A method of generating a safe laser vision barrier on a road

Abstract

This invention relates to the field of road safety, and more particularly to a method for generating a safety laser visual barrier on a road. The method includes the following steps: Step A: providing at least one laser source; Step B: optically shaping the beam emitted from the laser source to obtain a shaped laser output. The optical shaping is performed using at least one of the following two schemes: Scheme 1, diffusing the beam into a laser fan using optical elements, wherein the vertical divergence angle β of the laser fan satisfies 0°<β≤180° and the horizontal divergence angle α satisfies α≤15°; Scheme 2, collimating the beam into a parallel beam using a collimating lens, wherein the divergence angle θ of the parallel beam is less than 10 milliradians; Step C: projecting the shaped laser output onto a road area to form a safety laser visual barrier on the road area. This application fundamentally solves the core technical problem of existing road laser warning systems failing to simultaneously achieve safety compliance, barrier integrity, and beam accuracy.

Description

Technical Field

[0001] This invention relates to the field of road safety, and more particularly to a method for generating a safety laser visual barrier on a road. Background Technology

[0002] In the field of road traffic safety management, the rapid erection of conspicuous safety warnings and isolation barriers is crucial for guiding orderly traffic flow, preventing secondary accidents, and ensuring the safety of personnel and vehicles in the event of sudden emergencies such as road construction, traffic accident scene handling, temporary traffic control, bridge collapses, and road collapses. Currently, temporary road warnings and isolation mainly rely on traditional passive facilities such as cones, warning signs, and reflective barriers. These facilities rely solely on light reflection to achieve a warning effect. In low-visibility weather conditions such as nighttime, rain, fog, snow, and dust, the visibility distance is significantly reduced, and the warning effect is drastically weakened, failing to form an effective visual interception and psychological deterrence, and thus failing to meet the safety management needs of complex road conditions and emergency scenarios. With the application of laser technology in traffic warning, existing laser warning solutions attempt to compensate for the shortcomings of traditional facilities by actively emitting light, but still have many insurmountable technical defects: First, existing laser warnings can only generate discrete laser spots or simple scanning lines, and cannot form continuous, complete sheet-like or grid-like optical barriers, resulting in insufficient visual integrity and impact, making it difficult to create a clear boundary blocking perception for drivers; Second, the laser beam shape lacks precise optical design and parameter constraints, either the beam is too concentrated, resulting in a narrow road coverage area, which cannot be adapted to multi-lane scenarios, or the beam is excessively diffused, resulting in dispersed light intensity and insufficient brightness, rendering the warning effect ineffective, and failing to balance the illumination width, projection distance, and visual brightness; Third, most existing solutions do not take human eye safety as a core design premise, and the laser radiation output exceeds the Class 1 human eye safety limit, posing a public safety hazard of eye damage when used in open public road environments, which does not comply with the safety use standards for road facilities. In summary, existing road warning technologies have consistently failed to simultaneously address the core issues of ensuring visual barrier integrity, beam shape accuracy, and human eye safety. This makes it difficult to generate laser visual barriers that are adaptable to road scenarios, highly efficient, eye-catching, and absolutely safe, thus becoming a key bottleneck restricting the upgrading of temporary road safety warning technologies. Summary of the Invention

[0003] This invention provides a method for generating a safety laser visual barrier on a road, aiming to solve the problem that existing road laser warning systems cannot simultaneously achieve safety compliance, barrier integrity, and beam accuracy.

[0004] To achieve the above objectives, the following technical solution is adopted.

[0005] A method for generating a safety laser visual barrier on a road includes the following steps: Step A: Provide at least one laser source; Step B: Optically shape the beam emitted by the laser source to obtain a shaped laser output. The optical shaping can be at least one of the following two schemes: Scheme 1: Diffusion of the beam into a laser fan using optical elements, wherein the vertical divergence angle β of the laser fan satisfies 0°<β≤180° and the horizontal divergence angle α satisfies α≤15°; Scheme 2: Collimation of the beam into a parallel beam using a collimating lens, wherein the beam divergence angle θ of the parallel beam is less than 10 milliradians. Step C: Project the shaped laser output onto the road area to form a safe laser visual barrier on the road area.

[0006] Optionally, when using Scheme 1 in step B, it can be implemented through any of the following modes: Mode 1: A single laser beam emitted from a single laser source is diffused through a single wide-angle lens to obtain a single laser fan. Mode 2: Multiple laser beams emitted from multiple laser sources are diffused through corresponding wide-angle lenses to obtain multiple sub-laser fan surfaces. The optical axes of each wide-angle lens are adjusted so that the multiple sub-laser fan surfaces are spliced ​​together and partially overlapped in a preset road area to obtain a continuous composite laser fan surface.

[0007] Optionally, when using Scheme 2 in step B, it can be implemented through the following mode: Multiple beams emitted from multiple laser sources are collimated by passing them through corresponding collimating lenses to obtain multiple parallel beams, which together form a parallel beam array.

[0008] Optionally, step C includes the following sub-steps: Step C1: Project the first laser output obtained in step B from the first side of the road onto the road area to obtain the first visual barrier; Step C2: Project the second laser output obtained in step B from the second side of the road onto the road area to obtain a second visual barrier, with the second side opposite to the first side; Step C3: Make the first visual barrier and the second visual barrier intersect and overlap in the central area of ​​the road, and obtain a full-field composite visual barrier through light field superposition.

[0009] Optionally, the first laser output in step C1 and the second laser output in step C2 adopt the same optical shaping scheme, and the first visual barrier and the second visual barrier have the same shape.

[0010] Optionally, in step B, the beam emitted by the laser source is optically shaped, and both Scheme 1 and Scheme 2 are used to obtain a first shaped laser output and a second shaped laser output. Step C includes the following sub-steps: Step C1: Project the first shaping laser output from the first position onto the road area to obtain the first visual barrier; Step C2: Project the second shaping laser output from the second position onto the road area to obtain the second visual barrier; The first position and the second position are separated by a preset distance along the road extension direction, and the first visual barrier and the second visual barrier have different shapes.

[0011] Optionally, the distance L1 between the first position and the target area is less than the distance L2 between the second position and the target area; The first visual barrier projected in step C1 is a continuous light wall formed by Scheme 1; The second visual barrier projected in step C2 is a discrete parallel grating formed by Scheme 2.

[0012] Optionally, in step B, the laser beam emitted from the laser source is optically shaped, using both Scheme 1 and Scheme 2 to obtain a first shaped laser output and a second shaped laser output; step C includes the following sub-steps: Step C1: Project the first shaping laser output from the same position onto the road area to obtain the first visual barrier; Step C2: Project the second shaping laser output from the same position onto the road area to obtain a second visual barrier; Step C3: Physically superimpose and merge the first visual barrier and the second visual barrier in space to obtain a high-density composite light wall.

[0013] Optionally, in Scheme 1, the vertical divergence angle β of the laser fan surface satisfies 80°≤β≤100°, and the horizontal divergence angle α of the laser fan surface satisfies α≤0.5°; in Scheme 2, the beam divergence angle θ of the parallel beam is less than 1 milliradian.

[0014] Optionally, in Scheme 1, the vertical divergence angle β of the laser fan surface satisfies 80°≤β≤100°, and the horizontal divergence angle α of the laser fan surface satisfies α≤0.5°; in Scheme 2, the beam divergence angle θ of the parallel beam is less than 1 milliradian.

[0015] Compared with the prior art, the present invention has the following beneficial effects: This application fundamentally solves the core technical challenge of existing road laser warning systems, which cannot simultaneously achieve safety compliance, barrier integrity, and beam precision. By employing a laser source that meets human eye safety standards, and combining a dual optical shaping method of beam diffusion to form a laser fan with specific parameters and beam collimation to form a parallel beam with a low divergence angle, the shaped laser is then projected onto the road area to form a visual barrier. This ensures that the laser radiation meets Class 1 human eye safety standards throughout, eliminating potential safety hazards for public use, while also precisely controlling the beam shape to generate either a continuous light wall or a dense grating, thus overcoming the limitation of traditional laser warning systems that can only form discrete light points. At the same time, it balances the technical contradictions between coverage area, projection distance, and visual brightness. Building upon this foundation, by employing different implementation modes—single wide-angle lens and wide-angle lens array—single or wide-area composite light walls can be flexibly generated to adapt to different road scenarios, including single-lane and multi-lane roads. The collimating lens array can create long-range, high-sharpness parallel gratings, meeting the long-distance warning needs of highways, long bridges, and tunnels. By using a method of projecting light walls and gratings from both sides of the road, the laser barriers on both sides are superimposed in the center of the road, completely solving the problems of uneven brightness and sparse edges in single-side projection, forming a uniform composite visual barrier across the entire field. Through hierarchical deployment of light walls and gratings along the road's extension direction, a progressive warning system of long-distance early warning and close-range interception is constructed. By aligning with drivers' visual perception patterns and enhancing safety redundancy and warning efficiency, the laser output, which combines beam diffusion and collimation shaping, is projected and fused from the same position to form a high-density composite light wall with a uniform background and high-brightness lines. This balances near-distance visual fullness and long-distance recognition. Meanwhile, the multi-source array and dual-sided deployment architecture provide dual redundancy at the unit and system levels. The high brightness and strong directionality of the laser itself also give the visual barrier excellent penetration in adverse weather conditions. The unique structured light pattern can break through drivers' conventional visual habits, forcibly attracting attention, significantly shortening perception reaction time, and comprehensively improving the safety and effectiveness of temporary road warnings. Attached Figure Description

[0016] Figure 1 is a block diagram a of the core architecture of the technical solution system of an embodiment of the method for generating a safe laser visual barrier on a road according to the present invention.

[0017] Figure 2 is a block diagram of the core architecture of the technical solution system of an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0018] Figure 3 is a flowchart of the core steps of an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0019] Figure 4 is a schematic diagram of the optical path of a wide-angle lens unit generating a continuous light wall in an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0020] Figure 5 is a side view of the optical characteristics of a line laser generator in an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0021] Figure 6 is a schematic diagram of the optical path of a collimating lens array unit generating a discrete parallel grating in an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0022] Figure 7 is a schematic diagram of the optical path and splicing of a composite light wall generated by a wide-angle lens array unit in an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0023] Figure 8 is a top-view schematic diagram of the single-sided projection light wall effect of an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0024] Figure 9 is a top-view schematic diagram of the superimposed light wall of the double-sided projection light path according to an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0025] Figure 10 is a schematic diagram of a method embodiment of the present invention for generating a safety laser visual barrier on a road, which is formed by double-sided projection to create a uniform visual barrier in the entire field.

[0026] Figure 11 is a schematic diagram of the deployment effect of a high-density parallel grating barrier generated by double-sided projection, according to an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0027] Figure 12 is a top-view schematic diagram of the double-sided projection generating high-density parallel grating barrier, according to an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0028] Figure 13 is a schematic diagram of the deployment effect of the double-sided projection generating full-field ultimate light wall according to an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0029] Figure 14 is a schematic diagram of the top-down effect of generating a full-field ultimate light wall by double-sided projection, according to an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0030] Figure 15 is a schematic diagram of the deployment effect of a double-sided projection generated spatial interwoven grating grid according to an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0031] Figure 16 is a top-view schematic diagram of the double-sided projection generated spatial interwoven grating grid effect of an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention.

[0032] Figure 17 is a schematic diagram of the deployment of a near-far composite laser vision barrier according to an embodiment of the method for generating a safety laser vision barrier on a road according to the present invention.

[0033] Figure 18 is a schematic diagram illustrating the principle and effect of generating a high-density composite light wall at the same location in an embodiment of the method for generating a safety laser visual barrier on a road according to the present invention. Detailed Implementation

[0034] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0035] The following detailed description is exemplary and intended to provide further detailed explanation of the invention. Unless otherwise specified, all technical terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention.

[0036] When generating a safe laser visual barrier in a road scenario, the first step is to select and deploy the laser source. The selected laser source must meet the Class 1 human eye safety standard throughout the entire process. The output characteristics of the laser source have been rigorously calibrated so that the laser radiation energy within the range of human eye contact will not cause any damage, whether under close-range direct illumination or long-range scattering. The number of laser sources can be flexibly set to one or more according to the road control width and coverage requirements. The emission band of the laser source is selected from the visible light band, with priority given to the green or red band. These bands have high contrast under daytime ambient light and maintain good visibility under low visibility conditions such as night, rain, fog, and smoke. The laser source drive module adopts a constant current drive design to ensure stable laser output power without fluctuations, avoiding uneven brightness of the visual barrier caused by power changes. The mounting base of the laser source has waterproof, dustproof, and vibration-resistant properties, which can adapt to the complex environment of outdoor roads and meet the requirements for stable operation in all weather conditions. After the laser source is deployed, the emitted laser beam undergoes specialized optical shaping. This shaping can be achieved independently using either beam diffusion to form a laser fan-shaped surface, or beam collimation to form a parallel beam. Alternatively, a combination of both techniques can be used depending on the specific warning requirements. When using beam diffusion, optical elements with angle-adjustable capabilities, such as cylindrical wide-angle lenses and aspherical diffusion lenses, are employed to controllably expand the laser beam's angle in space, ultimately forming a continuous sheet-like laser fan. The vertical divergence angle of the laser fan is set within a range greater than 0 degrees and less than or equal to 180 degrees. This angle range completely covers the entire observation height from the bottom of the road surface to the cab of large trucks and buses, ensuring accurate detection for different vehicle types and situations. Drivers in seated positions can clearly observe the visual barrier. The vertical divergence angle can be adjusted according to the vertical coverage requirements on site. For conventional road scenarios, a vertical divergence angle of 10 to 160 degrees is selected. For medium- and short-distance scenarios such as urban roads and tunnels, a vertical divergence angle of 80 to 100 degrees is preferred. This parameter range ensures the integrity of vertical coverage while minimizing the ineffective loss of light intensity. The horizontal divergence angle of the laser fan is strictly controlled within 15 degrees. In scenarios with lower-level optimization, the horizontal divergence angle can be controlled within 5 degrees. For high-precision applications, the horizontal divergence angle is further constrained to within 0.5 degrees. The small angle constraint in the horizontal direction allows the laser energy to be highly concentrated along the propagation direction, avoiding insufficient brightness at long distances due to excessive diffusion, and achieving the optimal balance between coverage width and projection distance.When using beam collimation technology, high-precision optical components such as aspherical collimating lenses and glass reference straight lenses are selected to parallelize and regularize the laser beam, controlling the beam divergence angle to below 10 milliradians. In high-precision applications, the beam divergence angle is further constrained to below 1 milliradian. The extremely small divergence angle ensures that the laser beam hardly diffuses during long-distance propagation, and the energy is always concentrated on the core propagation path, giving it extremely strong long-distance projection capability and line sharpness, maintaining a clear visual form at a distance of hundreds of meters. After optical shaping, the projection angle of the laser output is precisely adjusted through a mechanical structure adjustment device. This device has horizontal rotation and pitch adjustment functions with an adjustment accuracy of 0.1 degrees, adapting to road scenarios with different slopes, widths, and curvatures. During projection, a suitable tilt angle is set, which is determined by comprehensive calculation based on the road width, projection distance, and the height of the target coverage area. This ensures that the shaped laser output is projected completely along the cross-section of the road. The coverage area of ​​the laser output can accurately cover single-lane, multi-lane, or full-section roads, ultimately forming a stable, conspicuous, and safe laser visual barrier in the target road area. The entire deployment process does not require complex on-site optical calibration; it only requires angle positioning through the mechanical structure adjustment device before it can be put into use, significantly improving the efficiency of on-site deployment and subsequent maintenance.

[0037] When using a beam diffusion method to form a laser fan, the laser fan can be generated through two independent implementation modes. The first implementation mode is an integrated implementation using a single laser source and a single wide-angle lens. A single laser diode conforming to Class 1 safety standards is selected as the core light-emitting unit. The laser diode and the single wide-angle lens are coaxially coupled and installed. During installation, it is ensured that the laser beam is perpendicularly incident on the optical center of the wide-angle lens to avoid beam distortion caused by off-center incident. After the laser diode is powered on, it emits a primitive Gaussian beam. After the beam is incident on the wide-angle lens, it undergoes controllable vertical diffusion under the refraction of the lens. By constraining the horizontal direction, a single, complete laser fan is directly generated. The optical parameters of this laser fan can be flexibly adjusted according to the application scenario. The vertical divergence angle can be selected between 10 and 160 degrees. For medium-to-short distance and medium-width road scenarios such as urban roads, tunnels, and toll stations, a vertical divergence angle of 80 to 100 degrees is preferred. This angle can completely cover the vertical observation range of vehicle passage. The horizontal divergence angle is controlled within 5 degrees. For high-precision warning scenarios, the horizontal divergence angle is further controlled within 0.5 degrees. The extremely small horizontal divergence angle allows the laser energy to be highly concentrated in the cross-sectional direction of the road, significantly improving the brightness and effective projection distance of the visual barrier. During installation, the coupling assembly of the laser source and lens is fixed to a pole on one side of the road. The installation height of the pole is set according to the conventional observation height of the road lane. The bottom of the pole is fixed with expansion bolts to ensure a stable installation without shaking or shifting. After activation, the laser fan is stably projected onto the road area at a preset downward angle, forming a continuous and seamless light wall-like visual barrier on the road surface. This visual barrier appears as a complete sheet structure, possessing a strong visual sense of blockade and psychological deterrence. It can clearly delineate the boundary area where passage is prohibited. This implementation mode has a compact overall structure, requires few parts, has low production costs, and is easy to install and dismantle. No additional auxiliary calibration equipment is required. It is suitable for warning scenarios on small to medium-width roads, such as temporary construction on urban roads, single-lane traffic control, area isolation in tunnels, and parking lot entrance control. In emergency scenarios such as sudden road collapses or bridge damage, it can be quickly deployed to instantly form a safety interception barrier, buying time for on-site response.The second implementation mode involves splicing multiple laser sources with a wide-angle lens array. Multiple laser sources meeting safety standards are arranged linearly and uniformly in the horizontal direction. The number of laser sources is determined by the road coverage width; for wide, multi-lane roads, the number of laser sources can be appropriately increased. Each laser source's output end is coupled with an independent wide-angle lens. Multiple wide-angle lenses are arranged at the same spacing to form a wide-angle lens array. Each wide-angle lens independently diffuses its corresponding laser beam, generating multiple sub-laser sectors with identical optical parameters. During the factory assembly stage, the optical axis of each wide-angle lens is precisely calibrated using professional optical calibration equipment. During the process, the pitch angle and horizontal direction of each lens are adjusted to ensure that the projection direction and diffusion angle of each sub-laser fan are highly coordinated. This ensures that adjacent sub-laser fans are spliced ​​together at a preset road distance, with an overlap area of ​​about 30% between adjacent sub-laser fans. The light intensity in the overlapping area transitions smoothly without obvious light-dark boundaries, splicing gaps, or abrupt changes in light intensity. Multiple sub-laser fans are completely merged within the preset area, ultimately forming a continuous, uniform, and wide composite laser fan. The vertical and horizontal divergence angle parameters of the composite laser fan are consistent with those of a single laser fan, with the vertical divergence angle preferably between 80 and 100 degrees and the horizontal divergence angle preferably within 0.5 degrees. This implementation mode effectively solves the technical challenge of generating ultra-wide laser fan surfaces using a multi-unit splicing method. It can fully cover wide road scenarios such as two-way four-lane, six-lane and above highways, urban expressways, and large bridges. At the same time, the configuration of multiple laser sources and lens units provides unit-level redundancy protection for the system. Even if a single laser source fails or a single lens unit is damaged, the remaining normally functioning units can still ensure the normal generation and splicing of sub-laser fan surfaces. The integrity and warning function of the overall visual barrier will not be substantially affected, and only a slight decrease in local light intensity will occur. During installation, the wide-angle lens array component is fixed to the roadside by a horizontal cantilever. The length of the horizontal cantilever is adjusted according to the total width of the road to ensure that the composite laser fan surface fully covers all lanes that need to be controlled. The connection between the cantilever and the pole is reinforced to resist outdoor wind and vibrations caused by vehicle traffic. This implementation mode achieves an optimal balance between uniformity, coverage width, and system reliability, and is suitable for safety warning scenarios on most mainstream roads.

[0038] When using beam collimation to form a parallel beam optical shaping path, the parallel beam array is generated through a standardized implementation of a collimating lens array. Multiple laser sources conforming to Class 1 safety standards are linearly and uniformly arranged horizontally to form a laser source array. The spacing between the laser sources is determined based on the road width and warning density requirements; the smaller the spacing, the higher the density of the resulting visual barrier and the more significant the warning effect. Each laser source's output end is tightly coupled with an aspherical collimating lens. All collimating lenses undergo optical axis parallelism calibration during assembly using an optical calibration platform to ensure that each... The collimating lens outputs beams with a completely consistent direction and no angular deviation. After the original beam emitted by the laser source is shaped by the collimating lens, the beam divergence angle is strictly controlled to below 10 milliradians. In long-distance warning scenarios such as highways and long bridges and tunnels, the beam divergence angle is further controlled to below 1 milliradian. The extremely small divergence angle allows the beam energy to be highly concentrated, with almost no lateral diffusion during propagation, resulting in an extremely long effective projection distance. It can maintain extremely high brightness and line sharpness even in low visibility weather conditions such as night, rain, snow, and smoke, and remains clearly distinguishable at long distances. Multiple collimated parallel beams together form a parallel beam array. The parallel beams in the array are evenly distributed along the cross-section of the road. After being projected onto the road surface, they form multiple sharp, bright, and evenly spaced parallel lines. These parallel lines together constitute a discrete parallel grating-type visual barrier. This visual barrier has no continuous light wall background and creates a strong visual impact with high brightness and high sharpness parallel lines, breaking the driver's conventional visual habits formed in a monotonous driving environment, forcibly attracting visual attention, and significantly shortening the driver's perception and reaction time. During installation, the collimating lens array assembly is vertically fixed to a pole in front of the road. The installation height of the pole ensures that the parallel beam array can cover the entire target lane, with the projection direction perpendicular to the vehicle's direction of travel. It is fully deployed along the road cross-section, allowing the parallel beam array to span the entire road area. The parallel grating visual barrier generated by this implementation mode has extremely strong long-distance warning capabilities and is suitable for scenarios requiring warnings hundreds of meters in advance, such as highway entrances, entrances and exits of long tunnels, continuous curves in mountainous areas, and dangerous road sections near cliffs or water. The number of laser source arrays can be flexibly increased or decreased according to the road width. The number of laser sources can be reduced for single-lane roads and increased for multi-lane roads. The array structure of multiple laser sources also has redundancy characteristics. If a single beam fails, only one grating line will be missing, and the warning function of the entire grating will still be fully preserved. The failure of a single unit will not cause the entire warning system to fail, ensuring the continuity and reliability of road warnings.

[0039] When deploying visual barriers in road areas, a double-sided, opposite-facing projection method can be adopted to comprehensively improve the uniformity, coverage, and reliability of the visual barriers. Complete laser projection components are deployed on opposite sides of the road, and the projection components on both sides use the same optical shaping scheme. Both can be a beam diffusion light wall generation scheme or a beam collimation grating generation scheme to ensure that the laser shape, optical parameters, and brightness level output on both sides remain completely consistent. First, the laser source, optical shaping components, and mechanical structure adjustment device are installed on the first side of the road. The laser source is activated by the drive module to generate the first laser output. The mechanical structure adjustment device is adjusted to set a suitable tilt angle and projection direction, and the first laser output is stably projected onto the road area to form the first visual barrier. The coverage of the first visual barrier extends to the central area of ​​the road. Then, another identical laser projection component is installed at the corresponding position on the second side of the road. After activation, it generates the second laser output. The projection direction is symmetrically set to face the first laser output. The projection angle is adjusted so that the second laser output is projected onto the road area to form the second visual barrier. The second visual barrier also extends to the central area of ​​the road. The laser outputs on both sides form a continuous overlapping area in the central area of ​​the road. The light field in the overlapping area is significantly improved in terms of light intensity density through the principle of energy superposition. The brightness distribution of the overall visual barrier is completely uniform from one edge of the road to the other edge, without any difference in brightness. This completely eliminates the problem of high brightness near the projection side and rapid brightness decay and sparse visual lines when projecting from one side. Finally, a full-field composite visual barrier covering the entire cross-section of the road is formed. The laser projection components on both sides are synchronously controlled by a unified control and drive module. The control module outputs a synchronization signal to ensure that the starting, stopping, brightness adjustment, and frequency flashing of the laser output on both sides are completely synchronized. This avoids visual confusion, flickering misalignment, and other problems caused by asynchronous output on both sides, ensuring that the driver sees a stable, regular, and continuous visual barrier. This dual-sided projection implementation can be adapted to road scenarios of any width, especially in wide highways with three or more lanes, urban expressways, and large bridges. It can ensure that drivers in each lane can see a clear, uniform, and blind-spot-free visual barrier. Whether the vehicle is traveling in the left, middle, or right lane, the brightness, density, and shape of the observed visual barrier are completely consistent, comprehensively improving the coverage and safety reliability of road warnings. The dual-sided deployment architecture also provides system-level redundancy. Even if one projection component fails, the other projection component can continue to work, maintaining basic warning functions and further improving system stability.

[0040] To achieve progressive, multi-layered road safety warnings, two different types of visual barriers can be deployed in stages along the road's extension direction to construct a composite warning system combining long-range early warning and short-range interception. Simultaneously, two optical shaping paths—beam diffusion and beam collimation—are employed to generate two different laser output forms: a continuous light wall and a parallel grating. Two separate projection positions are set along the road's extension direction, maintaining a preset safety distance between them. The first projection position is closer to the target area under road control, while the second projection position is farther away. The distance between the first projection position and the target area is less than the distance between the second projection position and the target area. In conventional construction and accident handling scenarios, the distance between the first projection position and the target area is set between 50 and 100 meters, and the distance between the second projection position and the target area is set between 150 and 300 meters, which can be flexibly adjusted according to road speed limits and vehicle braking distances. At the first projection position, an optically shaped path for beam diffusion is used. The laser beam is diffused into a laser fan shape through a wide-angle lens. The vertical divergence angle of the laser fan is set between 100 and 140 degrees, and the horizontal divergence angle is controlled within 10 degrees. After projection, a continuous light wall-like visual barrier is formed. This light wall presents a complete sheet-like structure, possessing a strong visual blocking effect and psychological deterrence. As a final interception barrier at close range, it clearly defines the physical boundary of no-passage, forcibly reminding drivers to stop immediately or actively avoid the danger zone. At the second projection position, an optically shaped path for beam collimation is used. The laser beam is collimated into a parallel beam array through a collimating lens array. The beam divergence angle is controlled below 1 milliradian. After projection, a discrete parallel grating-like visual barrier is formed. This grating is characterized by high brightness and high sharpness parallel lines. It has an extremely long projection distance and good environmental penetration. As a long-range early warning barrier, it can provide a clear warning signal when the driver is hundreds of meters away from the target area, reminding the driver in advance of abnormal road control conditions ahead and preparing to slow down or change lanes.The laser outputs from the two projection positions are coordinated by a synchronous control module. This module can synchronously start and stop, or flash synchronously at a preset frequency, forming a unified warning rhythm. When a vehicle is driving normally along the road, the driver first observes the warning signal of the parallel grating from a distance, gradually confirming the control information ahead. As the vehicle approaches the control area, it gradually enters the observation range of the light wall-type interception barrier. The visual signal smoothly transitions from discrete gratings to a continuous light wall, forming a complete progressive visual intervention from initial warning at a distance to forced interception at close range. This intervention method perfectly matches the driver's visual perception and reaction time, avoiding the instantaneous psychological panic caused by a single strong warning signal. At the same time, it provides the driver with sufficient time for perception, judgment, braking, and lane changing operations, greatly improving the redundancy of road safety control and effectively reducing the risk of accidents caused by insufficient reaction. This implementation method is suitable for complex scenarios requiring multi-level warnings, such as long-distance road construction sections, traffic accident scene handling areas, tunnel entrance closures, bridge damage, and road collapses, providing comprehensive safety protection for on-site personnel and passing vehicles.

[0041] Two optical shaping paths can be integrated at the same projection location to generate a high-density composite light wall with dual advantages. At the same installation point on the road, two independent optical shaping components, one for beam diffusion and the other for beam collimation, are simultaneously deployed. The two components share the same mechanical adjustment device, maintaining identical projection angles and directions to achieve synchronous projection from the same source. The first optical shaping component uses a beam diffusion path, selecting a laser source that meets Class 1 safety standards. It works with a wide-angle lens to diffuse the beam into a laser fan. The vertical divergence angle of the laser fan is preferably between 80 and 100 degrees, and the horizontal divergence angle is preferably within 0.5 degrees, forming a continuous, uniform, and full light wall background. This provides overall visual integrity for the visual barrier, ensuring no visual gaps during close-range observation and providing a strong sense of visual blockade. The second optical shaping component employs a beam collimation path, selecting another laser source that meets Class 1 safety standards. Combined with a collimating lens array, the beam is collimated into a parallel beam, with the divergence angle controlled below 1 milliradian. This forms a multi-channel, high-brightness, high-sharpness linear beam structure, providing excellent long-distance visibility for the visual barrier and compensating for the brightness attenuation of the light wall at long distances. The laser outputs of both optical shaping components are synchronously projected onto the target area of ​​the road from the same location. The laser fan and the parallel beam array naturally undergo physical superposition and fusion in the propagation space. The uniform background brightness provided by the laser fan effectively compensates for the sparse visual effect of the parallel grating at close range, while the high-brightness linear structure provided by the parallel beam array effectively compensates for the insufficient brightness of the laser fan at long distances. The fusion of the two forms a high-density composite light wall. This composite light wall possesses both the visual blocking effect of a continuous light wall and the long-distance warning capability of a parallel grating, maintaining excellent visual impact and warning effect across the entire observation range. Whether observed at close or long distances, it presents a clear, conspicuous, and stable visual form. During projection, the laser output power of the two sets of components is coordinated and controlled by the drive module to ensure that the total radiation energy of the fused light field at any eye-accessible location always meets the Class 1 eye safety standard. This eliminates public safety hazards from the design source, eliminating concerns about eye damage to pedestrians and drivers. This implementation method can integrate the two sets of optical components and install them on the same pole in the median strip or on one side of the road. It occupies little installation space, is easy to deploy, and requires no additional installation points. It is suitable for critical control scenarios with extremely high requirements for warning effects, such as dangerous sections of highways, emergency closure entrances of bridges, interception areas of collapsed road sections, and tunnel entrance control. It comprehensively improves the overall performance and applicability of road visual barriers, achieving a dual breakthrough in optical and safety performance.

[0042] The present invention will be further described below with reference to the accompanying drawings and embodiments. Referring to Figures 1 and 2, the core architecture of the technical solution system of the present invention is shown. Its core equipment mainly includes the following: a laser source conforming to Class 1 eye safety standards; a control and drive module for controlling the opening and closing and working mode of the visual barrier; an optical shaping module driven by the control and drive module, which receives and shapes the laser generated by the laser source; a mechanical structure adjustment device that projects the shaped laser fan onto a predetermined road area; a power conversion module that provides energy to the above equipment; and, to improve the reliability and uniformity of the visual barrier, a multi-source array and road-side projection steps are built into the system level. This is particularly important when the road served is multi-lane, to ensure the consistency of brightness of the gratings or light walls in each lane; wherein, the optical shaping module has at least one of the following three modes: Mode 1: wide-angle lens unit, outputting a single continuous light wall; Mode 2: collimating lens array unit, outputting a discrete parallel grating; Mode 3: wide-angle lens array unit, outputting a spliced ​​composite light wall.

[0043] Referring to Figure 3, a flowchart of the core steps to achieve the above solution is shown, namely: providing a Class 1 laser source → performing optical shaping → projecting to form a visual barrier.

[0044] Example 1: Generating a continuous light wall barrier using Mode 1. As shown in Figures 4 and 5, this example demonstrates the basic implementation of generating a single continuous light wall using Mode 1, showcasing the advantages of this path structure being simple and low-cost. S1. Providing a laser source and optical shaping: A WFL-100 grating generator is selected. The core of this generator is an integrated module of a single high-brightness 520nm Class 1 laser diode and a single wide-angle lens. The vertical divergence angle of the wide-angle lens is 75°, and the horizontal divergence angle is 1°. The combination design of the laser diode and the wide-angle lens, along with the output power, ensures that the overall output light intensity fully complies with the Class 1 human eye safety standard. S2. Projection and barrier formation: The WFL-100 grating generator is installed on a pole on the roadside in front of the urban road construction area, and its projection angle is adjusted. After activation, the laser beam emitted by the laser diode is optically shaped by a wide-angle lens, spreading vertically into a broad 75° fan shape while simultaneously spreading horizontally at a tiny angle of only 1°, ultimately forming a complete, seamless, high-brightness green light wall on the road surface. S3. Technical Effects: This solution has a simple structure and high cost-effectiveness. The generated continuous light wall is visually seamless, possessing a strong visual sense of containment and psychological deterrence, effectively warning drivers that the area ahead is closed or dangerous. Its wide vertical coverage ensures that drivers at different distances and heights can clearly observe the barrier. This mode is particularly suitable for short-to-medium distance applications requiring clearly defined boundaries, such as urban roads, tunnels, and toll stations.

[0045] Example 2: Generating a Uniform Grating Barrier Using Mode 2. As shown in Figure 6, this example demonstrates the basic implementation of generating a discrete parallel grating using Mode 2, showcasing the advantages of this path: long range and sharp lines. S1. Providing a Laser Source and Optical Shaping: A CLA-6G grating generator is selected. This generator integrates a driver circuit board with six independent low-power Class 1 laser diodes arranged in a linear array, with a center wavelength of 635nm. The output of each laser diode is tightly coupled to an aspherical collimating lens, and the optical axes of all collimating lenses are calibrated to be parallel to each other at the factory. It has been measured that the divergence angle of the laser beam output by each collimating lens is less than 1mrad; S2. Projection and Barrier Formation: The CLA-6G grating generator is vertically fixed to a pole in front of the highway entrance. After startup, the generator simultaneously drives the six laser units, projecting six highly parallel red laser beams onto the road surface. These laser beams propagate parallel to each other in space, forming six extremely sharp, bright, and evenly spaced parallel lines on the road surface, collectively creating a high-density parallel grating barrier with a strong visual impact. S3. Technical Effects: The grating barrier generated by this solution has an extremely small beam divergence angle and highly concentrated energy, thus possessing an extremely long effective projection distance and extremely high brightness at night. It is particularly suitable for scenarios requiring long-distance, high-intensity warnings, such as highways and long bridges and tunnels. Simultaneously, the multi-laser array design provides unit-level redundancy and reliability; even if a single laser fails, only one grating will be missing, while the overall warning effect of the barrier remains intact.

[0046] Example 3: Generating a seamless composite optical wall barrier using Mode 3. As shown in Figure 7, this example demonstrates the basic implementation of generating a seamless composite optical wall using Mode 3, reflecting the balance between uniformity and reliability of this approach. S1. Providing a laser source and optical shaping: A grating generator of model FAA-3G is selected. This generator integrates a driver circuit board with three independent Class 1 laser diodes arranged in a linear array, with a center wavelength of 635nm. The output of each laser diode is tightly coupled to a wide-angle lens. The vertical divergence angle β of each wide-angle lens is 70°, and the horizontal divergence angle α is 1°. The key is that the optical axes of these three optical units are precisely calibrated at the factory. They are not perfectly parallel, but rather precisely calculated to ensure that at a preset distance of 25 meters, there is an overlap of approximately 30% between the sub-laser sectors output by adjacent laser units. S2. Projection and Barrier Formation: The FAA-6G type grating generator is installed on the roadside pillars and crossarms of a multi-vehicle road. After startup, the three laser units work simultaneously, each generating a sub-laser sector with a vertical angle of 70° and a horizontal angle of 1°. During projection, these sub-sectors are seamlessly spliced ​​on a preset 12m road surface. The overlap ensures a smooth transition in brightness, ultimately merging into a composite light wall barrier spanning three lanes with highly uniform brightness and density. S3. Technical Effects: This solution combines the wide coverage of Mode 1 with the multi-source redundancy advantages of Mode 2. Through array splicing technology, it overcomes the problem of decreased optical performance of a single wide-angle lens at ultra-wide widths, generating a wider and more uniform wide-area light wall than Mode 1. Meanwhile, the multi-laser design provides unit-level redundancy and reliability. Even if a single laser unit fails, it will only cause a slight decrease in local light intensity, while the integrity of the overall barrier and its warning function will still be maintained. This mode is the preferred solution after optimizing the balance between performance, reliability, and cost, and is suitable for most mainstream application scenarios.

[0047] Referring to Figure 8, which serves as a comparative example to Figure 10, it visually demonstrates the inherent defects of uneven brightness and sparse visual perception in unilateral projection. Referring to Figure 9, this figure explains the implementation of bilateral projection from the perspective of general principles. Through the principle of light field superposition or density multiplication, a uniform visual barrier is formed across the entire field. Its conclusions can be applied to various specific technical solutions in the future.

[0048] Therefore, in order to overcome the shortcomings of the above-mentioned single-sided deployment basic scheme, the following embodiments demonstrate the specific implementation of optimization schemes that enhance performance through dual-sided deployment using different technical paths.

[0049] Example 4: Forming a Uniform Visual Barrier Across the Entire Field Using Bilateral Road Projection. This example demonstrates a deployment method for forming an optimal visual barrier by deploying grating generators on both sides. Depending on the selected optical mode, the implementation principle and final effect vary, as follows: Scenario 1: As shown in Figure 10, this example demonstrates the specific implementation method of generating a seamless, wide-area composite light wall barrier using Mode 1, bilateral road projection: S1. Single-sided projection effect: Using Schematic 8 as a comparison benchmark, the limitations of single-sided deployment are shown. A grating generator is installed on a pole on the right side of the road, and its output laser fan spans the road. It can be observed that the laser fan has high brightness and density on the side closer to the generator, but as it extends towards the opposite side of the road, due to the increased observation angle and distance, its visual performance exhibits significant brightness attenuation and sparsity, resulting in a weakened visual effect of the barrier on the opposite lane; S2. Bilateral projection light path superposition: Schematic 9 reveals the optical principle for achieving a uniform barrier. Two grating generators are deployed on poles on both sides of the road. Both project their respective laser fan-shaped beams towards each other. The two fan-shaped beams intersect and overlap in the central area of ​​the road, forming a light field superposition zone. The energy density of this zone is significantly higher than that of the individual areas on either side due to the contribution of the light sources from both sides; S3. Final effect of the uniform visual barrier across the entire field: Schematic diagrams 9 and 10 show the final visual effect of the dual-sided projection. Based on the light path superposition in Figure 9, a uniform visual barrier across the entire field is formed on the road surface, as shown in Figure 10. This barrier completely eliminates the inherent brightness unevenness problem of single-sided deployment. Its overall brightness and grating density are consistent and continuous on the left, center, and right sides of the road. The central area maintains a high brightness similar to the edge area due to the light field superposition, forming an ultimate optical warning line that runs across the entire road without any visual weaknesses.

[0050] Scenario 2: As shown in Figures 11 and 12, this embodiment demonstrates the specific implementation of generating a high-density, long-range parallel grating barrier using Mode 2, with projection from both sides of the road. S1. Dual-side deployment and optical shaping: Two CLA-16G grating generators are symmetrically deployed on poles on both sides of the road, ensuring their optical axes are essentially parallel and symmetrical with the road centerline. The CLA-16G generator integrates 16 independent low-power Class 1 laser diodes, with each laser's output coupled to an aspherical collimating lens, ensuring that the divergence angle θ of each output laser beam is less than 1 milliradian. S2. Projection and light field superposition: The generators on both sides are activated, projecting a total of 32 highly parallel laser beams towards each other. The beam arrays output from the left generator and the right generator extend in parallel and are arranged side-by-side within the road space. From a top-down view, these two beam arrays together form a parallel grating array with doubled grating density, covering the entire road cross-section. S3. Formation of a high-density parallel grating barrier across the entire field: When a vehicle travels through this area, it will observe the composite light field from different angles. On the road surface, the beam arrays projected from both sides together form a high-density parallel grating barrier covering the entire road width with doubled grating lines. Compared to single-sided projection, this barrier completely eliminates the sparse grating phenomenon in the edge area caused by viewing angle, ensuring that drivers in any lane can observe a dense and sharp parallel grating. At the same time, the central intersection area presents higher visual brightness and depth due to the three-dimensional superposition of the light field, further enhancing the warning effect. S4. Technical effect: This solution combines the advantages of long range and high line sharpness of Mode 2 with the advantages of full-field coverage and high reliability of dual-sided deployment, generating one of the most powerful laser visual barriers currently available. It is particularly suitable for critical scenarios such as long straight highways, bridges, and tunnel exits, where extremely long warning distances are required and the uniformity and reliability of the barrier are of paramount importance. Multiple light sources and dual-sided deployment together constitute system-level redundancy, greatly improving the overall robustness of the solution.

[0051] Scenario 3: As shown in Figures 13 and 14, this embodiment demonstrates the specific implementation of Mode 3, which uses projection from both sides of the road to generate a seamless, wide-width composite light wall barrier. As shown in Figure 13, two FAA-3G type grating generators are symmetrically arranged on the horizontal arms of the poles on both sides of the road. Each generator uses a wide-angle lens array, and each unit has formed a uniformly spliced ​​composite light wall at the calibration distance. After activation, the two generators project their respective composite light walls towards each other. These two already highly uniform light walls intersect and deeply merge in the central area of ​​the road, using the principle of light field superposition to form a full-field ultimate light wall with no splicing marks from the edge of the road to the center, and extremely uniform brightness and density. As shown in Figure 14. This scenario combines the visual continuity of Mode 1 and the multi-source redundancy reliability of Mode 2, making it the preferred solution for pursuing top-level visual performance and system stability.

[0052] Example 5: Generating a Spatial Interlaced Grating Mesh Using Mode 2. As shown in Figures 15 and 16, this example demonstrates the specific implementation of generating a spatially interlaced grating mesh using Mode 2 and dual-side road projection. S1. Deployment and Optical Shaping: Two CLA-16G grating generators are deployed on both sides of the target area. Their optical axes are adjusted so that they are no longer parallel to the road surface, but project towards each other at a certain elevation angle, ensuring that their optical axes intersect in the air space in front of the bridge entrance; S2. Projection and Spatial Interlacing: The generators are activated, and the highly collimated parallel beam arrays output from both sides intersect in the preset air area. Due to the large number of beams and their linear propagation, they naturally interlace in the intersection area to form a complex three-dimensional grating mesh structure with significant depth. S3. Technical Effects and Applications: This scheme generates not a road barrier, but a three-dimensional, visualized restricted spatial area. Vehicle drivers can clearly perceive a "grating cage" blocking the bridge or tunnel entrance from a distance, and its psychological deterrent and warning effect far surpasses that of a planar barrier. This solution is particularly suitable for critical scenarios that require emphasis on three-dimensional spatial isolation and prohibition of passage, providing a brand-new technical means for road traffic safety.

[0053] Example 6: A method for generating a composite laser visual barrier with both near and far distances. As shown in Figure 17, this example provides a phased, multi-layered laser visual warning method, particularly suitable for scenarios requiring progressive early warning, such as long-distance road construction, accident handling areas, or tunnel entrances. This method achieves progressive visual intervention for drivers by coordinating the deployment of two laser barriers with different optical properties. S1. Deploy and activate the long-distance warning barrier. A first laser projection point is set at a distance of L2 = 150m to 300m from the target area. At this location, the following steps are performed to generate a parallel grating warning barrier: Providing laser sources and optical shaping: Providing multiple laser sources that meet Class 1 safety standards; Optically shaping the beams emitted by the laser sources, using a collimating lens array to collimate each beam into a parallel beam with a divergence angle <1mrad; Projecting to form the barrier: Projecting the shaped parallel beam array onto the road area, thereby forming a high-brightness, high-sharpness discrete parallel grating; This barrier serves as a long-range warning zone, its core function being to utilize the long-range characteristics of collimated lasers to provide a clear, non-invasive initial warning signal, indicating an abnormal situation ahead, even when the driver is still at a distance. S2. Deploying and activating the near-range final interception barrier. A second laser projection point is set up at a distance of L1 = 50m to 100m from the same target area. At this location, the following steps are performed to generate a continuous light wall interception barrier: Providing a laser source and optical shaping: A laser source conforming to Class 1 safety standards is provided; the laser beam is optically shaped and diffused using a wide-angle lens to form a laser fan with a vertical divergence angle of 100º≤β≤140º and a horizontal divergence angle α ≤10º. Projecting to form the barrier: The shaped laser fan is projected onto the road area, forming a continuous, full, wide light wall. This barrier serves as the final interception zone at close range. Its core function is to utilize the visual blocking effect of the light wall to create a clear "stop line" with strong psychological deterrence when drivers approach the danger zone. S3. System synchronization and coordination. The long-range warning barrier and the near-range final interception barrier are synchronously opened and closed or coordinated in flashing via a unified control signal. From the driver's perspective, the visual experience is as follows: first, a dense array of parallel light barriers is observed in the distance; as the vehicle approaches, the visual impact of the light barriers gradually increases; when the vehicle enters the range of the light wall, the visual signal seamlessly transitions from discrete lines to an insurmountable, complete light wall. S4. Technical Effects. This method organically combines two visual barriers with vastly different forms and functions in space and time, achieving a warning effect greater than the sum of its parts: enhancing safety redundancy; providing the driver with a complete visual information chain from "perception" to "confirmation" to "warning," greatly reducing the risk of accidents caused by misjudgment or insufficient reaction.Optimized psychological acceptance: Avoids the instantaneous panic that a single strong warning signal might cause, and the progressive intervention is more in line with the driver's psychological cognitive patterns. Achieved optimal resource allocation: Uses high-brightness collimated beams for long-distance applications requiring the greatest penetration, and uses wide-angle diffused beams for short-distance applications requiring full coverage, achieving efficient use of optical resources.

[0054] Example 7: Method for generating a high-density composite light wall at the same location. This example demonstrates a specific implementation of generating a performance-enhanced composite visual barrier by fusing two different forms of laser output at the same location. As shown in Figure 18, S1. Providing a laser source and optical shaping at the same location: At a predetermined location on the road, the following parallel optical shaping steps are performed: First optical shaping path: A first Class 1 laser source is provided, and its emitted beam is optically shaped and diffused through a single wide-angle lens to form a laser fan with a vertical divergence angle of 80º≤β≤100º and a horizontal divergence angle of ≤10º; Second optical shaping path: A second Class 1 laser source is provided, and its emitted beam is optically shaped and collimated through a collimating lens array to form multiple parallel beams with divergence angles <1mrad; S2. Co-source projection and light field fusion: The laser fan and parallel beam array shaped by the first and second paths are projected together from the same location with essentially consistent projection directions onto the target area of ​​the road. A laser fan and a parallel beam array are physically superimposed and fused in the propagation space to form a high-density composite light wall. Through the coordinated design of the output power of each laser source, the total power density of the composite light field at any accessible location is ensured to remain within Class 1 safety level. S3. Technical Effects: The high-density composite light wall generated by this method combines the advantages of both components: the laser fan provides a wide and uniform visual background, ensuring the integrity and close-range fullness of the barrier; the parallel beam array superimposes a large number of extremely bright linear structures on this visual background, greatly improving the local brightness, visual sharpness, and long-distance visibility of the barrier; this synergistic effect makes the final composite barrier significantly more visually impactful and effective in warning across the entire observation range than the effect generated by executing either path alone.

[0055] As is known from common technical knowledge, this invention can be implemented through other embodiments that do not depart from its spirit or essential characteristics. Therefore, the disclosed embodiments described above are merely illustrative in all respects and are not the only ones. All modifications within the scope of this invention or its equivalents are included in this invention.

Claims

1. A method for generating a safety laser visual barrier on a road, characterized in that, Includes the following steps: Step A: Provide at least one laser source; Step B: Optically shape the beam emitted by the laser source to obtain a shaped laser output. The optical shaping can be at least one of the following two schemes: Scheme 1: Diffusion of the beam into a laser fan using optical elements, wherein the vertical divergence angle β of the laser fan satisfies 0°<β≤180° and the horizontal divergence angle α satisfies α≤15°; Scheme 2: Collimation of the beam into a parallel beam using a collimating lens, wherein the beam divergence angle θ of the parallel beam is less than 10 milliradians. Step C: Project the shaped laser output onto the road area to form a safe laser visual barrier on the road area.

2. The method for generating a safety laser visual barrier on a road according to claim 1, characterized in that, When using Scheme 1 in step B, it can be implemented through any of the following modes: Mode 1: A single laser beam emitted from a single laser source is diffused through a single wide-angle lens to obtain a single laser fan. Mode 2: Multiple laser beams emitted from multiple laser sources are diffused through corresponding wide-angle lenses to obtain multiple sub-laser fan surfaces. The optical axes of each wide-angle lens are adjusted so that the multiple sub-laser fan surfaces are spliced ​​together and partially overlapped in a preset road area to obtain a continuous composite laser fan surface.

3. The method for generating a safety laser visual barrier on a road according to claim 1, characterized in that, When using Scheme 2 in step B, it is implemented through the following mode: Multiple beams emitted from multiple laser sources are collimated by passing them through corresponding collimating lenses to obtain multiple parallel beams, which together form a parallel beam array.

4. The method for generating a safety laser visual barrier on a road according to claim 1, characterized in that, Step C includes the following sub-steps: Step C1: Project the first laser output obtained in step B from the first side of the road onto the road area to obtain the first visual barrier; Step C2: Project the second laser output obtained in step B from the second side of the road onto the road area to obtain a second visual barrier, with the second side opposite to the first side; Step C3: Make the first visual barrier and the second visual barrier intersect and overlap in the central area of ​​the road, and obtain a full-field composite visual barrier through light field superposition.

5. The method for generating a safety laser visual barrier on a road according to claim 4, characterized in that, The first laser output in step C1 and the second laser output in step C2 use the same optical shaping scheme, and the first visual barrier and the second visual barrier have the same shape.

6. The method for generating a safety laser visual barrier on a road according to claim 1, characterized in that, In step B, the beam emitted by the laser source is optically shaped, and both Scheme 1 and Scheme 2 are used to obtain the first shaped laser output and the second shaped laser output. Step C includes the following sub-steps: Step C1: Project the first shaping laser output from the first position onto the road area to obtain the first visual barrier; Step C2: Project the second shaping laser output from the second position onto the road area to obtain the second visual barrier; The first position and the second position are separated by a preset distance along the road extension direction, and the first visual barrier and the second visual barrier have different shapes.

7. The method for generating a safety laser visual barrier on a road according to claim 6, characterized in that, The distance L1 between the first position and the target area is less than the distance L2 between the second position and the target area; The first visual barrier projected in step C1 is a continuous light wall formed by Scheme 1; The second visual barrier projected in step C2 is a discrete parallel grating formed by Scheme 2.

8. The method for generating a safety laser visual barrier on a road according to claim 1, characterized in that, In step B, the laser beam emitted from the laser source is optically shaped, using both Scheme 1 and Scheme 2 to obtain a first shaped laser output and a second shaped laser output; step C includes the following sub-steps: Step C1: Project the first shaping laser output from the same position onto the road area to obtain the first visual barrier; Step C2: Project the second shaping laser output from the same position onto the road area to obtain a second visual barrier; Step C3: Physically superimpose and merge the first visual barrier and the second visual barrier in space to obtain a high-density composite light wall.

9. The method for generating a safety laser visual barrier on a road according to claim 8, characterized in that, In Scheme 1, the vertical divergence angle β of the laser fan satisfies 80°≤β≤100°, and the horizontal divergence angle α of the laser fan satisfies α≤0.5°; in Scheme 2, the beam divergence angle θ of the parallel beam is less than 1 milliradian.

10. The method for generating a safety laser visual barrier on a road according to claim 1, characterized in that, In Scheme 1, the vertical divergence angle β of the laser fan satisfies 80°≤β≤100°, and the horizontal divergence angle α of the laser fan satisfies α≤0.5°; in Scheme 2, the beam divergence angle θ of the parallel beam is less than 1 milliradian.

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