Tidal lane buried intelligent guiding device, system and method based on bidirectional asymmetric light distribution

Abstract

The application discloses a tidal lane buried intelligent guiding device, system and method based on bidirectional asymmetric light distribution, the device comprises a shell with double side slopes, a first directional light emitting unit and a second directional light emitting unit arranged on the two side slopes respectively, and a control unit, the two light emitting units are respectively directed to opposite driving directions and form asymmetric light distribution, so that the main direction is highlighted, and the opposite light intensity is attenuated, and bidirectional signal independent display is realized; the system comprises a traffic state sensing module and a central control system, by collecting parameters such as traffic flow, vehicle speed and queue length, a direction demand index model is constructed to determine the service direction of the tidal lane, and stable switching is realized in combination with the minimum holding time and the emptying time; the method is based on real-time traffic data to make dynamic decisions and control the device to synchronously display guiding information, and the application can effectively improve the clarity and safety of tidal lane indication, and realizes the intelligentization and high efficiency of traffic guidance.

Description

Technical Field

[0001] This invention relates to the field of intelligent traffic management and road signal control technology, specifically to a traffic flow guidance device, system, and method for tidal flow lanes. More particularly, it relates to an underground intelligent guidance device employing a bidirectional asymmetric light distribution structure, and a tidal flow lane intelligent guidance system and method based on multi-source traffic data fusion and a directional demand index model for dynamic decision-making. Background Technology

[0002] With the acceleration of urbanization and the continuous growth of motor vehicle ownership, urban road traffic pressure is intensifying. During morning and evening rush hours, traffic demand in different directions exhibits a significant "tidal" imbalance. To alleviate this problem and improve the efficiency of road resource utilization, tidal flow lanes have been widely used as an effective traffic organization method. The core challenge lies in providing drivers with clear, reliable, and unambiguous lane status instructions to ensure driving safety and traffic order.

[0003] Currently, the guidance and control of tidal flow lanes mainly relies on the following two types of technologies: One type is high-altitude signaling facilities, such as red cross and green arrow traffic lights or LED variable message signs installed on gantry cranes or cantilever structures. This type of solution is widely used due to its high location and wide coverage. However, its drawbacks are also quite obvious: construction involves large steel structure foundations, which is time-consuming, costly, and causes significant traffic interference, as well as affecting the urban landscape. In use, the signals are easily affected by inclement weather (rain, snow, fog) and obstruction by large vehicles, leading to decreased visibility; at the same time, the bright signals at night may also cause glare interference to oncoming drivers.

[0004] Another type is road-embedded lighting devices, which use LED ground lights or illuminated markings to bring directional information closer to the driver's line of sight. This type of solution requires no large-scale facilities, has minimal impact on the landscape, and is relatively simple to install. However, existing technologies still have key drawbacks: Poor optical design: Most devices use symmetrical or wide-angle light distribution, which makes the light easily diffuse in space. When the device needs to provide indication for vehicles in both directions at the same time, the light that should be pointing in one direction still maintains high brightness in the opposite direction, causing serious light interference and information misinterpretation.

[0005] Insufficient structural isolation: Simply installing two light-emitting modules back-to-back in the same housing, lacking effective light path isolation design (such as a light-shielding structure), leads to internal light crosstalk, making it difficult to achieve truly independent and clear bidirectional visual guidance.

[0006] The control strategies are simplistic: most systems rely on fixed time periods or manual presets for direction switching, lacking real-time comprehensive analysis and quantitative evaluation of multi-dimensional parameters such as traffic flow, vehicle speed, and queue length. When traffic demand fluctuates significantly, refined scheduling cannot be achieved. While some systems incorporate real-time data, they lack effective stabilization strategies (such as minimum hold time or demand threshold judgments), making them prone to frequent lane direction switching due to short-term traffic fluctuations, which disrupts traffic order and increases the difficulty of driving decisions.

[0007] Therefore, there is an urgent need for a new type of tidal lane guidance device, system, and method that can achieve bidirectional independent, high-definition, interference-resistant guidance and has intelligent and stable control strategies. Summary of the Invention

[0008] The purpose of this invention is to address the problems existing in current tidal lane guidance technologies, such as insufficient optical direction differentiation, severe interference from oncoming light, coarse light distribution of buried devices, and single control strategies with frequent switching. This invention provides a buried intelligent guidance device, system, and method for tidal lanes based on bidirectional asymmetric light distribution. By constructing a bidirectional directional light-emitting structure and combining light shielding and light distribution optimization, independent bidirectional signal output is achieved. Simultaneously, a direction demand decision model based on multiple traffic parameters and a stable control strategy are introduced, thereby improving the clarity and reliability of lane indication and realizing intelligent, dynamic, and safe tidal lane direction control.

[0009] The technical solution of the present invention is as follows: The underground intelligent guidance device for tidal lanes based on bidirectional asymmetric light distribution includes: The shell has a first lateral slope and a second lateral slope on two sides perpendicular to the center line of the road, facing two opposite directions of oncoming traffic, respectively. The first directional light-emitting unit is disposed on the first side slope, and its light-emitting axis is inclined relative to the road surface and faces the first oncoming vehicle direction, and is used to output guidance information that allows passage; The second directional light-emitting unit is disposed on the second side slope, and its light-emitting axis is inclined relative to the road surface and faces the second oncoming vehicle direction opposite to the first oncoming vehicle direction, and is used to output guidance information prohibiting passage; The first directional light-emitting unit has a first main light intensity within the main observation angle range of the first oncoming vehicle direction, and its light intensity is attenuated to less than 10% of the first main light intensity within the observation angle range of the second oncoming vehicle direction; the second directional light-emitting unit has a second main light intensity within the main observation angle range of the second oncoming vehicle direction, and its light intensity is attenuated to less than 10% of the second main light intensity within the observation angle range of the first oncoming vehicle direction, so as to form bidirectional asymmetric light distribution. The control unit, located inside the housing and electrically connected to the two light-emitting units, is used to receive external control commands and independently control the display status of the two light-emitting units.

[0010] Furthermore, the housing includes a detachable upper cover and a receiving base, with a first side slope and a second side slope located on both sides of the upper cover; the upper cover has a trapezoidal structure in a cross section perpendicular to the road centerline, with the two waists of the trapezoidal structure forming the first side slope and the second side slope respectively; a light-shielding isolation structure is provided inside the housing between the two light-emitting units to physically isolate the light paths of the two light-emitting units to prevent light crosstalk within the housing.

[0011] Furthermore, the control unit includes a microprocessor, an LED driver circuit, a memory, and a communication module; the control unit can independently control the switching, color switching, brightness level adjustment, flashing mode switching, and graphic mode switching of the two light-emitting units, and can perform self-test operations on current, voltage, temperature, and LED driving status, and report status information to the central control system through the communication module.

[0012] This application also includes an underground intelligent guidance system for tidal lanes based on bidirectional asymmetric light distribution, including: Multiple underground intelligent guidance devices based on bidirectional asymmetric light distribution are laid out linearly along the tidal lane within the road surface. The traffic status perception module is used to collect traffic operation parameters in real time and upload them through the communication network; The central control system, deployed in the cloud or on a local server, includes a data processing unit, a strategy decision-making unit, an instruction generation and distribution unit, and a status monitoring and maintenance unit. The data processing unit is used to clean, fuse, and standardize the collected traffic parameter data. The strategy decision-making unit is used to determine the optimal direction of traffic flow in tidal lanes and determine the timing of direction switching. The instruction generation and distribution unit generates control instructions based on the decision results and sends them to the underground intelligent guidance devices. The status monitoring and maintenance unit is used to receive the operating status of the underground intelligent guidance devices and issue warning instructions to adjacent devices when an anomaly is detected.

[0013] Furthermore, the traffic condition perception module includes at least one of millimeter-wave radar, geomagnetic detector, or video vehicle detector, and is installed at the upstream and downstream positions of the tidal flow lane and the adjacent regular lane, for real-time collection of at least one of the following parameters per unit time: traffic flow Q passing through the cross section, time-averaged speed V of the lane or road segment, and queue length L.

[0014] This application also includes a buried intelligent guidance method for tidal lanes based on bidirectional asymmetric light distribution, applied to a buried intelligent guidance system for tidal lanes based on bidirectional asymmetric light distribution, comprising the following steps: The central control system acquires at least traffic flow data from the traffic condition perception module. Queue length and average speed Road traffic operation data; The central control system calculates the directional demand index for both driving directions based on road traffic operation data. And according to two directions The difference between the preset demand threshold and the value of ... Based on the comparison results, the target service direction of the tidal flow lane is determined, and the minimum direction holding time and lane clearing conversion time are set during the direction switching process; The central control system generates corresponding guidance and control commands and sends them to the buried intelligent guidance devices in various locations. The buried intelligent guidance devices in various locations control the directional light-emitting units in the corresponding directions to display passage or prohibition information according to the instructions.

[0015] Furthermore, the directional demand index Calculate using the following formula: , in, A and B are two opposite directions; , , For the weighting coefficients, satisfying , , ; For direction Traffic flow, This is the theoretical saturation flow rate; For direction Queue length, The maximum acceptable queue length; For direction average vehicle speed This represents the free-flow velocity.

[0016] Furthermore, determining the target service direction of the tidal flow lane specifically includes: Calculate the demand difference Set demand threshold ; when When, set the target service direction to direction A; when When, it is set as direction B; when At this time, maintain the current direction or select according to the preset priority; Furthermore, record the time of the last direction switch. When a direction needs to be changed, the current time must be satisfied. and The time interval is greater than or equal to the minimum direction holding time. The switch will be executed only after that.

[0017] Furthermore, the central control system synchronizes multiple underground intelligent guidance devices using a unified time reference, enabling each device to synchronously complete state switching at a preset execution time. Specifically, when the tidal flow lane serves the first direction, the directional light-emitting unit facing the first direction displays a green arrow indicating passage, and the unit facing the second direction displays a red no-passing indicator. When the lane is cleared or completely closed, both directional light-emitting units display a no-passing indicator or flash warnings at a preset flashing frequency.

[0018] Furthermore, it also includes status feedback and anomaly management: each underground intelligent guidance device periodically reports its operating status information to the central control system. The operating status information includes at least one of the following: current display mode, operating current, operating voltage, device temperature, and fault status information. When the central control system receives fault information, it marks the location and fault type of the corresponding device in the electronic map of the management platform, generates a maintenance work order and sends it to the operation and maintenance terminal, and at the same time controls the underground intelligent guidance devices near the faulty device to enter the warning flashing mode.

[0019] Compared with existing technologies, the advantages of this invention are: 1. This application constructs a bidirectional asymmetric light distribution structure within a single buried device, transforming the traditional symmetrical diffused light emission mode into a directional light emission mode with a clear direction. Through the coordinated design of the inclined shell structure, optical lenses, and internal light-shielding isolation, the two light-emitting units form independent main light distribution areas in space. This allows the target direction to receive a bright and clear guidance signal, while the opposite direction receives only extremely weak or invisible light signals, effectively avoiding the problems of opposite glare interference and misjudgment. At the same time, by quantitatively limiting the attenuation ratio of opposite light intensity, the device has stable and consistent optical performance under different environmental conditions, improving the information recognition speed and judgment accuracy of drivers during driving. Furthermore, by continuously deploying the embedded light strip on the ground to form a visual guide light strip, drivers can complete path recognition without relying on high-altitude signals, thereby improving the visibility, safety, and reliability of tidal lane guidance as a whole. 2. This application upgrades the control of tidal lanes from the traditional timed or manual intervention method to a dynamic decision-making mode based on real-time traffic data by constructing a closed-loop control system that includes a traffic state perception module and a central control system. By standardizing parameters such as traffic flow, queue length and vehicle speed and introducing a directional demand index model, the application achieves quantitative assessment of traffic pressure in different directions. At the same time, by combining a demand difference threshold judgment mechanism, a minimum directional holding time constraint and a lane clearing and switching strategy, the system can avoid traffic disturbance caused by frequent switching while having rapid response capabilities. This achieves a balance between sensitivity and stability in complex traffic environments. Furthermore, a unified time synchronization mechanism ensures consistent execution of devices along the route, forming a continuous and stable visual guidance effect. Ultimately, this achieves refined, intelligent and efficient allocation of tidal lane resources. 3. This application replaces traditional gantry signal facilities with an underground modular structure, achieving dynamic control of tidal lanes without altering the original road structure. This reduces the complexity and construction period of the project, minimizes interference with traffic, and features a small device size and convenient maintenance. Unit replacement enables rapid repairs, reducing long-term operation and maintenance costs. At the urban spatial level, it avoids the damage to the landscape caused by large-scale elevated structures, enhancing the overall aesthetics of the road. During operation, status monitoring and fault linkage mechanisms enable rapid identification and alerts for equipment anomalies, improving system reliability and safety redundancy. Thus, it achieves significant improvements in comprehensive performance across multiple dimensions, including traffic safety, traffic efficiency optimization, construction economy, and urban environmental harmony. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of an underground intelligent guidance device for tidal lanes based on bidirectional asymmetric light distribution.

[0021] Figure 2 This is an exploded structural diagram of an underground intelligent guidance device for tidal lanes based on bidirectional asymmetric light distribution.

[0022] Figure 3 This is a partial cross-sectional schematic diagram of the directional guidance structure of the light-emitting unit in the underground intelligent guidance device for tidal lanes based on bidirectional asymmetric light distribution.

[0023] Figure 4 This is a schematic diagram of the overall process of the intelligent guidance method for tidal lanes.

[0024] Figure 5 This is a detailed control flow diagram of the intelligent guidance method for tidal lanes.

[0025] Figure 6 This is a schematic diagram of the multi-source data acquisition module.

[0026] Figure 7This is a schematic diagram of the data processing unit's processing flow.

[0027] Figure 8 This is a detailed logic diagram of the timing control process.

[0028] Figure 9 A complete control flowchart for adaptive decision-making.

[0029] Figure 10 A complete control flowchart for adaptive decision-making in tidal lanes.

[0030] Figure 11 This is a schematic diagram of the sub-processes for data cleaning and fusion.

[0031] Figure 12 A schematic diagram of the sub-process for parameter calculation.

[0032] Figure 13 for A schematic diagram of the sub-processes for applying the calculation formula.

[0033] Figure 14 A schematic diagram of the sub-processes generated for the instruction package.

[0034] Reference numerals: 1-Housing, 101-First side slope, 102-Second side slope, 103-Upper cover, 104-Receiving base, 105-Light-shielding and isolation structure, 2-First directional light-emitting unit, 3-Second directional light-emitting unit, 4-Control unit, 501-Light-transmitting window. Detailed Implementation

[0035] It should be noted that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0036] The features and performance of the present invention will be further described in detail below with reference to embodiments.

[0037] Please see Figure 1-3 An underground intelligent guidance device for tidal lanes based on bidirectional asymmetric light distribution, such as Figure 1 and Figure 2 As shown, it includes: The housing 1 has a first lateral slope 101 and a second lateral slope 102 formed on both sides perpendicular to the center line of the road, facing two opposite directions respectively. The first directional light-emitting unit 2 is disposed on the first side slope 101. Its light-emitting axis is inclined relative to the road surface and faces the first oncoming vehicle direction of the road. It is used to output guidance information to the first oncoming vehicle direction to indicate that the vehicle is allowed to pass. The second directional light-emitting unit 3 is disposed on the second side slope 102. Its light-emitting axis is inclined relative to the road surface and faces the second oncoming vehicle direction opposite to the first oncoming vehicle direction. It is used to output guidance information to the second oncoming vehicle direction to indicate that the vehicle is prohibited from passing or is restricted in the opposite direction. The first directional light-emitting unit 2 has a first main light intensity within the main observation angle range of the first oncoming vehicle direction, and its light intensity is attenuated to below a preset ratio of the first main light intensity within the observation angle range of the second oncoming vehicle direction. The second directional light-emitting unit 3 has a second main light intensity within the main observation angle range of the second oncoming vehicle direction, and its light intensity is attenuated to below a preset ratio of the second main light intensity within the observation angle range of the first oncoming vehicle direction, thus forming a bidirectional asymmetric light distribution characteristic. The control unit 4 is located inside the housing 1 and is electrically connected to the first directional light-emitting unit 2 and the second directional light-emitting unit 3 respectively. It is used to receive external control commands and control the display status of the two light-emitting units.

[0038] By combining structural design with optical control, the device achieves independent output and precise visual presentation of bidirectional traffic guidance signals for tidal flow lanes. The entire device employs an embedded structure installed within the road surface. The housing 1 has a contour shape with two inclined surfaces on its transverse interface, facing opposite traffic directions. This provides a fixed and stable installation angle for the two light-emitting units, allowing the light beam to naturally align with a specific oncoming direction after installation. This structure not only ensures clear directional light in space but also provides a degree of physical light-blocking effect through the housing 1 structure itself, maintaining a clear distinction between the light signals in the two directions. The first directional light-emitting unit 2 naturally faces the first oncoming traffic direction through the inclined structure, allowing drivers in that direction to clearly observe the guidance information indicating permission to pass from a distance. Drivers in the opposite direction, due to the combined effect of structural obstruction and beam directionality, find it difficult to directly observe the light signal, thus avoiding misjudgment. The second directional light-emitting unit 3 outputs a warning message indicating prohibition of passage facing the second oncoming traffic direction, enabling oncoming vehicles to promptly recognize the current prohibited status of the lane.

[0039] When the control unit 4 receives a control command from the external traffic management system, it adjusts the working state of the two luminous units according to the current opening direction of the tidal lane. If the lane needs to be opened to traffic in the first direction, the control unit 4 drives the first directional luminous unit 2 to light up to indicate that passage is permitted, while controlling the second directional luminous unit 3 to display a warning message indicating that entry is prohibited. Since the optical axis of the first luminous unit is oriented towards the direction of oncoming traffic and forms the main observation area in that direction, drivers in that direction can clearly see the bright passage signal. In contrast, due to the deviation of the beam angle and the obstruction of the housing structure, drivers in the opposite direction can only receive very weak light or even cannot see the light signal, thus avoiding misunderstandings by oncoming vehicles. When the direction of the tidal lane changes, the control unit 4 only needs to adjust the display state of the two luminous units to complete the signal direction conversion. At this time, the second luminous unit starts to output passage permission information in the second direction, while the first luminous unit switches to output prohibition information. Since the beam distribution of the device is designed to form a significant directional difference, drivers in both directions can only clearly see the guidance signal facing them and have difficulty seeing the oncoming signal. In this way, the tidal lane can quickly switch directions and provide accurate visual prompts at different times or under different traffic conditions.

[0040] By combining the above structural arrangement with optical design, two sets of guidance information in different directions can exist simultaneously within the same device without interfering with each other. This solves the problem of light diffusion and mutual interference that is common in traditional buried light-emitting devices when displaying in both directions. At the same time, the control unit 4 inside the device can independently control the display status of the two light-emitting units according to the control instructions of the external traffic management system, including turning them on and off, adjusting brightness, and changing graphic status. This allows the device to quickly switch signal status when the direction of the tidal lane changes, thus ensuring that the guidance information of the entire lane remains consistent with the current traffic organization status.

[0041] Through the aforementioned structural design and light distribution optimization, bidirectional independent and non-interfering traffic guidance signal outputs can be achieved within the same underground device, significantly improving the safety and visibility of traffic organization in tidal lanes. The embedded road surface structure, combined with a tilted optical axis and asymmetrical light distribution design, eliminates the glare problem caused by light diffusion in traditional underground lights, reducing the visual search burden during driving and improving information recognition speed, thus enhancing the driver's accuracy in judging lane conditions. Furthermore, the device achieves independent control of the two light-emitting units through an internal control unit 4, enabling rapid changes in lane guidance status according to traffic management system instructions. This allows tidal lanes to flexibly adapt to traffic flow changes at different times and improve road resource utilization efficiency. Simultaneously, the device has a simple structure, low installation position, minimal impact on urban road landscape, and is easy to maintain and replace. Therefore, while ensuring traffic guidance functions, it also reduces construction and maintenance costs, improving the overall system's stability and practical value.

[0042] The light intensity of the first directional light-emitting unit 2 is reduced to less than 10% of the first main light intensity within the observation angle range of the second oncoming vehicle direction, and the light intensity of the second directional light-emitting unit 3 is reduced to less than 10% of the second main light intensity within the observation angle range of the first oncoming vehicle direction.

[0043] The first directional light-emitting unit 2 and the second directional light-emitting unit 3 each form an independent main light distribution area. Through a combination of various methods such as housing 1 structural design, light-shielding structure setting, or light distribution structure optimization, the light intensity of the light-emitting unit within the opposing observation angle range is significantly suppressed and kept at a low level. This avoids strong light stimulation or misinterpretation of signals by drivers of oncoming vehicles. The first directional light-emitting unit 2 has a main light intensity within the main observation angle range in the first direction. Within the observation angle range of the second oncoming vehicle direction, its light intensity is significantly suppressed by the structure, shading, and light distribution design, resulting in: ; That is, the light intensity of the light from the first direction decreases to less than 10% of the light intensity of the main direction within the observation angle range of the second direction; Similarly, the second directional light-emitting unit 3 has a principal light intensity within the principal observation angle range of the second direction. Within the observation angle range in the first direction, the following conditions are met: ; Through the aforementioned asymmetric light distribution, the guiding light signals from the two directions form an independent and non-interfering optical distribution effect in space. This allows drivers in their respective directions to receive clear instructions, while drivers in the opposite direction will hardly see or only see very weak light, avoiding visual interference and misjudgment, thereby improving the clarity and reliability of two-way traffic guidance in tidal flow lanes.

[0044] By precisely controlling the light distribution characteristics of the light-emitting unit and limiting the intensity of the opposing light to a preset ratio of less than 10% of the intensity of the main light direction, it is possible to ensure that drivers in the target direction receive sufficient brightness indication information without significantly affecting the visible light in the opposite direction. This asymmetric light distribution design with clearly quantified indicators not only makes the optical performance of the entire guidance device more stable and reliable, but also maintains good recognition effect under different weather conditions and different road lighting environments, enabling drivers to accurately identify the traffic status of the tidal lane from a greater distance, thereby improving the overall visibility and reliability of the traffic guidance system.

[0045] like Figure 3 As shown, the housing 1 includes a detachable upper cover 103 and a receiving base 104. A first side slope 101 and a second side slope 102 are arranged on the two sides of the upper cover 103. A space is provided between the upper cover 103 and the receiving base 104 for accommodating the control unit 4, the first directional light-emitting unit 2, and the second directional light-emitting unit 3.

[0046] Both the first directional light-emitting unit 2 and the second directional light-emitting unit 3 include an LED light source assembly, a light-transmitting window 501, and a light-distributing lens or reflector structure for adjusting the beam distribution to form a stable directional light-emitting effect. The housing 1 is provided with a light-shielding isolation structure 105 located between the first directional light-emitting unit 2 and the second directional light-emitting unit 3 to physically isolate the light paths of the two light-emitting units to prevent crosstalk of light inside the housing 1, thereby improving the clarity and recognition accuracy of the bidirectional guidance information.

[0047] Both directional light-emitting units in this application use LED light source components as the core of light emission, enabling the device to maintain stable brightness and reduce energy consumption during long-term operation. Combined with the light-transmitting window, light can be smoothly emitted and form a clear graphic display effect. The light-distributing lens or reflector structure can concentrate and adjust the light beam, so that the light propagates in a predetermined direction, thereby improving the accuracy of directional light emission and reducing the diffusion of ineffective light. In addition, the light-shielding isolation structure set inside the housing can form a physical separation between the two light-emitting units. The light-shielding isolation structure can be any isolation structure that can prevent light from overlapping or interfering with each other when propagating inside the device, thereby ensuring that the graphic signal output by each light-emitting unit remains clear and independent, so that drivers in different directions can only see traffic indication information related to their own driving direction. Through the above structural combination, the recognition and reliability of bidirectional guidance signals can be further enhanced.

[0048] The upper cover 103 has a trapezoidal structure in a cross section perpendicular to the road centerline. The trapezoidal structure includes an upper base, a lower base, and two waist structures connecting the upper base and the lower base. The first side slope 101 and the second side slope 102 are formed by the two waists of the trapezoidal structure, respectively.

[0049] This design utilizes the geometric properties of a trapezoidal cross-section to provide a stable spatial foundation for bidirectional directional light emission, allowing the light to be more concentrated and directed towards oncoming vehicles. This enables drivers to more quickly identify the traffic status of tidal lanes and reduce visual judgment time. The wider base of the trapezoidal structure creates a larger contact area with the road surface, ensuring stability even under frequent vehicle traffic and reducing the risk of loosening or damage. The narrower top facilitates embedding the device into road grooves. Furthermore, the trapezoidal structure disperses the vertical pressure generated by vehicles to both sides, creating a unified stress-bearing structure between the device and the surrounding road surface. This reduces the risk of damage from localized stress concentration and extends the device's lifespan.

[0050] The housing 1 is made of high-strength, waterproof, and pressure-resistant materials to ensure stable operation under various climatic conditions.

[0051] The control unit 4 includes a microprocessor, an LED driver circuit, a memory, and a communication module. The microprocessor is electrically connected to the LED driver circuit to control the operating status of the first directional light-emitting unit 2 and the second directional light-emitting unit 3. The memory stores preset control parameters and operating data. The communication module communicates with the central control system via a wired or wireless communication network. The communication module supports one or more of the following communication methods: RS485 communication, Ethernet communication, 4G or 5G wireless communication, LoRa wireless communication, WiFi communication, Bluetooth communication, fiber optic communication, or Ethernet cable communication. The control unit 4 can independently control the display status of the first directional light-emitting unit 2 and the second directional light-emitting unit 3. The display status includes on / off control, color switching, brightness level adjustment, blinking mode switching, and graphic mode switching. It can also perform self-test operations on current, voltage, temperature, and LED driving status and report status information to the central control system via the communication module.

[0052] To achieve a bidirectional asymmetric light distribution effect between the first directional light-emitting unit 2 and the second directional light-emitting unit 3, the underground intelligent guidance device structurally constrains the emitting beam through the geometric design of the housing 1, the setting of the internal light-shielding structure, and the combination of light-distributing optical components. The housing 1 has a trapezoidal structure in its cross-section perpendicular to the road centerline. The two waists of the trapezoidal structure form a first light-distributing surface and a second light-distributing surface (i.e., the first side slope 101 and the second side slope 102) facing the first and second oncoming vehicle directions, respectively. The first directional light-emitting unit 2 is positioned... Inside the first light-distributing surface, the second directional light-emitting unit 3 is disposed inside the second light-distributing surface, so that the two light-emitting units are arranged structurally facing different oncoming vehicle directions, thereby forming a basic spatial separation in the initial light emission direction; inside the housing 1, a light-shielding isolation structure 105 is disposed between the first directional light-emitting unit 2 and the second directional light-emitting unit 3. The light-shielding isolation structure 105 is a light-shielding plate, light-shielding rib or light-shielding cavity structure extending along the length direction of the housing, used to block the propagation path of direct light and reflected light between the two light-emitting units, so as to prevent crosstalk of light inside the housing.

[0053] The first directional light-emitting unit 2 and the second directional light-emitting unit 3 are respectively provided with light-distributing optical components on their light-emitting paths. The light-distributing optical components include at least one of a light-distributing lens, a reflector cup, or a composite optical structure, which are used to control the direction and shape the light beam emitted by the LED light source component, so that the light forms a high light intensity distribution in the main observation angle range corresponding to the oncoming vehicle direction, and a rapidly attenuating light intensity distribution in the observation angle range of the opposite direction. At the same time, a light-shielding frame or a light-limiting structure can be provided in the edge area of ​​the light-transmitting window to limit the large-angle emitted light, thereby further suppressing stray light propagating to the opposite observation angle area.

[0054] Through the multi-layered structure combination of the geometric orientation of the housing 1, internal light-shielding isolation, and light distribution optical adjustment, the light intensity of the first directional light-emitting unit 2 in the observation angle range of the second oncoming vehicle direction is attenuated to below a preset ratio of its main light intensity. At the same time, the light intensity of the second directional light-emitting unit 3 in the observation angle range of the first oncoming vehicle direction is also kept below a preset ratio of its main light intensity. This forms two independent main light distribution areas in space, enabling drivers in the corresponding direction to clearly identify the guidance information, while drivers in the opposite direction can only observe extremely weak light signals or are basically invisible. This avoids visual interference and misjudgment, and ensures that the two-way traffic guidance information of the tidal lane has good recognizability and stability under different road environments and different observation distances.

[0055] By incorporating a control unit 4 with complete control functions within the device, the guiding device achieves more stable and flexible control during operation. The microprocessor, as the core control component, processes received commands and precisely adjusts the operating state of the light-emitting units according to preset logic, enabling the first directional light-emitting unit 2 and the second directional light-emitting unit 3 to display corresponding guidance information according to traffic management needs. The LED driving circuit provides stable driving signals to the light-emitting units, ensuring stable brightness and reliable operation in different working modes. The memory stores preset control parameters and relevant data during device operation, providing a stable data foundation for the control unit 4 when performing control tasks. Simultaneously, the communication module supports multiple wired and wireless communication methods, allowing the device to adapt to communication conditions in different road environments. Stable connection via wired communication networks is possible on urban arterial roads or highways. In areas with complex communication conditions, wireless communication can also achieve data transmission, ensuring that the central control system can promptly send control commands to the device and obtain device operating status information.

[0056] Furthermore, the control unit 4 can independently control the two light-emitting units, allowing the device to flexibly adjust the display status according to the real-time traffic requirements of the tidal lane. For example, it can display a graphic indicating that passage is permitted when the lane is open, and a graphic indicating that passage is prohibited when the lane is closed or switched. At the same time, the brightness level adjustment function can automatically or manually adjust the light intensity according to the ambient light conditions, increasing the brightness during the day to ensure long-distance visibility, and decreasing the brightness at night to reduce visual stimulation to the driver. The flashing mode switching can provide a more obvious warning effect in lane status changes or special traffic situations.

[0057] The combination of the above control functions enables the device to stably transmit clear traffic information to the driver even in complex traffic environments. During the operation of the device, the microprocessor can also continuously monitor parameters such as current, voltage, temperature, and LED driving status.

[0058] By analyzing the above parameter data, it is determined whether the device is in normal working condition. When an abnormality is detected, the control unit 4 can upload the abnormal information and current operating status to the central control system through the communication module, so that the management personnel can understand the equipment status in a timely manner and take corresponding measures to reduce the impact of equipment failure on traffic guidance and extend the service life of the device, so that the entire tidal lane guidance system can maintain a stable and reliable working state in long-term operation.

[0059] like Figure 4-14 As shown, this application also includes an intelligent guidance system for tidal flow lanes, such as... Figure 4 As shown, it includes: Multiple underground intelligent guidance devices are linearly deployed within the road surface along the tidal flow lane. Their tops are roughly flush with or slightly convex with the road surface to ensure smooth vehicle passage while providing a light-transmitting signal output interface. These underground intelligent guidance devices employ a bidirectional asymmetric light distribution system. Each device contains a light-emitting component with a bidirectional asymmetric light distribution structure. A first directional light-emitting unit 2 facing the first direction of travel constitutes a forward-facing light-emitting component and displays a green arrow to indicate that vehicles are permitted to enter the tidal flow lane in the first direction. A second directional light-emitting unit 3 facing the opposite direction constitutes a reverse-facing light-emitting component and displays a red cross to indicate that vehicles are prohibited from entering the tidal flow lane. The traffic status perception module is used to collect traffic parameters of traffic operation status in real time and upload them to the central control system through the communication network. The traffic parameters include at least one of the following: traffic flow, vehicle speed, lane occupancy or queue length of tidal lanes and related road sections. The central control system, deployed in the cloud or on a local server, includes a data processing unit, a strategy decision-making unit, an instruction generation and distribution unit, and a status monitoring and maintenance unit. The data processing unit cleans, merges, and standardizes the collected traffic parameter data. The strategy decision-making unit determines the optimal direction for the tidal flow lane based on a preset timing control strategy or a direction demand index calculation model built based on traffic flow queue length and vehicle speed, and determines the direction switching timing according to the minimum holding time of the direction demand difference threshold and clearing time rules. The instruction generation and distribution unit generates control instructions based on the decision results, including the target direction execution time, display mode brightness level, and flashing mode, and sends them to the underground intelligent guidance devices in various locations via a unified time base to achieve synchronous switching. The status monitoring and maintenance unit receives the operating status of the underground intelligent guidance devices and issues warning instructions to adjacent devices when an anomaly is detected to create an abnormal area alert.

[0060] By continuously deploying underground intelligent guidance devices within the tidal flow lanes, dynamic guidance lines are formed to connect the roads. The devices, with their tops flush with or slightly convex with the road surface, ensure smooth vehicle movement while simultaneously creating a stable and reliable visual signal output interface. This allows for dynamic indication of lane direction without altering the original road structure. The underground intelligent guidance devices employ a bidirectional asymmetric light distribution structure, projecting luminous information in two opposite directions. The first directional luminous unit 2 forms a green arrow to clearly indicate the permitted entry direction, while the second directional luminous unit 3 forms a red cross to indicate that entry in the opposite direction is prohibited.

[0061] By further optimizing and defining the display format of the guidance information, the visual recognition effect and light control capability of the entire tidal flow lane guidance device have been improved. The green arrow graphic indicates the direction in which vehicles are allowed to pass. This graphic has a highly unified recognition meaning in the traffic system. When drivers see the green arrow, they can quickly understand that the lane in that direction is open, so they can safely enter the tidal flow lane to continue driving. The red cross graphic indicates the traffic status of prohibition. Red has a clear warning effect, and the cross symbol can intuitively express the meaning of prohibition or closure, so that drivers in the opposite direction can immediately recognize that the lane is currently not allowed to enter, thereby avoiding traffic conflicts caused by mistakenly entering the tidal flow lane.

[0062] This design uses a combination of color and graphics to convey clear and unambiguous traffic information to drivers in a very short time. This allows drivers to intuitively identify tidal flow lane rules even when driving long distances, improving recognition efficiency, reducing the risk of accidental entry, and enhancing traffic guidance efficiency. Simultaneously, the traffic status perception module collects key traffic parameters such as traffic flow, speed, and queue length in real time, enabling the system to continuously monitor road conditions and provide a solid data foundation for subsequent decision-making.

[0063] The data processing unit within the central control system first identifies and cleans up anomalies in the collected raw data. Then, it merges data from different detection devices and converts it into a unified format to form reliable traffic operation data. After obtaining the processed traffic data, the strategy decision-making unit executes corresponding strategies based on the system's operating mode. In timed control mode, the tidal flow lane service direction is directly determined according to a preset schedule. In adaptive control mode, the system calculates the demand index for both directions based on traffic flow queue length and average vehicle speed, and determines the direction with higher demand as the tidal flow lane service direction by comparing the difference with a threshold. Simultaneously, the system uses a minimum direction hold time rule to avoid frequent changes in direction within a short period and sets a clearing time when a direction switch is needed to ensure the safe departure of vehicles from the lane.

[0064] After determining the direction, the instruction generation and issuance unit generates control instructions containing information such as target direction, display mode, execution time, and brightness control based on the decision results. These instructions are then sent to the various underground intelligent guidance devices via a unified time reference. Each device's internal control unit 4 parses the instructions and drives the corresponding directional light-emitting unit to display a green arrow or a red cross, thus forming a clear and consistent tidal lane passage indication. Simultaneously, the device continuously feeds back its operating status information to the central control system. The central control system monitors the status and handles anomalies based on the feedback results, thereby forming a continuous loop of data acquisition, decision-making, execution, and feedback closed-loop control process.

[0065] By installing underground intelligent guidance devices with a bidirectional asymmetrical light distribution structure within the road, clear and independent visual indications can be generated in two opposite directions of travel. This allows drivers to identify the reversible lane status from a greater distance, reducing the risk of mistakenly entering the lane or driving in the wrong direction, and improving overall traffic safety. Simultaneously, the underground structure's flush design with the road surface avoids interference from traditional ground markings or suspended signals, maintaining road continuity and comfort. Through real-time collection of multi-dimensional traffic data by a traffic status perception module and centralized analysis by a central control system, the direction of reversible lane traffic can be dynamically adjusted according to different time periods and real-time traffic conditions. This allows for more rational use of limited road resources and effectively alleviates traffic congestion during peak hours.

[0066] By introducing a directional demand index model during the strategic decision-making process, the system can comprehensively consider traffic flow scale, queuing conditions, and speed changes, making its judgments more objective and accurate. Simultaneously, the minimum holding time and clearing time mechanisms avoid safety hazards caused by frequent switching and vehicle congestion, improving the stability and safety of the directional switching process. Furthermore, by using a unified time base to achieve synchronous control of guidance devices along the route, a continuous and consistent dynamic indication effect can be ensured throughout the tidal flow lane. Status monitoring and anomaly alert mechanisms promptly detect equipment malfunctions and warn drivers, further improving system reliability and maintenance efficiency. Ultimately, this achieves intelligent, dynamic, and safe operation management of the tidal flow lane.

[0067] like Figure 12 As shown, the traffic condition perception module includes at least one of millimeter-wave radar, geomagnetic detector, or video vehicle detector, and is installed upstream and downstream of the tidal flow lane and on adjacent regular lanes to collect real-time traffic flow data per unit time across the cross-section. Average speed over time for lanes or road sections and lane occupancy or queue length At least one parameter in it. For example Figure 11 As shown, the data processing unit, which uploads data to the central control system via the communication network, performs data cleaning, fusion, and standardization processing before providing the data to the strategy decision-making unit for analyzing the traffic direction of the tidal flow lane.

[0068] By further defining the structure and function of the traffic condition perception module, and employing various traffic detection devices such as millimeter-wave radar, geomagnetic detectors, or video vehicle detectors, it is possible to stably acquire vehicle operation information and form a multi-dimensional traffic data source under different environmental conditions. By deploying multiple points at key locations upstream and downstream of the tidal flow lane and adjacent conventional lanes, a complete traffic condition acquisition network is formed, continuously monitoring vehicle passage and acquiring information such as vehicle quantity, speed, lane occupancy rate, and queue length. Upstream detection equipment is used to anticipate the scale of vehicles entering the tidal flow lane segment and predict short-term traffic pressure; downstream detection equipment is used to assess the evacuation capacity after vehicles pass through the tidal flow lane; and adjacent conventional lane detection equipment is used to compare changes in traffic flow in each direction.

[0069] The aforementioned detection equipment transmits the real-time traffic parameters collected to the data processing unit of the central control system via a communication network, such as... Figure 6 and Figure 7 As shown, the data processing unit first identifies and cleans up the data for anomalies, then merges and processes similar data collected from different devices, converts them into a unified format, and transmits them to the strategy decision-making unit. The strategy decision-making unit comprehensively analyzes data such as traffic flow, vehicle speed, and queue length to judge the changes in current road demand and determine the most suitable direction of traffic for the tidal lane, thereby achieving more precise dynamic lane control.

[0070] like Figure 4-14 As shown, this application also includes an intelligent guidance method for tidal flow lanes, applied to an intelligent guidance system for tidal flow lanes, such as... Figure 4 and Figure 5 As shown, it includes the following steps: The central control system calculates the directional demand index for the two driving directions of the tidal flow lane based on road traffic operation data. And based on the demand index in both directions The difference between them and the preset demand threshold The comparison results determine the target service direction of the tidal flow lane; After determining the target service direction, the central control system generates corresponding guidance control commands and sends them to the buried intelligent guidance device through the communication network. The underground intelligent guidance device controls the display status of directional light-emitting units set up facing two driving directions according to the guidance control command. The directional light-emitting units facing the target service direction display the passage instruction information, while the directional light-emitting units facing the opposite direction display the prohibition instruction information. This forms a continuous and identifiable passage guidance sign on the tidal flow lane surface to indicate the driving direction of vehicles in the tidal flow lane. During the tidal flow lane direction switching process, the central control system controls the timing of the execution of the guidance control command by setting the minimum direction holding time and the lane clearing and conversion time, so that the tidal flow lane enters a unified no-entry state before the direction switching, so as to ensure that vehicles in the lane can safely leave and complete the direction conversion.

[0071] The system revolves around three main phases: real-time traffic condition perception, traffic demand assessment, and guidance and control execution. Upon system startup, the central control system first establishes communication connections with the traffic condition perception module and multiple underground intelligent guidance devices, thus constructing a complete information exchange network. During system operation, the traffic condition perception module continuously collects traffic flow data for tidal flow lanes and related road sections. Queue length and average vehicle speed Traffic operation data is uploaded to the central control system in real time via a communication network. After receiving this data, the central control system calculates the directional demand index for each of the two driving directions using a preset calculation model. This index is based on a comprehensive analysis of traffic flow. Queue length and average vehicle speed It can reflect the demand for tidal lane resources in all directions.

[0072] When the demand index in both directions After the calculation is completed, the central control system calculates the difference and compares it with the preset demand threshold. The system compares traffic flow to determine the direction with the most pressing traffic demand and designates that direction as the target service direction for the tidal flow lane. When a direction switch is required, the central control system first checks if the minimum direction holding time condition is met to avoid excessively frequent direction adjustments. Once the condition is met, the system enters the lane clearing phase, sending a no-entry control command to all underground intelligent guidance devices to keep the tidal flow lane in a prohibited state for a certain period, ensuring that existing vehicles in the lane can safely leave. After the clearing time ends, the central control system sends new guidance control commands to all underground intelligent guidance devices. Upon receiving the commands, each device drives the directional light-emitting unit in the corresponding direction to display passage information through its internal control unit 4, while displaying a no-entry information in the opposite direction. This creates continuous guidance markings on the tidal flow lane surface and completes the tidal flow lane direction adjustment.

[0073] By adopting the intelligent guidance method for tidal lanes, the management of tidal lanes can be transformed from traditional manual control or simple time control to an intelligent dynamic control mode based on real-time traffic data. By acquiring multi-dimensional traffic data through the traffic status perception module and conducting comprehensive analysis, the road traffic operation status can be more accurately reflected, thereby making the directional decisions of tidal lanes more in line with actual traffic needs.

[0074] The central control system calculates the directional demand index. and with preset demand threshold Comparison allows for an objective assessment of traffic pressure in different directions, prioritizing capacity for directions with higher demand and effectively alleviating traffic congestion during peak hours. By uniformly issuing guidance and control commands and simultaneously displaying permitted or prohibited information on underground intelligent guidance devices, continuous and consistent visual guidance markings can be created on the road surface. This improves drivers' ability to recognize tidal flow lane rules and reduces the risk of accidental lane entry. Furthermore, setting a minimum directional holding time prevents frequent lane changes due to short-term traffic fluctuations, maintaining stable traffic flow. Setting a lane clearing and transition time provides a safe transition period for vehicles during directional adjustments, preventing oncoming collisions or accidents. This method significantly improves road resource utilization efficiency and enhances the intelligence level of urban road traffic management while ensuring traffic safety.

[0075] The central control system calculates the directional demand index for each driving direction. Time: for any direction Calculated as follows: ; in: , , For the weighting coefficients, satisfying , , ,and Or set according to actual needs; For direction Traffic flow, This is the theoretical saturation flow rate, expressed in vehicles per hour. For direction Queue length, The maximum acceptable queue length, in meters or number of vehicles; For direction The average vehicle speed; Free flow velocity, unit: .

[0076] By introducing the directional demand index The quantitative calculation model enables tidal lane direction decisions to shift from traditional experience-based or single-indicator judgments to an intelligent decision-making model based on comprehensive analysis of multi-dimensional traffic data, thereby improving the scientific nature and stability of traffic management. This is achieved by analyzing traffic flow queue lengths... and average vehicle speed Standardization can eliminate the impact of inconsistencies in the dimensions of different parameters, enabling the system to objectively compare traffic conditions on a unified scale, thereby improving decision-making accuracy.

[0077] Simultaneously, by setting weighting coefficients , , This allows for flexible adjustment of the influence of each indicator in the model based on the actual road environment, making the method applicable to different urban road types and traffic conditions at different times. In road environments where traffic flow is the dominant factor, the system can strengthen the influence of the flow rate indicator to prioritize the needs of high-density traffic flow, while in areas with significant queuing congestion, the weight of the queue length indicator can be increased to quickly alleviate congestion. This adjustable computational mechanism enhances the system's adaptability to complex traffic environments, while also improving the demand index... By incorporating vehicle speed factors into the calculation and adopting a reverse adjustment method, the direction of declining traffic efficiency can be more accurately identified. This allows tidal flow lanes to be prioritized for improving traffic flow directions with lower efficiency, ultimately achieving a more rational allocation of traffic resources, higher lane utilization efficiency, and more significant relief from traffic congestion.

[0078] When determining the target service direction of the tidal flow lane, the central control system uses the directional demand index for both driving directions. and Calculate the demand difference ,in: And set a demand threshold. , ; when When the tidal flow lane is in its designated service direction, set the target service direction to direction A; when When the tidal flow lane is in its designated service direction, the target service direction will be set to direction B; when At this time, either maintain the current direction or select according to the preset priority.

[0079] By introducing demand difference in the tidal lane direction decision-making process I and demand threshold This judgment mechanism provides a more stable and reliable basis for traffic direction decisions. Compared with traditional methods that rely solely on a single traffic indicator or simple comparisons, this method considers both the directionality and degree of demand differences, thereby avoiding unnecessary lane direction changes when demand differences are small.

[0080] By introducing a threshold range, a stable buffer zone can be established for the system. When traffic demand changes within this range, the system will not immediately change lane direction, thereby reducing the risk of traffic chaos caused by frequent switching. It also reduces the adaptive pressure on drivers to adapt to changes in road guidance, improving the understandability and enforceability of traffic guidance information. When the difference in traffic demand significantly exceeds the threshold, the system can promptly identify and adjust the direction of the tidal lane, allowing road resources to quickly shift towards the direction of greater traffic pressure, thus improving overall road efficiency. Through this decision-making mechanism that balances sensitivity and stability, the tidal lane system can maintain dynamic adjustment capabilities while preserving the continuity and safety of traffic organization in complex traffic environments, ultimately achieving a comprehensive effect of improved road resource utilization efficiency, reduced traffic congestion, and enhanced traffic operation stability.

[0081] When controlling the direction of tidal flow lanes, the central control system supports both timed control and adaptive control modes. In timed control mode, the central control system controls the target service direction of the tidal flow lanes according to a preset time period. In adaptive control mode, the central control system calculates the direction demand index based on real-time traffic data collected by the traffic condition perception module. And dynamically determine the service direction of the tidal flow lane.

[0082] By introducing two different control mechanisms—timed control and adaptive control—in the tidal flow lane control process, the system's adaptability and operational stability under different traffic scenarios are further enhanced. During periods with clear traffic patterns, the timed control mode ensures the stability of the tidal flow lane direction and reduces the need for frequent system calculations and adjustments, thus providing drivers with clear and stable travel expectations and reducing traffic organization complexity. During periods of significant traffic change, the adaptive control mode analyzes traffic data in real time and dynamically adjusts the tidal flow lane direction according to actual needs, allowing road resources to be allocated to areas with greater traffic pressure, thereby alleviating local congestion and improving road utilization efficiency. Simultaneously, the dual-mode structure avoids the limitations of a single control method in complex traffic environments. When traffic patterns are clear, the system can maintain efficient and stable operation through timed control, while when traffic demand changes suddenly, the system can respond quickly through adaptive control, achieving a balance between traffic guidance stability and flexibility. Ultimately, this results in a comprehensive improvement in road capacity, a reduction in congestion risk, and an enhancement of the intelligence level of traffic management.

[0083] When the central control system makes a decision on the direction change of the tidal lane, it records the time of the last direction change of the tidal lane and sets a minimum direction holding time limit to limit the time interval between two adjacent direction changes in order to avoid frequent direction changes of the tidal lane due to short-term traffic fluctuations.

[0084] The guidance control command generated by the central control system includes at least one parameter among the following: target service direction, execution time, guidance information type, brightness level, and flashing mode. It is then sent to multiple underground intelligent guidance devices via a communication network to control each underground intelligent guidance device to synchronously adjust the display state of its directional light-emitting unit according to the guidance control command.

[0085] By setting multiple control parameters in the guidance control commands, the control accuracy and information expression capability of the tidal lane intelligent guidance system can be improved, enabling the system to provide more accurate and stable road guidance information in different traffic scenarios. Compared with the traditional method of control based solely on simple directional indicators, multi-parameter control commands can comprehensively adjust the execution time and display mode of the displayed content, making the tidal lane guidance information clearer and more consistent. The introduction of the execution time parameter allows all buried intelligent guidance devices to perform operations synchronously at the same time, thereby avoiding display inconsistencies caused by differences in device response and improving the overall operational stability of the system. The guidance information type parameter allows the device to display different forms of prompts according to different traffic scenarios, thereby improving the driver's efficiency in recognizing road conditions. The brightness level parameter can adjust the display brightness according to ambient lighting conditions, ensuring good visibility of guidance information both day and night, while reducing unnecessary energy consumption. The flashing mode parameter can enhance the warning effect in special circumstances, enabling drivers to notice changes in road conditions more quickly, thereby improving traffic safety.

[0086] Through the above-mentioned parameterized control method, the tidal lane guidance system can maintain efficient and stable operation in complex traffic environments, and further improve the efficiency of road resource utilization and the overall traffic operation safety level.

[0087] The central control system synchronizes multiple underground intelligent guidance devices using a unified time base, enabling them to synchronously switch guidance states at preset execution times. When the tidal flow lane serves the first direction, the directional light-emitting unit facing the first direction displays a green arrow indicating passage, while the directional light-emitting unit facing the second direction displays a red no-passing indicator or is in a closed state. When the tidal lane is in a cleared-out or completely closed-off state, the two directional light-emitting units installed in the underground intelligent guidance device will display a no-passage instruction or flash warnings at a preset flashing frequency.

[0088] While executing guidance control commands, the underground intelligent guidance device periodically reports its operating status information to the central control system. This operating status information includes at least one of the following: current display mode, operating current, operating voltage, device temperature, and fault status. When the central control system receives fault information reported by the underground intelligent guidance device, it marks the location and fault type of the corresponding device on the management platform's electronic map, generates a maintenance work order, and sends it to the maintenance terminal. Simultaneously, it controls nearby underground intelligent guidance devices to enter a warning flashing mode to alert the driver of an abnormal area ahead.

[0089] By introducing a device operation status monitoring and fault linkage handling mechanism into the intelligent guidance system for tidal lanes, the overall safety, stability, and maintenance efficiency of the system can be improved. Through periodic reporting of operation status information, the central control system can monitor the working status of each buried intelligent guidance device in real time and promptly identify potential fault risks, thus preventing long-term faults from affecting the guidance effect of tidal lanes. Using electronic maps to mark fault locations allows maintenance personnel to intuitively understand the location of faulty equipment and quickly pinpoint the problem area, thereby reducing on-site troubleshooting time and improving maintenance efficiency. By automatically generating maintenance work orders and sending them to the maintenance terminal, a standardized maintenance process can be established, eliminating the need for manual recording. To mitigate delays caused by communication issues, and to ensure that fault information is promptly delivered to relevant personnel, the system controls nearby devices to enter a warning flashing mode when it detects a fault. This creates a clear visual cue in the fault area, reminding drivers to pay attention to road changes and take appropriate driving measures, thereby reducing the risk of traffic misjudgment due to equipment failure. Through this closed-loop management mechanism consisting of status monitoring, fault identification, maintenance scheduling, and on-site warnings, the system can quickly complete the discovery, location, handling, and notification process when equipment malfunctions. This ensures that the tidal lane intelligent guidance system can maintain stable and reliable operation in complex operating environments, further improving road traffic organization efficiency and driving safety.

[0090] like Figure 4 and Figure 5 As shown, the specific steps include the following: Step S1: System Initialization and Status Monitoring (1) After the system starts, the central control system establishes a communication connection with each sensing module and guidance device; (2) The sensing module continuously collects traffic parameters in all directions in real time and uploads data periodically or when triggered by events; (3) The central control system records the current directional state of the tidal flow lane as Possible values ​​are as follows: .

[0091] Step S2: Traffic Strategy Decision The strategy has two basic modes, which can be switched or used in combination according to time periods: like Figure 8 As shown, Mode A: Timed Control Mode: The daily time slots are preset according to historical traffic patterns and management needs, such as: 7:00–9:00: Tidal flow lanes serve the inbound direction A; 17:00–19:00: Tidal flow lanes serve the outbound direction B. Other times: Depending on the actual situation, traffic may be restricted to a specific direction or completely prohibited.

[0092] The central control system executes instructions according to the timetable at the corresponding time, without relying on real-time data.

[0093] like Figure 9 and Figure 10 As shown, Mode B: Adaptive Control Mode: During off-peak hours or when the user selects adaptive mode, the system calculates the directional demand index for each direction based on real-time data. And based on the directional demand index The value determines the direction of the tidal flow lane.

[0094] (1) Data input: For two directions A and B (e.g., inbound direction A and outbound direction B), obtain the following real-time traffic flow: (vehicles / hour); queue length: (meters or number of vehicles); average vehicle speed: (km / h); and set road parameters: theoretical saturation flow: (vehicles / hour); Maximum acceptable queue length: (meters or number of vehicles); free-flow velocity: (km / h).

[0095] (2) Directional Demand Index calculate For any direction ,definition: , in: , , For the weighting coefficients, satisfying , , ,and Or it can be set according to actual needs; when the traffic flow and queues are greater in a certain direction and the vehicle speed is lower, its The larger the value, the more urgent the need for tidal flow lanes in that direction.

[0096] (3) Directional difference and threshold judgment Calculate the difference in demand between the two directions: Set demand threshold ,For example .

[0097] when At that time, it was determined that the demand for direction A was significantly higher than that for direction B, and the direction of the tidal flow lane should be set to A; when At that time, it was determined that the demand for direction B was significantly higher than that for direction A, and the tidal flow lane should be set as B; when If the demand in both directions is considered to be similar, the current direction can be kept unchanged, or a selection can be made according to the preset priority.

[0098] (4) Anti-frequent switching mechanism Set minimum direction holding time (For example, 15 minutes), record the last switching time of the tidal lane. .

[0099] The current time is If a change of direction is required, the following conditions must be met: , If not satisfied, then even If the threshold is exceeded, the switching will be temporarily suspended and only recorded as "pending switching status" to prevent frequent back-and-forth switching of direction due to short-term fluctuations.

[0100] (5) Clearing and Conversion Period To ensure vehicles safely leave the lane during a direction change, a clearance time should be allowed before issuing the direction change command. (For example, 2 minutes).

[0101] exist During the designated time period, all guidance devices at both ends and along the tidal flow lane will be uniformly set to "red no entry" or "red flashing X" to prohibit new vehicles from entering. After the clearing period ends, the command to activate the new direction will be executed.

[0102] In the adaptive control mode of this application, to ensure driving safety during tidal lane direction switching, a lane occupancy rate safety verification step is set up. The specific control logic is as follows: the central control system completes the minimum direction holding time. After verifying and confirming that the direction switching conditions are met, the real-time lane occupancy rate O of the tidal flow lane is obtained and compared with a preset safety threshold (e.g., 10%). When the tidal lane occupancy rate is determined to be less than 10%, it indicates that the vehicles in the lane have basically finished leaving, meeting the safe switching conditions, and the system directly enters the two-way demand level. , In the comparison process, according to and The size relationship determines the target service direction, which in turn generates a switching instruction packet and outputs the decision result; the instruction packet generation is as follows: Figure 14 As shown.

[0103] When the tidal flow lane occupancy rate is determined to be ≥10%, it indicates that a large number of vehicles have not yet left the lane, failing to meet the safe switching conditions. The system immediately issues a clearing warning command to all underground intelligent guidance devices along the tidal flow lane, the control device displays a red no-entry sign, prohibiting new vehicles from entering the lane, and simultaneously starts the clearing timer, waiting for the preset clearing duration. (e.g., 2 minutes) After the clearing time ends and the lane occupancy rate drops below 10%, the subsequent direction decision and switching operation will be performed.

[0104] Step S3: Issue control commands: Based on the decision result of step S2, the central control system generates control instructions, including but not limited to: target service direction: A or B; execution time: immediate, delayed execution time, etc.; guidance information type: green arrow / red X / off, etc.; brightness level (which can be set automatically or manually according to ambient light); and flashing mode (constant light, flashing frequency, etc.).

[0105] The command is sent to all or some of the buried guidance devices via a communication network. Preferably, a unified time base (such as GPS time or NTP time) is used to ensure that each device completes the switching synchronously at a preset time point, with a time error not exceeding ±500ms.

[0106] Step S4: Guidance state switching (executed on the device side): After receiving the control command, each underground intelligent guidance device's internal control unit 4 parses and executes it: (1) When the tidal flow lane serves the first direction A: The first directional light-emitting unit 2 facing direction A is lit up or displays a "green guide arrow"; the second directional light-emitting unit 3 facing direction B displays a "red no-entry X" or is turned off to prevent accidental entry from the opposite direction.

[0107] (2) When the tidal lane serves the second direction B: the second directional light unit 3 displays a "green guide arrow"; the first directional light unit 2 displays a "red no-entry X" or is turned off.

[0108] (3) When in a clearing period or a state of complete closure: Both directional light-emitting units display a red prohibition symbol or flash warning lights at a preset flashing frequency (such as 1Hz).

[0109] Step S5: Status Feedback and Exception Management (1) The guiding device periodically or when a change in status / failure occurs, reports to the central control system: Current display mode; operating current, voltage, and temperature; fault codes (such as LED open / short circuit, communication abnormality, power supply abnormality, etc.).

[0110] (2) The central control system processes fault information: Mark the location and type of the faulty device on the background electronic map; Automatically generate maintenance work orders containing fault location, type, and suggested handling measures, and push them to the operation and maintenance personnel's terminals; Special instructions are sent to upstream and downstream adjacent devices of the faulty device to put them into a yellow flashing mode to alert the driver of an abnormal area ahead.

[0111] (3) A single point of failure will not affect the overall indication effect of the entire lane, but maintenance personnel can arrange on-site repair or replacement according to the work order.

[0112] By constructing a three-in-one tidal lane guidance technology system integrating "structural orientation + optical light distribution + intelligent control," the system employs a buried shell structure with double-sided slopes at the device level. This ensures that the two light-emitting units form a stable spatial orientation upon installation. Simultaneously, combined with an asymmetric light distribution design and an internal light-shielding and isolation structure, it achieves effective separation of bidirectional light signals in space, fundamentally solving the problems of light diffusion, opposing interference, and recognition confusion inherent in traditional buried light-emitting devices. This allows drivers to receive only bright and clear indication information relevant to their own driving direction, reducing the risk of misjudgment. Meanwhile, by embedding the device into the road surface and forming a continuous light strip, the driver's visual search path is shortened, and the recognition stability in complex environments such as rain, fog, and obstruction is improved. At the system level, a traffic state perception and central control coordination mechanism is introduced. By fusing and analyzing multi-dimensional parameters such as traffic flow, vehicle speed, and queue length, a directional demand index model is constructed to realize the transformation of tidal lane direction from experience-based control to data-driven dynamic decision-making. By setting minimum holding time, clearing time, and threshold judgment mechanisms, traffic disturbances caused by frequent switching are effectively avoided, further improving the system's operational stability and safety. At the same time, a unified time base is used to achieve synchronous control of multiple devices, forming a continuous and consistent guidance effect. In terms of engineering applications, this solution does not require a large gantry structure, is simple to construct, has low maintenance costs, and has little impact on the urban landscape. Thus, it achieves comprehensive optimization of construction economy and system reliability while improving traffic safety, visibility, and intelligence.

[0113] In another specific embodiment: 1. Scenario and Deployment: On a six-lane, two-way urban arterial road, the two central lanes are designated as reversible lanes. Along the centerline of these two reversible lanes, an underground intelligent guidance device as described in this application is installed every 10 meters. This underground intelligent guidance device is connected to a roadside area controller via a fiber optic network, and the area controller is connected to the central control system of the city's traffic command center via a 5G network. Video vehicle detectors and radars are deployed at both ends of the reversible lanes and 200 meters upstream and downstream to collect traffic data.

[0114] 2. Operating scenarios: Scenario 1: Timed control mode - morning peak.

[0115] The preset timetable stipulates that the tidal flow lanes serve the inbound direction (southbound) from 7:00 to 9:00. At 6:58, the central control system issues a "clear lane" command, and all guidance devices display a flashing red "X" in both directions. At 7:00 sharp, the system issues a "switch to inbound direction" command. All guidance devices execute the following: displaying a "green straight arrow" facing south and a "red stationary X" facing north. The number of inbound lanes increases from 3 to 4.

[0116] Scenario 2: Adaptive control mode - sudden congestion during off-peak hours.

[0117] Assume the system is running in adaptive mode at 10:30. Parameter settings: α=0.5, β=0.4, γ=0.1. , , .

[0118] Data: The sensing module reports that the direction of entry into the city is A. =800 vehicles / hour =80 meters =30 km / h; Outbound direction B: =600 vehicles / hour =20 meters, =50 km / h. (This is a known speed.) =1800 vehicles / hour =200 meters, =60 km / h.

[0119] like Figure 13 As shown, calculate:

[0120]

[0121]

[0122] Decision: Since more than 15 minutes have passed since the last switch, the system decides to switch the tidal lane to the inbound direction A.

[0123] Execution: The system immediately issues the command "Switch to the inbound direction in 2 minutes". After the clearing period, all guidance devices complete the state switch.

[0124] 3. Troubleshooting: If the guide device numbered 030 fails to light up due to an internal circuit fault, its self-test procedure will report it. Upon receiving this report, the central control system will: The system sends commands to nearby devices 029 and 031, instructing their "green arrows" to flash yellow at a frequency of 1Hz as a warning of abnormal areas. The system automatically generates a maintenance work order containing the fault location and code, and pushes it to the maintenance department's mobile terminal.

[0125] The embodiments described above merely illustrate specific implementation methods of this application, and while the descriptions are detailed and specific, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the technical solution of this application, and these modifications and improvements all fall within the scope of protection of this application.

Claims

1. A buried intelligent guidance device for tidal lanes based on bidirectional asymmetric light distribution, characterized in that, include: The shell (1) has a first side slope (101) and a second side slope (102) on both sides perpendicular to the center line of the road, facing two opposite directions of oncoming traffic respectively. The first directional light-emitting unit (2) is disposed on the first side slope (101), and its light-emitting axis is inclined relative to the road surface and faces the first oncoming vehicle direction, and is used to output guidance information that allows passage; The second directional light-emitting unit (3) is disposed on the second side slope (102). Its light-emitting axis is inclined relative to the road surface and faces the second oncoming vehicle direction opposite to the first oncoming vehicle direction, and is used to output guidance information prohibiting passage. Among them, the first directional light-emitting unit (2) has a first main light intensity in the main observation angle range of the first oncoming vehicle direction, and its light intensity is reduced to less than 10% of the first main light intensity in the observation angle range of the second oncoming vehicle direction. The second directional light-emitting unit (3) has a second main light intensity within the main observation angle range of the second oncoming vehicle direction, and its light intensity is attenuated to less than 10% of the second main light intensity within the observation angle range of the first oncoming vehicle direction to form bidirectional asymmetric light distribution; light distribution optical components are respectively provided on the light output paths of the first directional light-emitting unit (2) and the second directional light-emitting unit (3), and the light distribution optical components include at least one of light distribution lens, reflector cup or composite optical structure, used to control the direction and shape the beam emitted by the LED light source component; The control unit (4) is located inside the housing and electrically connected to the two light-emitting units. It is used to receive external control commands and independently control the display status of the two light-emitting units. The housing (1) includes a detachable upper cover (103) and a receiving base (104). A first side slope (101) and a second side slope (102) are provided on both sides of the upper cover (103). The upper cover (103) has a trapezoidal structure on a cross section perpendicular to the road centerline. The two waists of the trapezoidal structure respectively form the first side slope (101) and the second side slope (102). A light-shielding isolation structure (105) is provided between the two light-emitting units inside the housing to physically isolate the light paths of the two light-emitting units to prevent light from interfering with each other inside the housing.

2. The underground intelligent guidance device for tidal lanes based on bidirectional asymmetric light distribution according to claim 1, characterized in that, The control unit (4) includes a microprocessor, an LED driving circuit, a memory and a communication module; the control unit (4) can independently control the switching, color switching, brightness level adjustment, flashing mode switching and graphic mode switching of the two light-emitting units, and can perform self-testing operations on current, voltage, temperature and LED driving status, and report status information to the central control system through the communication module.

3. A buried intelligent guidance system for tidal lanes based on bidirectional asymmetric light distribution, characterized in that: include: Multiple underground intelligent guidance devices for tidal lanes based on bidirectional asymmetric light distribution, as described in any one of claims 1-2, are linearly arranged within the road surface along the tidal lane. The traffic status perception module is used to collect traffic operation parameters in real time and upload them through the communication network; The central control system, deployed in the cloud or on a local server, includes a data processing unit, a strategy decision-making unit, an instruction generation and distribution unit, and a status monitoring and maintenance unit. The data processing unit is used to clean, fuse, and standardize the collected traffic parameter data. The strategy decision-making unit is used to determine the optimal direction of traffic flow in tidal lanes and determine the timing of direction switching. The instruction generation and distribution unit generates control instructions based on the decision results and sends them to the underground intelligent guidance devices. The status monitoring and maintenance unit is used to receive the operating status of the underground intelligent guidance devices and issue warning instructions to adjacent devices when an anomaly is detected.

4. The underground intelligent guidance system for tidal lanes based on bidirectional asymmetric light distribution according to claim 3, characterized in that, The traffic condition perception module includes at least one of millimeter-wave radar, geomagnetic detector or video vehicle detector, and is set at the upstream and downstream positions of the tidal lane and the adjacent regular lane, for real-time collection of at least one of the following parameters per unit time: traffic flow Q passing through the cross section, time-averaged speed V of the lane or road segment, and queue length L.

5. A buried intelligent guidance method for tidal lanes based on bidirectional asymmetric light distribution, characterized in that, The method applied to the underground intelligent guidance system for tidal lanes based on bidirectional asymmetric light distribution as described in claim 3 or 4 includes the following steps: The central control system acquires at least traffic flow data from the traffic condition perception module. Queue length and average speed Road traffic operation data; The central control system calculates the directional demand index for both driving directions based on road traffic operation data. And according to two directions The difference between the preset demand threshold and the value of ... Based on the comparison results, the target service direction of the tidal flow lane is determined, and the minimum direction holding time and lane clearing conversion time are set during the direction switching process; The central control system generates corresponding guidance and control commands and sends them to the buried intelligent guidance devices in various locations. The buried intelligent guidance devices in various locations control the directional light-emitting units in the corresponding directions to display passage or prohibition information according to the instructions.

6. The buried intelligent guidance method for tidal lanes based on bidirectional asymmetric light distribution according to claim 5, characterized in that, The demand index in the direction Calculate using the following formula: ， in, A and B are two opposite directions; , , For the weighting coefficients, satisfying , , ; For direction Traffic flow, This is the theoretical saturation flow rate; For direction Queue length, The maximum acceptable queue length; For direction average vehicle speed This represents the free-flow velocity.

7. The buried intelligent guidance method for tidal lanes based on bidirectional asymmetric light distribution according to claim 6, characterized in that, The determination of the target service direction of the tidal flow lane specifically includes: Calculate the demand difference Set demand threshold ; when When, set the target service direction to direction A; when When, it is set as direction B; when At this time, maintain the current direction or select according to the preset priority; Furthermore, record the time of the last direction switch. When a direction needs to be changed, the current time must be satisfied. and The time interval is greater than or equal to the minimum direction holding time. The switch will be executed only after that.

8. The buried intelligent guidance method for tidal lanes based on bidirectional asymmetric light distribution according to claim 5, characterized in that, The central control system synchronizes multiple underground intelligent guidance devices using a unified time base, enabling each device to complete state switching synchronously at a preset execution time. Specifically, when the tidal flow lane serves the first direction, the directional light-emitting unit facing the first direction displays a green arrow indicating passage, and the unit facing the second direction displays a red no-passing indicator. When the lane is cleared or completely closed, both directional light-emitting units display a no-passing indicator or flash warnings at a preset flashing frequency.

9. The buried intelligent guidance method for tidal lanes based on bidirectional asymmetric light distribution according to claim 5, characterized in that, It also includes status feedback and anomaly management: each underground intelligent guidance device periodically reports its operating status information to the central control system. The operating status information includes at least one of the following: current display mode, operating current, operating voltage, device temperature, and fault status information. When the central control system receives fault information, it marks the location and fault type of the corresponding device on the electronic map of the management platform, generates a maintenance work order and sends it to the operation and maintenance terminal, and at the same time controls the underground intelligent guidance devices near the faulty device to enter the warning flashing mode.

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