road segment, a first-type guidance instruction is generated to guide other vehicles in the emergency vehicle's lane to change lanes with average speeds exceeding the speed threshold. The specific value of the speed threshold can be set based on practical application and experience. If the average speed of the adjacent lanes to the emergency vehicle's lane exceeds the speed threshold, a single lane change is sufficient to avoid the emergency vehicle. If the average speed of the adjacent lanes to the emergency vehicle's lane does not exceed the speed threshold, but the average speed of other lanes does, then vehicles in the emergency vehicle's lane need to be guided to change lanes sequentially to lanes with average speeds exceeding the speed threshold. This process may require multiple lane changes, and drivers need to operate according to actual road conditions.

[0028] When there are no lanes with an average speed greater than the speed threshold within the target road segment, a first-type guidance instruction is generated to guide other vehicles in the lane where the emergency vehicle is located to stop close to the lane lines. Since the average speed of all lanes in the target road segment is low, it indicates that the vehicles in the target road segment are in a congested state and there is not enough space to change lanes to avoid the emergency vehicle. At this time, it is necessary to guide other vehicles in the lane where the emergency vehicle is located to stop close to the left and right lane lines at a 45-degree angle, thereby making way for the emergency vehicle.

[0029] (2) When the identity information of each vehicle in the target road segment indicates that there is no emergency vehicle with priority right of way in the target road segment, the emergency risk level of the target road segment is determined based on the operating status parameters of each vehicle in the target road segment, and a second type of guidance instruction is generated according to the emergency risk level. The second type of guidance instruction is used to alleviate the congestion in the target road segment.

[0030] In one embodiment, determining the emergency risk level of a target road segment based on the operating status parameters of each vehicle within the target road segment includes: According to the operating state parameters of each vehicle in the target road section, and combining with the historical traffic data of the target road section, determine the emergency risk index Q of the target road section at the current moment. The emergency risk index Q indicates the current emergency risk level of the target road section. The larger the value of the emergency risk index Q, the higher the emergency risk level. Since the historical traffic data indicates the traffic operation rules of the target road section, the emergency risk level of the target road section at the current moment can be obtained by statistically analyzing the historical traffic data. Specifically, determine the emergency risk index of the target road section at multiple historical moments, and determine the quantiles of the emergency risk index of the target road section at all historical moments; when the emergency risk index Q of the target road section at the current moment is in the 0~k1 quantiles, determine that the emergency risk level of the target road section is low risk; when the emergency risk index Q of the target road section at the current moment is in the k1~k2 quantiles, determine that the emergency risk level of the target road section is medium risk; when the emergency risk index Q of the target road section at the current moment is in the k2~100% quantiles, determine that the emergency risk level of the target road section is high risk, where 0 < k1 < k2 < 100%. The specific values of k1 and k2 can be set according to the actual application situation by summarizing experience in combination with historical data. In this application, k1 = 50% and k2 = 85% are set.

[0031] If there are no emergency vehicles in the target road section, there is no need to clear the emergency lane, but there may be congestion caused by emergencies. The higher the degree of congestion, the higher the risk of emergencies. Therefore, it is necessary to determine the current emergency risk index according to the congestion influencing factors of the target road section.

[0032] Considering that the main influencing factors of congestion in the target road section include queue length and average speed, determining the emergency risk index of the target road section at the current moment includes: According to the position coordinates of the first vehicle behind the stop line of the target road section at the current moment and the position coordinates of the last vehicle , determine the queue length of the target road section , [ represents the distance between the first vehicle and the last vehicle along the lane direction, is the maximum allowable queue length of the road section, and the specific value is custom-set according to actual experience; According to the speeds of each vehicle in the target road section at the current moment, determine the average speed of the target road section , is the speed of the i th vehicle in the target road section, N is the total number of vehicles in the target road section; Determine the first weighting coefficient and the second weighting coefficient based on the historical traffic data of the target road section, and determine the emergency risk index .

[0033] First weighting coefficient Second weighting coefficient The settings are based on historical traffic data and traffic conditions at the intersection. The first weighting coefficient is determined. Second weighting coefficient include: Considering the significant differences in the frequency of emergency scenarios across different road sections each year, which could lead to excessive dispersion (i.e., large differences in the frequency of emergency scenarios across road sections with a variance much greater than the mean), this application employs a negative binomial regression model to fit the relationship between the frequency of emergency scenario occurrences and congestion influencing factors, quantifying the weight of each factor's impact on the occurrence of emergency scenarios. Specifically, it obtains the frequency of emergency scenarios for each road section within the target road section's area over the years and constructs a target emergency scenario occurrence count. W Queue length relative to the target road segment and average vehicle speed Association Model ,in, and These are model coefficients, reflecting the degree of influence of each influencing factor on the frequency of emergency scenarios; This is the model intercept, a random variable added to account for individual differences in road segments and varying conditions across different segments. Emergency scenarios include the presence of emergency vehicles, or the target road segment having a medium or high risk level. This method ensures the frequency of emergency scenarios occurring for each road segment. W Influenced by both common factors (model coefficients) and its own baseline values ​​(model intercept), it perfectly adapts to each road segment. W The differences are as follows; among them, the specific range of the area where the target road segment is located can be determined according to the actual application requirements.

[0034] The negative binomial regression method was used to solve the correlation model to obtain the model coefficients. and and the model coefficients and The first weighting coefficient is obtained by normalization calculation. The second weighting coefficient is obtained. This method utilizes data from all road segments to improve prediction accuracy while respecting the uniqueness of each segment, thus solving the problem... W Discrete problems.

[0035] After obtaining the emergency risk level of the target road segment, a second type of guidance instruction can be generated based on the emergency risk level, including: Determine the average speed of each lane in the target road segment based on the speed of each vehicle in each lane. When the emergency risk level is medium, the congestion level of the target road segment is relatively low, and the current congestion can be alleviated by balancing the traffic flow of each lane. Specifically, the average speed of each lane is sorted, and instructions are generated to guide vehicles in lanes with low average speeds to change lanes with high average speeds as a second type of guidance instruction; When the emergency risk level is high, the congestion level of the target road segment is relatively high, requiring priority passage for vehicles in some lanes and upstream diversion to alleviate the current congestion. Specifically, a second type of guidance instruction is generated, which guides vehicles in the lane with the lowest average speed to proceed first, while vehicles in other lanes wait in place, and guides upstream intersections to divert traffic to reduce the flow of vehicles entering the target road segment. When the emergency risk level is low, no guidance is required. It should be noted that the entire process involves real-time monitoring and guidance; therefore, the algorithm adjusts guidance instructions in real-time based on changes in traffic conditions. Furthermore, when the emergency risk level is high, the system promptly alerts the remote control center to the current road conditions of the target segment, increasing attention to the target segment and ensuring safe passage.

[0036] Step 3: Control the traffic guidance screens deployed at the upstream and downstream intersections of the target road segment to dynamically display the guidance information corresponding to the guidance instructions according to the guidance instructions.

[0037] Existing traffic guidance screens display static, single-text information such as "Please be aware and give way" in emergency scenarios. This information is unclear and requires drivers to make secondary judgments, which can easily lead to misjudgments in emergency situations. This application upgrades the guidance information from text display to a combination of graphic instructions and text prompts. Through dynamic, graphical, and lane-level visual guidance, the ambiguous text display is transformed into clear guidance information, making vehicle avoidance behavior more orderly, thereby greatly improving avoidance efficiency and road safety.

[0038] Depending on the specific scenario, two types of guidance instructions are used to control the traffic guidance screen to display corresponding guidance information. The traffic guidance screen includes a graphic display module and a text display module. Specifically, according to the first type of guidance instruction, the traffic guidance screen dynamically displays the guidance information corresponding to the instruction, including: The graphic display module of the traffic guidance screen at the downstream intersection of the target road segment highlights and flashes the border of the emergency vehicle lane. The specific highlighting and flashing colors and frequencies can be customized according to actual needs. For example, the border of the emergency vehicle lane can be highlighted in red and flashed at a high frequency. When there are lanes in the target road segment with an average speed greater than the speed threshold, a green clear sign is displayed on the lane with the average speed greater than the speed threshold, and an arrow pointing in the direction of the lane with the average speed greater than the speed threshold is displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt the emergency vehicle lane to be cleared. The specific graphic and preset text content of the traffic flow sign can be customized. For example, the preset text could be "An ambulance is about to pass through the first lane, please clear the first lane." When there are no lanes with an average speed greater than the speed threshold in the target road segment, the preset text will be displayed on the text display module of the traffic guidance screen at the upstream intersection of the target road segment to prompt detours, such as "The intersection ahead is congested, please detour." The preset text will also be displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt other vehicles in the emergency vehicle's lane to stop and give way to the emergency vehicle, such as "Vehicles in the first lane, please stop close to the lane line to give way to the ambulance."

[0039] According to the second type of guidance instruction, the traffic guidance screen dynamically displays the guidance information corresponding to the guidance instruction, including: When the emergency risk level is medium, different colored "pass" signs are displayed in each lane according to average speed, with darker colors for lower average speeds. An arrow is displayed in each lane pointing to other lanes with average speeds higher than the current lane. The average speed of each lane is also displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt vehicles to change lanes. When the emergency risk level is high, a "pass" sign is displayed in the lane with the lowest average speed, while "no-entry" signs are displayed in the other lanes. Pre-set text is displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to instruct vehicles in each lane to proceed or stop, such as "Wait in lane one." Pre-set text is also displayed on the text display module of the traffic guidance screen at the upstream intersection of the target road segment to suggest detours, such as "Congestion ahead, please detour." The various pass and no-entry signs can be customized and pre-stored in the traffic guidance screen according to actual needs.

[0040] After the current guidance information is executed, in order to ensure effective guidance, it is necessary to use the roadside unit to monitor the trajectory changes of vehicles in each lane in real time, compare the actual driving trajectory of the vehicles with the guidance trajectory indicated by the traffic guidance screen, so that the decision module of the traffic guidance screen can correct vehicles that do not conform to the expected driving trajectory in a timely manner.

[0041] In one embodiment, the dynamic traffic guidance screen control method further includes: The system uses roadside units to monitor the location coordinates of each vehicle within the target road segment after the traffic guidance screen executes the guidance instructions. It then feeds back the identity information of vehicles that do not follow the guidance instructions to the traffic guidance screen downstream of the target road segment. The vehicle's identity information is displayed on the text display module of the traffic guidance screen downstream of the target road segment to prompt the vehicle to execute the guidance instructions. Similarly, the specific text that prompts the vehicle can be customized, such as displaying "Please change lanes to the second lane in time if your vehicle is a Jiangsu B88888".

[0042] Furthermore, traffic guidance screens can also coordinate with in-vehicle units to improve the success rate of guidance. The traffic guidance screen can synchronize guidance instructions to the in-vehicle unit, which can then display guidance information inside the vehicle, achieving synchronous guidance both inside and outside the vehicle.

[0043] Furthermore, if the system detects that the emergency situation on the target road segment has been effectively alleviated after the guidance instructions are executed—for example, most other vehicles have successfully avoided the area, and the ambulance's travel time has been shortened—then these results and guidance instructions can be packaged and fed back to the system platform at the remote control center. This data can be used to optimize future emergency response strategies, enrich the sample database, and improve the accuracy of subsequent prediction data.

[0044] This application method directly transmits the rich real-time data obtained by the roadside unit to the traffic guidance screen system, shortening the response link delay and enabling the traffic guidance screen to release accurate guidance information for sudden emergency situations. The roadside unit and the traffic guidance screen can be designed and deployed as a collaborative system, which increases the collaborative decision-making mechanism in handling emergency situations and does not rely on system platforms far from the intersection for decision-making. In emergency scenarios, the displayed content can be matched with the sudden situation in a timely manner, the guidance information is accurately divided, and dynamic, personalized, lane-level guidance signs are generated.

[0045] The above descriptions are merely preferred embodiments of this application, and this application is not limited to the above embodiments. It is understood that other improvements and variations that can be directly derived or conceived by those skilled in the art without departing from the spirit and concept of this application should be considered to be included within the protection scope of this application.

Claims

1. A dynamic traffic guidance screen control method for emergency scenarios, characterized in that, The dynamic traffic guidance screen control method includes: The system utilizes roadside units deployed on the target road segment to collect the identity information and operating status parameters of each vehicle on the target road segment at the current moment, and obtains the lane information of the target road segment. When the identity information of each vehicle in the target road segment indicates that there is an emergency vehicle with priority right-of-way in the target road segment, the lane where the emergency vehicle is located is determined based on the lane information of the target road segment, and a first type of guidance instruction is generated according to the operating status parameters of each vehicle in the target road segment. The first type of guidance instruction is used to guide social vehicles to give way to the emergency vehicle. When the identity information of each vehicle in the target road segment indicates that there are no emergency vehicles with priority right-of-way in the target road segment, the emergency risk level of the target road segment is determined based on the operating status parameters of each vehicle in the target road segment, and a second type of guidance instruction is generated according to the emergency risk level. The second type of guidance instruction is used to alleviate the congestion in the target road segment. According to the guidance instructions, the traffic guidance screens deployed at the upstream and downstream intersections of the target road segment dynamically display the guidance information corresponding to the guidance instructions.

2. The dynamic traffic guidance screen control method according to claim 1, characterized in that, Determining the emergency risk level of a target road segment based on the operational status parameters of each vehicle within that segment includes: Based on the operating status parameters of each vehicle in the target road segment and combined with the historical traffic data of the target road segment, the emergency risk index Q of the target road segment at the current moment is determined. The emergency risk index Q indicates the current emergency risk level of the target road segment. The larger the value of the emergency risk index Q, the higher the emergency risk level. The emergency risk index of the target road segment at multiple historical time points is determined, and the quantiles of the emergency risk index of the target road segment at all historical time points are determined. When the emergency risk index Q of the target road segment at the current time is in the 0th to k1st quantile, the emergency risk level of the target road segment is determined to be low risk; when the emergency risk index Q of the target road segment at the current time is in the k1th to k2th quantile, the emergency risk level of the target road segment is determined to be medium risk; when the emergency risk index Q of the target road segment at the current time is in the k2th to 100th quantile, the emergency risk level of the target road segment is determined to be high risk, where 0... <k1<k2<100%。 3. The dynamic traffic guidance screen control method according to claim 2, characterized in that, The operational status parameters include location coordinates and speed. The emergency risk index of the target road segment at the current moment includes: Based on the coordinates of the first vehicle behind the stop line of the target road segment at the current moment. and the coordinates of the last vehicle Determine the queue length of the target road segment. , This indicates the distance between the first and last vehicles along the lane. This is the maximum allowed queue length for the road segment; Determine the average speed of the target road segment based on the current speed of each vehicle within the target road segment. , It is the first within the target road segment i The speed of the car N It is the total number of vehicles in the target road section; The first weighting coefficient is determined based on historical traffic data of the target road segment. Second weighting coefficient And determine the emergency risk index. .

4. The dynamic traffic guidance screen control method according to claim 3, characterized in that, Determine the first weighting coefficient Second weighting coefficient include: Obtain the number of times emergency scenarios occurred in each road segment within the target road segment area over the years, and construct a count of the occurrences of the target emergency scenario. W Queue length relative to the target road segment and average vehicle speed Association model ,in, and These are model coefficients. It is the model intercept; emergency scenarios include the presence of emergency vehicles, or the target road segment having a medium or high level of emergency risk. The negative binomial regression method was used to solve the correlation model to obtain the model coefficients. and and the model coefficients and The first weighting coefficient is obtained by normalization calculation. The second weighting coefficient is obtained. .

5. The dynamic traffic guidance screen control method according to claim 1, characterized in that, The operating status parameters include speed, and the generation of the first type of induction command includes: Determine the average speed of each lane in the target road segment based on the speed of each vehicle in each lane. When there are lanes with average speeds greater than the speed threshold in other lanes besides the lane where the emergency vehicle is located within the target road segment, a first-type guidance instruction is generated to guide other vehicles in the lane where the emergency vehicle is located to change lanes to the lane with average speeds greater than the speed threshold. When there are no lanes with average speeds greater than the speed threshold in the target road segment, a first-type guidance instruction is generated to guide other vehicles in the lane where the emergency vehicle is located to stop close to the lane line.

6. The dynamic traffic guidance screen control method according to claim 2, characterized in that, The operational status parameters include speed, and the second type of guidance command generated based on the emergency risk level includes: Determine the average speed of each lane in the target road segment based on the speed of each vehicle in each lane. When the emergency risk level is medium risk, the average speed of each lane is sorted and a second type of guidance instruction is generated to guide vehicles in lanes with low average speed to change lanes with high average speed. When the emergency risk level is high risk, a second type of guidance instruction is generated to guide vehicles in lanes with the lowest average speed to travel first, while vehicles in other lanes wait in place, and to guide traffic to the upstream intersection of the target road segment to reduce the traffic flow entering the target road segment.

7. The dynamic traffic guidance screen control method according to claim 5, characterized in that, The traffic guidance screen includes a graphic display module and a text display module. According to the first type of guidance instruction, the traffic guidance screen dynamically displays the guidance information corresponding to the guidance instruction, including: The graphic display module of the traffic guidance screen at the downstream intersection of the target road segment highlights and flashes the border of the lane where the emergency vehicle is located. When there is a lane in the target road segment with an average speed greater than the speed threshold, a green clear sign is displayed on the lane with an average speed greater than the speed threshold, and an arrow is displayed on the lane where the emergency vehicle is located pointing in the direction of the lane with an average speed greater than the speed threshold. Preset text is also displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt the emergency vehicle to clear its lane. When there is no lane in the target road segment with an average speed greater than the speed threshold, preset text is displayed on the text display module of the traffic guidance screen at the upstream intersection of the target road segment to prompt detours, and preset text is displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt other vehicles in the lane where the emergency vehicle is located to stop and give way to the emergency vehicle.

8. The dynamic traffic guidance screen control method according to claim 6, characterized in that, The traffic guidance screen includes a graphic display module and a text display module. According to the second type of guidance command, the traffic guidance screen dynamically displays the guidance information corresponding to the guidance command, including: When the emergency risk level is medium, different colored passage signs are displayed on each lane according to average speed, with darker colors for lower average speeds. Arrows are also displayed on each lane pointing to other lanes with average speeds higher than the lane in question. The average speed of each lane is displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt vehicles to change lanes. When the emergency risk level is high, a passage sign is displayed on the lane with the lowest average speed, and no-entry signs are displayed on the other lanes. Preset text is displayed on the text display module of the traffic guidance screen at the downstream intersection of the target road segment to prompt vehicles in each lane to proceed or stop. Preset text is displayed on the text display module of the traffic guidance screen at the upstream intersection of the target road segment to prompt vehicles to detour.

9. The dynamic traffic guidance screen control method according to claim 1, characterized in that, The operating status parameters include location coordinates, the traffic guidance screen includes a text display module, and the dynamic traffic guidance screen control method further includes: The system uses roadside units to monitor the position coordinates of each vehicle in the target road segment after the traffic guidance screen executes the guidance command. The system then feeds back the identity information of vehicles that do not follow the guidance command to the traffic guidance screen downstream of the target road segment. The identity information of the vehicles is displayed on the text display module of the traffic guidance screen downstream of the target road segment to prompt the vehicles to execute the guidance command.

10. The dynamic traffic guidance screen control method according to any one of claims 1-9, characterized in that, The dynamic traffic guidance screen control method is applied to the traffic guidance screen control system, which includes a roadside unit and a traffic guidance screen, and a direct communication link is provided between the roadside unit and the traffic guidance screen. The roadside unit is used to collect the identity information and operating status parameters of each vehicle in the target road segment in real time, as well as the lane information of the target road segment, and send the collected data to the traffic guidance screen, and monitor the changes in the operating status parameters of each vehicle and feed them back to the traffic guidance screen. The traffic guidance screen has a built-in decision module and a display driver module. The decision module is used to generate guidance instructions locally based on the received data, and the display driver module is used to drive the screen to display guidance information according to the guidance instructions.

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