Visual grading identification design method for gradient effect concave deceleration strip
By designing a gradient effect concave speed bump, using a concave structure with progressively increasing depth and decreasing spacing, and visual markings, the problems of vehicle bumps and insufficient deterrence in existing speed bump designs are solved, thus improving safety and comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- 陈冕
- Filing Date
- 2026-03-12
- Publication Date
- 2026-04-28
AI Technical Summary
Existing speed bump designs lack a gradient feedback mechanism that changes with the direction of travel, resulting in significant bumps for compliant vehicles at low speeds, while providing insufficient physical deterrence for non-compliant vehicles at high speeds. Drivers cannot accurately predict the impact level ahead, making it difficult to achieve visual warning and active deceleration, thus reducing road safety and comfort.
The gradient effect concave speed bump visual grading sign design method is adopted. By calculating the concave depth and the spacing that gradually decrease along the vehicle's direction of travel, and combining the preset visual grading sign mapping rules, the corresponding color and graphic symbol are matched for each concave speed bump unit, generating a speed bump group design scheme that includes physical gradient information and visual warning information.
It effectively reduces suspension wear on compliant low-speed vehicles, forces speeding vehicles to slow down by changing the depth and spacing of indentations, improves the efficiency of speed limit control on road sections, and allows drivers to anticipate the level of physical impact through visual signals, reducing the risk of vehicle damage and loss of control.
Smart Images
Figure CN121936075A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of road safety facilities technology, and in particular to a design method for visual grading markings of recessed speed bumps with gradient effects. Background Technology
[0002] Speed bumps are key facilities for controlling vehicle speed in traffic safety management, and are widely used on highways, parking lots, and residential areas. Speed bump design is primarily based on relevant road engineering standards, employing standardized physical structures such as raised or recessed sections. Designers typically set uniform geometric parameters on design drawings, such as height, depth, and spacing, and plan universal traffic markings. The aim is to use physical barriers to change the road surface elevation, thereby forcing drivers to reduce their speed within a specific area to ensure traffic safety.
[0003] Existing speed bump designs typically use a single, fixed geometric parameter, lacking a gradient feedback mechanism that changes with the direction of travel. This results in noticeable bumps for compliant vehicles at low speeds, while providing insufficient physical deterrence for non-compliant vehicles at high speeds. Furthermore, current signage designs only serve as location indicators and do not establish a quantitative mapping with physical parameters. Drivers cannot accurately predict the impact level ahead using visual information before reaching the speed bump, making it difficult to establish a safety loop of "visual warning - active deceleration." Improper speed control can easily lead to severe vibrations or loss of control of the vehicle, reducing road safety and comfort. Summary of the Invention
[0004] To overcome the above shortcomings, this invention provides a visual grading marking design method for recessed speed bumps with gradient effect, aiming to improve the reduced safety and comfort of vehicle driving caused by the single speed bump.
[0005] In a first aspect, the present invention provides the following technical solution: a method for designing visual grading markings for gradient-effect concave speed bumps, comprising:
[0006] Step S1: Obtain the basic design data of the target road scene, including the target speed limit value and the total length of the deceleration zone;
[0007] Step S2: Based on the basic design data, calculate the geometric configuration parameters of the multiple concave deceleration units arranged sequentially along the vehicle's travel direction. The geometric configuration parameters include the concave depth value of each concave deceleration unit and the spacing value between adjacent concave deceleration units. The calculated concave depth value shows a gradually increasing trend along the vehicle's travel direction, and the calculated spacing value shows a gradually decreasing trend along the vehicle's travel direction.
[0008] Step S3: Retrieve the preset visual grading label mapping rules, which define the correspondence between different concave depth numerical ranges and different visual grading label data;
[0009] Step S4: Iterate through the geometric configuration parameters of each concave deceleration unit calculated in step S2, and match the corresponding visual hierarchical identification data for each concave deceleration unit according to the mapping rules.
[0010] Step S5: Integrate the calculated geometric configuration parameters with the matched visual grading label data to generate a speed bump group design scheme that includes physical gradient information and visual warning information.
[0011] Preferably, in step S1, obtaining the basic design data of the target road scene specifically includes: generating a parameter configuration interface, receiving the target speed limit value and the total length value of the deceleration zone from external input through the parameter configuration interface, and performing a validity check on the input values.
[0012] Preferably, in step S2, the calculated concave depth value shows a progressively increasing trend along the vehicle's direction of travel. Specifically, this includes setting a base depth value and a depth growth coefficient, and calculating the concave depth value of each concave deceleration unit in the sequence in such a way that the concave depth value of the next concave deceleration unit is equal to the concave depth value of the previous concave deceleration unit multiplied by the depth growth coefficient.
[0013] Preferably, in step S2, the calculated spacing value shows a decreasing trend along the vehicle's direction of travel, specifically including: setting a basic spacing value and a spacing reduction step size, and calculating the positioning coordinate data of adjacent concave deceleration units in the sequence in a manner where the next adjacent spacing value is equal to the previous adjacent spacing value minus the spacing reduction step size.
[0014] Preferably, in step S3, the visual grading identification data includes color-coded data, and the mapping rules specifically include: setting a first depth threshold and a second depth threshold, mapping depth ranges less than the first depth threshold to color-coded data of a first color system, mapping depth ranges between the first depth threshold and the second depth threshold to color-coded data of a second color system, and mapping depth ranges greater than the second depth threshold to color-coded data of a third color system.
[0015] Preferably, in step S3, the color coding data of the first color system corresponds to a cool color tone, the color coding data of the second color system corresponds to a yellow warning color, and the color coding data of the third color system corresponds to a red danger color.
[0016] Preferably, in step S3, the visual grading identification data includes graphic symbol data, and the mapping rule specifically includes: determining the corresponding graphic complexity level according to the size of the concave depth value, associating smaller concave depth values with sparse graphic symbol data, and associating larger concave depth values with dense graphic symbol data.
[0017] Preferably, in step S4, matching the corresponding visual grading identifier data for each concave deceleration unit specifically includes: executing loop traversal logic, reading the concave depth value of the current concave deceleration unit, comparing the concave depth value with the value range in the mapping rule, retrieving the visual grading identifier data code corresponding to the hit range, and writing the code into the attribute field of the current concave deceleration unit.
[0018] Preferably, in step S5, the generated speed bump group design scheme is specifically embodied in a digital parameter table, which records the center point positioning coordinates, the specific value of the concave depth, and the color code and graphic style number corresponding to the position of each concave speed bump unit.
[0019] Secondly, the present invention provides the following technical solution: a visual grading signage design system for a gradient effect concave speed bump, the system comprising:
[0020] The data acquisition module is used to acquire basic design data of the target road scene, including the target speed limit value and the total length of the deceleration zone.
[0021] The parameter calculation module is used to calculate the geometric configuration parameters of multiple concave deceleration units arranged sequentially along the vehicle's travel direction based on the basic design data. The geometric configuration parameters include the concave depth value of each concave deceleration unit and the spacing value between adjacent concave deceleration units. The calculated concave depth value shows a gradually increasing trend along the vehicle's travel direction, and the calculated spacing value shows a gradually decreasing trend along the vehicle's travel direction.
[0022] The rule retrieval module is used to retrieve preset visual grading label mapping rules, which define the correspondence between different concave depth numerical ranges and different visual grading label data.
[0023] The identifier matching module is used to traverse the geometric configuration parameters of each concave deceleration unit obtained by the parameter calculation module, and match the corresponding visual hierarchical identifier data for each concave deceleration unit according to the mapping rules.
[0024] The scheme generation module is used to associate and integrate the calculated geometric configuration parameters with the matched visual grading label data to generate a speed bump group design scheme that includes physical gradient information and visual warning information.
[0025] The present invention has the following beneficial effects:
[0026] 1. In this invention, the concave deceleration unit with increasing depth and decreasing spacing is configured by an algorithm, so that low-speed compliant vehicles can drive over it smoothly, reducing suspension wear. For vehicles that do not decelerate, the synergistic effect of increasing concave depth and decreasing spacing directly causes the vehicle suspension to accumulate impact, the vibration frequency to resonate, and the tires to intermittently lose grip. This effectively overcomes the drawback of the indiscriminate one-time penalty of traditional speed bumps. By using nonlinear amplified composite vibration, the speeding vehicles are forced to decelerate, thus improving the control efficiency of speed limits on road sections.
[0027] 2. In this invention, the calculated physical depth value is forcibly associated and matched with specific color or graphic visual identification data by using preset mapping rules. This allows the driver to intuitively and quantitatively predict the potential physical impact level ahead of the speed bump through the visual signals of the road surface before reaching the speed bump, prompting the driver to actively reduce the vehicle speed based on a clear psychological expectation, effectively avoiding the risk of vehicle damage or loss of control caused by blindly passing through.
[0028] 3. This invention employs a parametric-driven design process, requiring only the input of basic speed limits and length data to automatically generate a complete layout scheme containing precise coordinates, depth, and corresponding markings. This replaces the traditional, experience-based, extensive design approach, ensures the logical rigor of gradient effect changes, significantly reduces the workload of designers, and provides an efficient technical tool for the standardized construction of road safety facilities. Attached Figure Description
[0029] Figure 1 This is a flowchart of a method for designing visual grading signs for concave speed bumps with gradient effect proposed in this invention.
[0030] Figure 2 This is a block diagram of a visual grading sign design method for a gradient effect concave speed bump proposed in this invention. Detailed Implementation
[0031] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Example 1
[0032] In a first embodiment of the present invention, the present invention provides a method for designing visual grading markings for concave speed bumps with gradient effects, such as... Figure 1 As shown, it includes the following steps:
[0033] Step S1: Obtain the basic design data of the target road scene. The basic design data includes the target speed limit value and the total length of the deceleration zone.
[0034] In step S1, obtaining the basic design data of the target road scene specifically includes: generating a parameter configuration interface, receiving the target speed limit value and the total length value of the deceleration zone from external input through the parameter configuration interface, and performing a validity check on the input values;
[0035] Specifically, its core mechanism is as follows: when the vehicle is traveling at a compliant low speed, the suspension system can easily absorb minor vibrations; if the vehicle enters the deceleration zone without slowing down, the system will use a physical layout with increasing depth and decreasing spacing to cause the suspension impact to accumulate, the vibration frequency to resonate, and the grip to be intermittently lost, thus generating a strong forced deceleration deterrent.
[0036] In step S1, obtaining the basic design data of the target road scene specifically includes: generating a parameter configuration interface, receiving the target speed limit value and the total length value of the deceleration zone from external input through the parameter configuration interface, and performing a validity check on the input values.
[0037] The system first renders a standardized parameter input interface on the display module of the computing terminal, or initializes a dedicated data communication interface protocol in the system background. The parameter configuration interface includes specified data input controls or register addresses, used to receive the target vehicle speed limit value. and the total length of the deceleration zone .in, Defined as the highest safe speed threshold for vehicles to travel on the target road segment, measured in kilometers per hour (km / h). Defined as the effective longitudinal physical length of a road planned for the installation of speed bumps, measured in meters (m).
[0038] After receiving externally input values through the parameter configuration interface, the system immediately triggers the value validity verification logic. This verification logic ensures that the input data meets the basic engineering constraints of the physical structure, preventing subsequent calculations from diverging due to abnormal parameters or the generation of geometric schemes that are physically unfeasible. The verification process includes determining the real number type and the threshold value range.
[0039] First, the system validates the input. and Is it a non-negative real number? If the data type meets the requirements, the system further determines the range based on the preset engineering constraint database. The logical relationship for range determination is as follows:
[0040] ;
[0041] ;
[0042] in:
[0043] The minimum speed limit threshold that the system allows to set is determined based on the minimum road traffic standards.
[0044] The maximum speed limit threshold that the system allows to set is determined based on the physical tolerance limit of the speed bump material and the vehicle passability standards.
[0045] : The minimum number of deceleration units required to form a complete gradient deceleration band. For example, if the system is set to 3, it means that at least 3 units are needed to form an effective gradient change.
[0046] The minimum physical spacing limit between adjacent deceleration units is used to prevent the units from being too close together, which would reduce the strength of the road structure.
[0047] : The minimum opening width of a single reduction unit along the vehicle's travel direction.
[0048] If and only if the input and When both of the above relations are satisfied, the system determines that the input data is valid and then... and The value is written into system memory as the calculation basis for subsequent step S2. If any value does not meet the above conditions, the system will generate an error interrupt signal and refuse to proceed to step S2. In addition, the system is also configured with an optional input field for receiving the road surface friction coefficient. and vehicle average wheelbase The system provides auxiliary correction parameters. If these parameters are not input externally, the system will automatically call the preset standard default values to participate in subsequent calculations.
[0049] Step S2: Based on the basic design data, calculate the geometric configuration parameters of multiple concave deceleration units arranged sequentially along the vehicle's travel direction. The geometric configuration parameters include the concave depth value of each concave deceleration unit and the spacing value between adjacent concave deceleration units. The calculated concave depth value shows a gradually increasing trend along the vehicle's travel direction, and the calculated spacing value shows a gradually decreasing trend along the vehicle's travel direction.
[0050] In step S2, the calculated concave depth value shows a progressively increasing trend along the vehicle's direction of travel. Specifically, this includes setting a base depth value and a depth growth coefficient, and calculating the concave depth value of each concave deceleration unit in the sequence in such a way that the concave depth value of the next concave deceleration unit is equal to the concave depth value of the previous concave deceleration unit multiplied by the depth growth coefficient.
[0051] In step S2, the calculated spacing value shows a decreasing trend along the vehicle's direction of travel. Specifically, this includes setting a base spacing value and a spacing reduction step size, and calculating the positioning coordinate data of adjacent concave deceleration units in the sequence in a manner where the next adjacent spacing value is equal to the previous adjacent spacing value minus the spacing reduction step size.
[0052] Specifically, in step S2, the system first determines the total length of the deceleration region based on the verification result obtained in step S1. Determine the total number of concave deceleration units. The total number of the concave deceleration units By measuring the total length of the deceleration region Standard opening width of a single concave deceleration unit The average spacing parameter is determined by a combination calculation, or by iterative calculation using a step-by-step accumulation method, to ensure that the total length occupied by all concave deceleration units and their spacing does not exceed the total length of the deceleration region. .
[0053] Determining the sequence of the concave deceleration unit Then, the system calculates the concave depth of each concave deceleration unit and the spacing between adjacent concave deceleration units.
[0054] Calculation of concave depth
[0055] In step S2, the concave depth of the concave deceleration unit is configured in a progressively increasing manner. The system sets the base concave depth of the first concave deceleration unit to be... And set the concave depth growth coefficient as ,in >1. Then the first The depth of the concave reduction unit The following relationship must be satisfied:
[0056] ;
[0057] in, Indicates the first The maximum concave depth of each concave deceleration unit This refers to the sequence number of the concave deceleration unit within the deceleration region.
[0058] In this way, the depth of the multiple recessed deceleration units set along the vehicle's direction of travel increases gradually, thereby gradually enhancing the vertical excitation of the vehicle after it enters the deceleration zone.
[0059] Calculation of adjacent spacing
[0060] In step S2, the spacing between adjacent concave deceleration units is configured in a progressively decreasing manner. The system sets the basic spacing to be... And set the spacing reduction step size to ,in >0. Then the first The first concave deceleration unit and the first The spacing between the concave deceleration units The following relationship must be satisfied:
[0061] ;
[0062] And the adjacent spacing The following constraints must be met:
[0063] ;
[0064] in, The minimum safe construction spacing allowed.
[0065] By using the above method, the triggering frequency between adjacent recessed deceleration units gradually increases during vehicle movement, thereby enhancing the continuity of the deceleration effect.
[0066] Positioning calculation of the concave deceleration unit
[0067] After calculating the concave depth and adjacent spacing of each concave deceleration unit, the system uses the starting position coordinates of the deceleration region as a basis. The center position of each recessed deceleration unit in the longitudinal direction of the road is determined. The center position coordinates of the concave deceleration unit The following relationship must be satisfied:
[0068] ;
[0069] in, This indicates the opening width of a single recessed deceleration unit along the vehicle's direction of travel.
[0070] Step S3: Retrieve the preset visual grading label mapping rules. The mapping rules define the correspondence between different concave depth numerical ranges and different visual grading label data.
[0071] In step S3, the visual grading identification data includes color coding data, and the mapping rules specifically include: setting a first depth threshold and a second depth threshold, mapping depth ranges less than the first depth threshold to color coding data of the first color system, mapping depth ranges between the first depth threshold and the second depth threshold to color coding data of the second color system, and mapping depth ranges greater than the second depth threshold to color coding data of the third color system.
[0072] In step S3, the color coding data of the first color system corresponds to cool-toned colors, the color coding data of the second color system corresponds to yellow-toned warning colors, and the color coding data of the third color system corresponds to red-toned danger colors.
[0073] In step S3, the visual grading label data includes graphic symbol data, and the mapping rules specifically include: determining the corresponding graphic complexity level according to the size of the concave depth value, associating smaller concave depth values with sparse graphic symbol data, and associating larger concave depth values with dense graphic symbol data.
[0074] Specifically, the system calls the visual rendering engine interface and first reads the concave depth value of each concave deceleration unit calculated in step S2. (in And load the preset visual hierarchy identifier mapping table from the system database.
[0075] 1. The color encoding mapping logic system initializes the first depth threshold. Second depth threshold Normally set , ( (For the maximum allowed design depth). The system processes each of the sequences. Execute the following conditional judgment logic:
[0076] Section 1 (Comfort Deceleration Zone): If The system associates the surface rendering attributes of the unit with a first color system. Preferably, it assigns a cool spring green with a standard RGB color code of (0,255,127) to convey the psychological suggestion to the driver that "the current passability is good".
[0077] Section Two (Warning Reduction Zone): If The system associates the surface rendering attributes of the unit with a second color system. Preferably, it assigns a high-visibility yellow with a standard RGB color code of (255,215,0) to alert the driver that the road surface is significantly uneven and that they need to pay attention to controlling their speed.
[0078] Section 3 (Forced Deceleration Zone): If The system associates the surface rendering attributes of the unit with a third color system. Preferably, a deep red with a standard RGB color code of (220,20,60) is assigned to it, using the visual impact of red to warn the driver of the presence of a high-intensity physical deceleration structure ahead.
[0079] 2. The mapping logic system of graphic symbols is based on The numerical values are dynamically used to generate or match road marking patterns. The mapping rule adopts a "depth-density" positive correlation model:
[0080] System defines graphic line density parameters Set the mapping function ,in It is a monotonically increasing function.
[0081] For smaller (i.e., the front end of the sequence) The system matches graphic symbol data of "single horizontal solid line" or "sparse dashed line" to visually present a broad and relaxed texture.
[0082] For larger (i.e., the back end of the sequence), the system matches graphic symbol data with high-density grid lines. With... The lines in the graphic gradually increase in size, and the spacing between the lines gradually decreases, creating a visually "contracting" and "compressive" perspective effect. Using the principle of optical flow, this creates the illusion for the driver that the vehicle is moving too fast, thus causing them to spontaneously reduce their speed.
[0083] Ultimately, the system will generate color-coded data. and graphic symbol data The center position coordinates calculated in step S2 Spatial anchoring is performed to generate a complete 3D visual rendering scheme for road speed bumps.
[0084] Step S4: Iterate through the geometric configuration parameters of each concave deceleration unit calculated in step S2, and match the corresponding visual hierarchical label data for each concave deceleration unit according to the mapping rules.
[0085] In step S4, matching the corresponding visual grading label data for each concave deceleration unit specifically includes: executing loop traversal logic, reading the concave depth value of the current concave deceleration unit, comparing the concave depth value with the value range in the mapping rules, retrieving the visual grading label data code corresponding to the hit range, and writing the code into the attribute field of the current concave deceleration unit.
[0086] Specifically, the system starts a data matching subroutine and initializes a structure array in memory to store complete speed bump design parameters. The array length is , of which element Corresponding to the Data object of each concave deceleration unit. System initialization loop counter. Then proceed to the parameter traversal and property injection process:
[0087] 1. The dynamic retrieval and conditional branching execution system first uses the index in each loop iteration. Access the geometric data generated in step S2 and extract the concave depth value of the current concave deceleration unit. The system will The input is fed into the logic determiner loaded in step S3, and compared with the first depth threshold. Second depth threshold Perform numerical range comparison:
[0088] Decision logic: The system performs range Boolean operations.
[0089] If the calculation result is determined The system triggers a "Level 1 Identifier Extraction Command" to retrieve the first color code from the preset database. and low-density graphic encoding .
[0090] If the calculation result is determined The system triggers a "secondary identifier extraction command" to retrieve the second color system code. and medium density graphic coding .
[0091] If the calculation result is determined The system triggers a "Level 3 Identifier Extraction Command" to retrieve the third color system code. and high-density graphic encoding .
[0092] 2. Writing attribute fields: The operating system obtains the color code corresponding to the hit range (denoted as...). ) and graphic symbol encoding (denoted as After that, a memory write operation is performed. The system locates the current object in the structure array. And assign values to its attribute fields:
[0093] ;
[0094] ;
[0095] 3. Data Packet Encapsulation and Iteration After completing the visual attribute injection, the system encapsulates all information of the unit, including the geometric parameters calculated in step S2. The visual parameters obtained by matching with those obtained in step S4 ( This is encapsulated into a complete build instruction package. Subsequently, the system performs a loop variable update. And check whether it meets the requirements. .
[0096] If the condition is not met, jump back to step one and continue processing the next unit in the sequence;
[0097] If the condition is met, the traversal is considered complete, and the system output includes... Sequence file of complete data .
[0098] Step S5: Integrate the calculated geometric configuration parameters with the matched visual grading label data to generate a speed bump group design scheme that includes physical gradient information and visual warning information.
[0099] In step S5, the generated speed bump group design scheme is specifically embodied in a digital parameter table. The parameter table records the center point positioning coordinates, the specific value of the concave depth, and the color code and graphic style number corresponding to the position of each concave speed bump unit.
[0100] Specifically, the system call scheme generation module processes the array of structures in memory that have already undergone attribute injection. Perform serialization processing to construct the final engineering-oriented data table. .
[0101] 1. Data Structure Construction and Integration System: Establish a system that includes... OK, A two-dimensional data matrix of columns), where each row corresponds to the complete configuration information of a concave deceleration unit. For the first column in the sequence... row data record Its contained field elements are mapped as follows:
[0102] ;
[0103] in:
[0104] : The unique sequence index of the concave deceleration unit, and 1≤i≤N;
[0105] : The center coordinates of this unit in the longitudinal coordinate system of the road (unit: meters);
[0106] The maximum concavity depth of this unit (in millimeters) represents the intensity of the physical excitation.
[0107] The distance between this unit and its successor unit (in meters) represents the frequency triggering rhythm;
[0108] : The matching visual color hexadecimal code or standard color chart number;
[0109] : Index number of the matching road marking graphic style.
[0110] 2. The output system for digital documents will integrate the above-mentioned matrix. Convert to a common engineering data exchange format file.
[0111] Format selection: The system supports output in CSV (comma-separated values), XML (Extensible Markup Language), or JSON format, so that it can be directly imported into CAD (Computer-Aided Design) software or road construction layout robots.
[0112] File verification: The system performs integrity verification before output to ensure... No more than the total length of the deceleration zone And all and The correspondence conforms to the mapping logic of step S3.
[0113] In summary, the speed bump assembly laid according to the digital parameter table generated in steps S1 to S5 of this embodiment will, in actual road traffic scenarios, result in a rapid, non-linear, and gradient-like amplification of the comprehensive negative impacts experienced by a vehicle passing over the entire speed bump assembly if the vehicle refuses to slow down. This impact includes vibration intensity, loss of vehicle stability, suspension load, and passenger discomfort. This is fundamentally different from the "one-time penalty" of traditional speed bumps, forming a more intelligent and effective forced deceleration mechanism. Example 2:
[0114] In road scenarios with significant speed differences, such as highway ramps, tunnel entrances, or long downhill slopes, traditional single-size speed bumps or flat deceleration markings lack a visually and physically coordinated gradient change mechanism. This makes it difficult for drivers to anticipate the physical excitation intensity of the road surface ahead through visual indicators, often resulting in passive emergency braking only after the vehicle encounters a severe bump. This causes severe jolts and damage to the vehicle suspension, and fails to effectively break the driver's speed inertia illusion to achieve smooth deceleration. To solve these problems, this invention provides a gradient effect concave speed bump visual grading marking design system, the structure of which is as follows: Figure 2 As shown. The specific implementation process of this system is as follows:
[0115] The data acquisition module is used to acquire the basic design data of the target road scene. The basic design data includes the target speed limit value and the total length of the deceleration zone.
[0116] The parameter calculation module is used to calculate the geometric configuration parameters of multiple concave deceleration units arranged sequentially along the vehicle's travel direction based on the basic design data. The geometric configuration parameters include the concave depth value of each concave deceleration unit and the spacing value between adjacent concave deceleration units. The calculated concave depth value shows a gradually increasing trend along the vehicle's travel direction, and the calculated spacing value shows a gradually decreasing trend along the vehicle's travel direction.
[0117] The rule retrieval module is used to retrieve preset visual grading label mapping rules. The mapping rules define the correspondence between different concave depth numerical ranges and different visual grading label data.
[0118] The identifier matching module is used to traverse the geometric configuration parameters of each concave deceleration unit obtained by the parameter calculation module, and match the corresponding visual hierarchical identifier data for each concave deceleration unit according to the mapping rules.
[0119] The scheme generation module is used to associate and integrate the calculated geometric configuration parameters with the matched visual grading label data to generate a speed bump group design scheme that includes physical gradient information and visual warning information.
[0120] Specifically,
[0121] The data acquisition module is equipped with a standardized parameter interaction interface and an underlying data verification logic unit. This interface has dedicated numerical input registers for receiving target speed limits and the total length of the deceleration zone transmitted from external sources. Upon receiving the input values, the data verification logic unit immediately initiates a dual verification process: the first verification process determines whether the input data is a non-negative real number; the second verification process retrieves the engineering constraint database to determine whether the input values are within a preset safe physical limit range. This safe physical limit range is defined by the minimum road traffic standard, the physical tolerance limit of materials, and the minimum construction spacing constraint. Only when both verification processes pass, the data acquisition module locks the aforementioned basic design data and writes it to the system shared memory, while simultaneously sending a start trigger signal to the parameter calculation module.
[0122] The parameter calculation module integrates a depth calculation unit, a spacing calculation unit, and a positioning calculation unit. The depth calculation unit uses an exponential growth algorithm to generate a sequence of concave depths that monotonically increase along the vehicle's direction of travel, based on a preset base depth value and a growth coefficient. This sequence ensures that the concave depth of each subsequent unit is greater than that of the preceding unit. The spacing calculation unit uses a linear difference algorithm to generate a sequence of spacings that monotonically decrease along the vehicle's direction of travel, based on a preset base spacing value and a reduction step size. It also includes a built-in minimum spacing clamping logic, forcing all calculated spacing values to be greater than the minimum allowable safe construction spacing. The positioning calculation unit executes an accumulation calculation logic. It reads the aforementioned depth and spacing sequences, combines them with the opening width of a single deceleration unit, and uses the starting point of the deceleration area as a reference to sequentially calculate the absolute center coordinates of each concave deceleration unit along the longitudinal direction of the road, thereby constructing complete physical geometric architecture data.
[0123] The rule retrieval module is connected to a read-only memory containing a visual grading identifier mapping table. Regarding color mapping rules, this table divides the entire domain of concavity depth values into three non-overlapping continuous intervals: low depth, medium depth, and high depth. The rules define that the low depth interval is uniquely associated with a cool-toned safety color scheme code; the medium depth interval is uniquely associated with a yellow-toned warning color scheme code; and the high depth interval is uniquely associated with a red-toned danger color scheme code. Regarding graphic mapping rules, this table establishes a positive correlation function between concavity depth values and graphic line density. The rules define that as the concavity depth value increases, the line distribution density of the corresponding graphic symbol data increases linearly or non-linearly, thus specifying the visual change path from sparse linear to dense grid-like patterns.
[0124] The identifier matching module is configured to perform automated traversal and attribute injection operations. This module includes a built-in logic comparator and attribute writing controller. During system runtime, the logic comparator sequentially reads the concavity depth value of each concave deceleration unit generated by the parameter calculation module and compares this value with the interval threshold provided by the rule retrieval module. When the logic comparator determines that the current depth value falls within the low depth range, the attribute writing controller immediately retrieves the cool-toned safety color scheme code and low-density graphic code and writes them into the data structure of the current deceleration unit. When the logic comparator determines that the current depth value falls within the medium depth range, the attribute writing controller immediately retrieves the yellow-toned warning color scheme code and medium-density graphic code and performs the writing operation. When the logic comparator determines that the current depth value falls within the high depth range, the attribute writing controller immediately retrieves the red-toned danger color scheme code and high-density graphic code and performs the writing operation. This process ensures that each physical deceleration unit is assigned a unique and definite visual attribute parameter.
[0125] The scheme generation module is equipped with a data serialization engine and an engineering format converter. The data serialization engine is responsible for row-aligning and integrating the geometric coordinate data and physical dimension data generated by the parameter calculation module with the color-coded data and graphic style data generated by the identification matching module to construct a multi-dimensional engineering parameter matrix. Each row of this matrix strictly corresponds to a specific deceleration unit on the road, and each column strictly corresponds to a type of engineering attribute. The engineering format converter is used to convert the above multi-dimensional engineering parameter matrix into a common digital exchange format file and output it to an external storage device or construction control terminal. The output file fully contains all the three-dimensional positioning information, excavation depth information, and color matching and pattern information required for surface spraying operations required to guide on-site construction, realizing the digital collaborative output of physical structure design and visual appearance design.
[0126] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. A method for designing visually graded signs for concave speed bumps with gradient effects, characterized in that, include: Step S1: Obtain the basic design data of the target road scene, including the target speed limit value and the total length of the deceleration zone; Step S2: Based on the basic design data, calculate the geometric configuration parameters of the multiple concave deceleration units arranged sequentially along the vehicle's travel direction. The geometric configuration parameters include the concave depth value of each concave deceleration unit and the spacing value between adjacent concave deceleration units. The calculated concave depth value shows a gradually increasing trend along the vehicle's travel direction, and the calculated spacing value shows a gradually decreasing trend along the vehicle's travel direction. Step S3: Retrieve the preset visual grading label mapping rules, which define the correspondence between different concave depth numerical ranges and different visual grading label data; Step S4: Iterate through the geometric configuration parameters of each concave deceleration unit calculated in step S2, and match the corresponding visual hierarchical identification data for each concave deceleration unit according to the mapping rules. Step S5: Integrate the calculated geometric configuration parameters with the matched visual grading label data to generate a speed bump group design scheme that includes physical gradient information and visual warning information.
2. The method for designing visual grading signs for a gradient effect concave speed bump according to claim 1, characterized in that, In step S1, obtaining the basic design data of the target road scene specifically includes: generating a parameter configuration interface, receiving the target speed limit value and the total length value of the deceleration zone from external input through the parameter configuration interface, and performing a validity check on the input values.
3. The method for designing visual grading signs for a gradient effect concave speed bump according to claim 1, characterized in that, In step S2, the calculated concave depth value shows a progressively increasing trend along the vehicle's direction of travel. Specifically, this includes setting a base depth value and a depth growth coefficient, and calculating the concave depth value of each concave deceleration unit in the sequence in such a way that the concave depth value of the next concave deceleration unit is equal to the concave depth value of the previous concave deceleration unit multiplied by the depth growth coefficient.
4. The method for designing visual grading signs for a gradient effect concave speed bump according to claim 1, characterized in that, In step S2, the calculated spacing value shows a decreasing trend along the vehicle's direction of travel. Specifically, this includes setting a base spacing value and a spacing reduction step size, and calculating the positioning coordinate data of adjacent concave deceleration units in the sequence in a manner where the next adjacent spacing value is equal to the previous adjacent spacing value minus the spacing reduction step size.
5. The method for designing visual grading signs for a gradient effect concave speed bump according to claim 1, characterized in that, In step S3, the visual grading identification data includes color-coded data, and the mapping rules specifically include: setting a first depth threshold and a second depth threshold, mapping depth ranges less than the first depth threshold to color-coded data of a first color system, mapping depth ranges between the first depth threshold and the second depth threshold to color-coded data of a second color system, and mapping depth ranges greater than the second depth threshold to color-coded data of a third color system.
6. The method for designing visual grading signs for a gradient effect concave speed bump according to claim 5, characterized in that, In step S3, the color coding data of the first color system corresponds to a cool color tone, the color coding data of the second color system corresponds to a yellow warning color, and the color coding data of the third color system corresponds to a red danger color.
7. The method for designing visual grading signs for a gradient effect concave speed bump according to claim 1, characterized in that, In step S3, the visual grading identification data includes graphic symbol data, and the mapping rules specifically include: determining the corresponding graphic complexity level according to the size of the concave depth value, associating smaller concave depth values with sparse graphic symbol data, and associating larger concave depth values with dense graphic symbol data.
8. The method for designing visual grading signs for a gradient effect concave speed bump according to claim 1, characterized in that, In step S4, matching the corresponding visual grading identifier data for each concave deceleration unit specifically includes: executing loop traversal logic, reading the concave depth value of the current concave deceleration unit, comparing the concave depth value with the value range in the mapping rule, retrieving the visual grading identifier data code corresponding to the hit range, and writing the code into the attribute field of the current concave deceleration unit.
9. The method for designing visual grading signs for a gradient effect concave speed bump according to claim 1, characterized in that, In step S5, the generated speed bump group design scheme is specifically embodied in a digital parameter table. The parameter table records the center point positioning coordinates, the specific value of the concave depth, and the color code and graphic style number corresponding to the position of each concave speed bump unit.
10. A visual grading signage design system for a gradient effect concave speed bump, characterized in that, A method for designing visual grading signs for a gradient effect concave speed bump as described in any one of claims 1-9, the system comprising: The data acquisition module is used to acquire basic design data of the target road scene, including the target speed limit value and the total length of the deceleration zone. The parameter calculation module is used to calculate the geometric configuration parameters of multiple concave deceleration units arranged sequentially along the vehicle's travel direction based on the basic design data. The geometric configuration parameters include the concave depth value of each concave deceleration unit and the spacing value between adjacent concave deceleration units. The calculated concave depth value shows a gradually increasing trend along the vehicle's travel direction, and the calculated spacing value shows a gradually decreasing trend along the vehicle's travel direction. The rule retrieval module is used to retrieve preset visual grading label mapping rules, which define the correspondence between different concave depth numerical ranges and different visual grading label data. The identifier matching module is used to traverse the geometric configuration parameters of each concave deceleration unit obtained by the parameter calculation module, and match the corresponding visual hierarchical identifier data for each concave deceleration unit according to the mapping rules. The scheme generation module is used to associate and integrate the calculated geometric configuration parameters with the matched visual grading label data to generate a speed bump group design scheme that includes physical gradient information and visual warning information.