Freeway lane changing method and freeway construction zone layout method

Abstract

The application provides a lane changing method of an expressway and a layout method of a construction area of the expressway, and belongs to the field of road construction, wherein the lane changing method comprises the following steps: obtaining a work area of a current road section; establishing a preset lane changing area contour according to the work area; analyzing the changes of the heart physiology and behavior of a driver when passing through the area according to the predicted road condition information of the preset lane changing area contour; deducing a safe vehicle insertion gap based on the changes of the driver state, and dynamically determining the specific road section contour of an upstream warning area and an upstream transition area in the lane changing area according to the vehicle insertion gap; and finally guiding the vehicle to complete lane changing according to the optimized contour. The application realizes the individualization and dynamic design of the contour of the upstream lane changing area of the construction area by introducing the real-time state data of the driver and the gap analysis of the traffic flow, effectively solves the defects that the traditional fixed layout cannot adapt to the real-time traffic and individual differences, and significantly improves the safety and road passing efficiency of the lane changing process.

Description

Technical Field

[0001] This invention belongs to the field of road construction, and more specifically, it relates to a lane changing method for highways. This invention also relates to a method for setting up highway construction zones. Background Technology

[0002] With the increasing frequency of highway maintenance and construction activities, traffic safety management in work areas is of paramount importance. Upstream of the work area, vehicles must navigate pre-designated warning zones and transition zones to change lanes from closed to open lanes. Currently, the industry's layout of these lane-changing areas is primarily based on fixed technical specifications and historical experience. The length and outline of these sections (such as warning zones and transition zones) are usually predetermined, which is not well-suited to existing traffic conditions.

[0003] Specifically, during periods of high traffic volume and speed, the existing warning and transition zone layouts may be insufficient for drivers to calmly detect risks, adjust their speed, and find safe lane-changing gaps, easily leading to rear-end collisions or side scrapes and other forced lane-changing conflicts. Conversely, during periods of low traffic volume, excessively long layouts result in a waste of facilities and space. Secondly, existing methods completely ignore individual differences in drivers and their real-time psychological and physiological states. Different drivers have vastly different risk perception abilities, stress responses, and operating habits; a uniform geometric design cannot provide differentiated safety redundancy for drivers in different states such as tension and fatigue. Therefore, the lane-changing areas in highway work zones under current technology are essentially a "one-size-fits-all" passive management approach. The fixed layout of lane-changing lanes cannot adapt to the physiological and psychological changes of drivers, directly leading to technical problems such as high risk of lane-changing conflicts and reduced road capacity. Summary of the Invention

[0004] The purpose of this invention is to provide a lane-changing method for highways, in order to solve the technical problems of existing methods, such as fixed and rigid lane-changing zone design, inability to adapt to the physiological and psychological changes of drivers, resulting in mismatched warnings and frequent lane-changing conflicts.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is: to provide a lane-changing method for highways, comprising: S1. Obtain the work area for the current road segment; S2. Establish the outline of the preset lane change zone based on the current road section's work area; S3. Based on the predicted road condition information of the preset lane change zone outline, obtain the driver's psychophysiological and behavioral changes when passing through the lane change zone; S4. Obtain the gap between lane-changing vehicles within the lane-change zone outline based on the driver's physiological and behavioral changes, and determine the road segment outline of the upstream warning zone and upstream transition zone in the lane-change zone based on the gap between lane-changing vehicles. S5. Complete the lane change based on the road segment outline of the upstream warning zone and the upstream transition zone.

[0006] In one possible implementation, step S4 includes: S411. Obtain the probability that a gap where a vehicle can merge will appear in the adjacent lane of the work area; S412, Obtain the number of available gaps for merging into multiple vehicle heads; S413, Obtain the time when a gap for merging into the vehicle appears; S414. The distance a vehicle travels to find a suitable lane is obtained based on the probability that a merging gap appears in the adjacent lane. The interaction distance between the vehicle and the vehicle being merged into the merging gap is obtained based on the number of merging gaps and the time when the merging gaps appear. S415. Obtain the distance the vehicle travels to find a suitable lane; the safe distance between the vehicle and the vehicle being inserted after they reach a stable state. S416. The total length of the warning zone is obtained by adding the distance the vehicle travels to find a suitable lane, the interaction distance between the vehicle and the vehicle being inserted during the process of merging into the gap, and the safe distance after the vehicle and the vehicle being inserted reach a stable state.

[0007] In one possible implementation, the road segment profiles of the upstream buffer zone and the downstream transition zone in the lane change area are determined based on the lane change gap.

[0008] In one possible implementation, step S4 includes: S421. Obtain the real-time headway of the vehicle in the upstream transition zone; S422. Obtain the probability of a vehicle merging into the real-time gap based on the real-time gap between the vehicle's front end and the vehicle's front end in the upstream transition zone; S423. Determine the length of the upstream transition zone based on the probability of a vehicle merging into the real-time gap upstream.

[0009] In one possible implementation, step S3 further includes: S31. Obtain the vehicle's acceleration as it passes through the road construction zone; S32. Acquire the driver's pulse wave, skin conductance data, and heart rate.

[0010] In one possible implementation, step S1 further includes obtaining the downstream transition area and the termination area of ​​the preset lane change area profile.

[0011] In one possible implementation, the rationality of the speed limit for the road level in the construction zone is assessed based on the driver's pulse wave, skin conductance data, heart rate, pulse rate variability, and skin spot response indicators to obtain the speed limit value for the road level in the construction zone.

[0012] In one possible implementation, the safe distance between the lane-changing vehicle and the vehicle in front after the lane change is obtained based on the vehicle's speed.

[0013] In one possible implementation, the warning area length includes: The distance a driver travels within normal reaction time after spotting a warning sign, and the distance a vehicle decelerates when adjusting its speed according to a speed limit sign; A safe stopping distance is formed when a car needs to stop because it finds abnormal traffic conditions ahead. When vehicles on the corresponding driving road in the construction zone cannot all turn onto the non-construction road, the resulting vehicle queue distance is reached.

[0014] Compared with existing technologies, the advantages of the highway lane-changing method provided by this invention are as follows: First, the highway lane-changing method in this invention obtains operational area environmental information in step S1, providing a basis for subsequent decision-making; in step S2, it establishes a preset lane-changing area outline, setting a spatial framework for the process; step S3 introduces driver psychophysiological and behavioral change analysis, linking objective road conditions with the driver's subjective state, realizing a human-centered transformation of safety assessment; step S4, based on the aforementioned human-centered state, dynamically calculates safe lane-changing gaps and reversely determines the specific geometric outlines of the upstream warning zone and upstream transition zone, which is the core step for achieving dynamic and personalized deployment; finally, step S5 completes lane-changing guidance. Thus, steps S1 to S5 in this invention form a technical closed loop from environmental perception and state assessment to dynamic planning and safe execution, adaptively optimizing the geometric parameters of the lane-changing area based on real-time traffic conditions and driver stress levels. Furthermore, this invention can improve operational safety and traffic flow stability in forced lane-changing scenarios, solving the technical problems of fixed and rigid lane-changing area design in existing methods, their inability to respond to dynamic traffic flow and individual differences leading to mismatched warnings and frequent lane-changing conflicts.

[0015] Secondly, this invention provides a refined calculation model for the warning zone length based on probability statistics and traffic flow theory through steps S411 to S416: S411-S413 quantify the availability of gaps for vehicles to merge from the dimensions of probability, quantity, and timing; S414 derives the spatial distance required for vehicles to "find gaps" and "merge" based on gap probability and interaction time; S415 determines the safe distance required to achieve a stable following state after merging; finally, S416 adds the three together to obtain the total length of the warning zone. Each step quantifies the safety requirements into specific spatial distances, providing a precise and objective scientific basis for setting the warning zone. Therefore, this invention ensures that the length of the warning zone meets the needs of vehicles finding and merging into safe gaps, while also guaranteeing driving stability after merging. This achieves precision and optimization of the warning zone length setting, preventing the problems of high collision risks and resource waste caused by poor existing warning zone outline or length designs.

[0016] Furthermore, this invention acquires real-time headway data in step S421, calculates the probability of a vehicle successfully merging based on this real-time data in step S422, and finally determines the length of the upstream transition zone based on this probability in step S423. These steps directly link the length of the transition zone to the success probability of a vehicle's actual merging behavior, enabling the spatial resource allocation of the transition zone to match the density of the current traffic flow (reflected in headway). When traffic is dense and the merging probability is low, a longer transition zone is provided to increase the chance of success; when traffic is sparse, the length can be optimized. This calculation process, combined with the calculation of the warning zone, enables the linkage and refined design of the lengths of the starting segment (warning zone) and the core execution segment (upstream transition zone) of the lane-changing zone, thereby achieving dynamic adaptation of the upstream transition zone length and efficient resource utilization. In this way, this invention helps solve the technical problems that may arise with fixed-length transition zones under variable traffic flow conditions, such as "insufficient length leading to forced lane-changing" or "length redundancy leading to waste of land and facilities."

[0017] Another objective of this invention is to propose a method for setting up a high-speed construction zone, based on the road segment outline of the upstream warning zone and upstream transition zone in the highway lane change method described above.

[0018] Compared to existing technologies, the high-speed construction zone layout method of this invention possesses all the advantages of the aforementioned highway lane-changing methods, which will not be elaborated upon here. Furthermore, this invention translates the above method into a concrete and operable physical layout scheme. The virtual algorithm calculation results are directly converted into physical engineering projects such as road markings, signs, and isolation facilities on real roads. This ensures the scientific, safe, and consistent layout of the construction zone, thereby solving the technical problems of high risk, redundant construction land area, and wasted construction facilities caused by unreasonable layout methods in existing high-speed construction zone layout methods. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings: Figure 1 A schematic diagram illustrating the relative relationship between lane-changing vehicles and normally traveling vehicles in the highway lane-changing method provided by the present invention; Figure 2 A schematic diagram illustrating the relative relationship between a lane-changing vehicle and a normally traveling vehicle during the lane-changing process in the highway lane-changing method provided by the present invention. Figure 3 This is a schematic diagram illustrating the process of acquiring pulse wave, heart rate, and skin conductance data in the highway lane-changing method of the present invention. Figure 4 This is a schematic diagram illustrating the fluctuation of driver pulse rate variability in the highway lane-changing method of the present invention. Figure 5 This is a schematic diagram illustrating the fluctuation of the driver's SCR value in the highway lane-changing method of the present invention. Detailed Implementation

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0021] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," or "back" appear, indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0022] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0023] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0024] Please refer to the following: Figures 1 to 3 The present invention will now describe the lane-changing method for highways. This highway lane-changing method includes the following steps: S1. Obtain the work area for the current road segment; S2. Establish the outline of the preset lane change zone based on the current road section's work area; S3. Based on the predicted road condition information of the preset lane change zone outline, obtain the driver's psychophysiological and behavioral changes when passing through the lane change zone; S4. Obtain the gap between lane-changing vehicles within the lane-change zone outline based on the driver's physiological and behavioral changes, and determine the road segment outline of the upstream warning zone and upstream transition zone in the lane-change zone based on the gap between lane-changing vehicles. S5. Complete the lane change based on the road segment outline of the upstream warning zone and the upstream transition zone.

[0025] In this embodiment, during implementation, step S1 acquires environmental information about the work area, providing a basis for subsequent decision-making; step S2 establishes a preset lane-change zone outline, setting a spatial framework for the process; step S3 introduces driver psychophysiological and behavioral change analysis, linking objective road conditions with the driver's subjective state, achieving a human-centered transformation in safety assessment; step S4 dynamically calculates safe lane-changing gaps based on the aforementioned human-centered state and reversely determines the specific geometric outlines of the upstream warning zone and upstream transition zone, which is the core step for achieving dynamic and personalized deployment; finally, step S5 completes lane-change guidance. Thus, steps S1 to S5 in this invention form a technical closed loop from environmental perception and state assessment to dynamic planning and safe execution, adaptively optimizing the geometric parameters of the lane-change zone based on real-time traffic conditions and driver stress levels. Furthermore, this invention can improve operational safety and traffic flow stability in forced lane-change scenarios, solving the technical problems of fixed and rigid lane-change zone design in existing methods, which cannot respond to dynamic traffic flow and individual differences, leading to mismatched warnings and frequent lane-change conflicts.

[0026] In the above embodiments, the core function of the warning zone is to convey road construction information to drivers of passing vehicles through the gradual deployment of traffic guidance facilities, prompting them to make dual adjustments in psychological expectations and driving behavior. Specifically, this manifests as proactively reducing driving speed and changing driving trajectories, thereby effectively ensuring traffic safety within the construction work area. As can be seen from the specifications, the main function of the warning zone is to remind drivers that road construction is underway ahead and to follow the signs. Therefore, ensuring the safe and smooth flow of traffic in the work area, the length of the warning zone, and the placement of various signs are all essential. However, existing specifications only consider the impact of lane occupation and changes in the driving environment on the length of the warning zone, and only focus on ensuring the safety of the construction area, without considering the issue of driving speed within the construction area. Based on the above, in order to obtain the length of the warning zone, in one possible implementation, step S4 includes: S411. Obtain the probability that a gap where a vehicle can merge will appear in the adjacent lane of the work area; S412, Obtain the number of available gaps for merging into multiple vehicle heads; S413, Obtain the time when a gap for merging into the vehicle appears; S414. The distance a vehicle travels to find a suitable lane is obtained based on the probability that a merging gap appears in the adjacent lane. The interaction distance between the vehicle and the vehicle being merged into the merging gap is obtained based on the number of merging gaps and the time when the merging gaps appear. S415. Obtain the distance the vehicle travels to find a suitable lane; the safe distance between the vehicle and the vehicle being inserted after they reach a stable state. S416. The total length of the warning zone is obtained by adding the distance the vehicle travels to find a suitable lane, the interaction distance between the vehicle and the vehicle being inserted during the process of merging into the gap, and the safe distance after the vehicle and the vehicle being inserted reach a stable state.

[0027] Based on the above embodiments, it should be noted that the length of the warning zone needs to meet the requirements of the entire process of vehicle lane changing behavior, specifically including three stages: driver identification of lane changing conditions, execution of lane changing operation, and establishment of safe following distance. Furthermore, in actual traffic scenarios, although drivers usually initiate the lane changing decision process after observing the warning sign, this invention uses the starting point of the warning zone as the calculation benchmark point for the purpose of unified analysis.

[0028] During the lane-changing opportunity phase, in a two-way four-lane system at Level 3 service, the distance between vehicles in each lane exhibits a negative exponential distribution. The probability of a gap appearing in an unoccupied lane that can be used for merging is:

[0029] In the formula: t — the vehicle merging gap; λi — the negative exponent for each lane.

[0030] It can also be determined that, on average, every n headway intervals in a lane where normal driving is possible will result in a value of n that satisfies the merging gap requirement.

[0031]

[0032] Assuming the time interval between the first (n-1) train heads has not reached the critical value, the average time from the moment the gap first meets the merging condition to the moment the next gap meets the condition is: .

[0033]

[0034] If the distance between the first occurrence of a gap that can be merged and the second occurrence of a gap that can be merged is... ,but It can be expressed by the following formula.

[0035]

[0036] In the formula: —The operating speed of the lane where normal driving is permitted.

[0037] Considering the relative movement between vehicles, when it will not have a significant impact on road traffic, the normal driving speed is usually reduced to around 20 km / h, assuming that vehicles changing lanes are on the same horizontal line as vehicles normally traveling in their lanes. Figure 1 As shown.

[0038] The above scenario describes situation 1. Situation 2 involves a gap that can be filled. The distance traveled by vehicle b from the first gap to the second gap is equivalent to the distance traveled by the vehicle changing lanes to find a suitable lane. This is calculated using the following formula:

[0039] In the formula: —The speed at which vehicles want to change lanes; —The distance traveled by car b.

[0040] like Figure 2As shown, when vehicle b perceives an appropriate distance from the vehicle in front and is within the normal driving lane, it will intend to change lanes. In this situation, there is a conflict between vehicle b's lane-changing intention and vehicle a, which is in the normal lane. Vehicle a will respond to vehicle b's lane-changing by accelerating, decelerating, or maintaining a constant speed. Vehicle b will similarly decide to accelerate, decelerate, or maintain a constant speed in the construction site lane. The interaction of decisions between vehicle a and vehicle b forms a game scenario. This game process is specifically reflected in vehicle b's lane-changing operation, and the distance traveled by vehicle b during the lane-changing period is the distance covered from the start to the end of the game.

[0041] When studying the problem of setting highway entrance and exit signs, the time for drivers to change lanes is about 3 seconds. To make the game process more accurately described, and considering factors such as age, gender, and personality, the 3 seconds of lane changing for drivers is divided into six stages as shown in the table below. By conducting game analysis on vehicle a and vehicle b, the optimal decision process is obtained, and the specific results are shown in the table below.

[0042] Optimal decisions for vehicle a and vehicle b over six time periods

[0043] Given that the trajectory of vehicle b is more complex than that of vehicle a, the lane-changing situation of vehicle b can be deduced by combining the travel distance of vehicle a. Based on this premise, after analyzing the highway traffic flow, it was found

[60] that during high-speed driving, the acceleration of a vehicle in the initial acceleration phase is usually about 1 m / s2, and when the driver releases the accelerator, the deceleration is also close to 1 m / s2. Therefore, the travel distance of vehicle a in six time periods can be expressed by the formula: calculate.

[0044] In the formula: —The distance (m) traveled by vehicle a during the above six time periods; to — These represent the distances (in meters) traveled by vehicle a in each time period.

[0045] The distance traveled within each time period is represented by the following formula.

[0046]

[0047]

[0048]

[0049] In the formula: —The acceleration of vehicle a (m / s²); to —The time for each stage is 0.5s.

[0050] Regarding vehicle a and vehicle b mentioned above, after vehicle b completes its lane change, a reasonable safe distance should be maintained between vehicle b and vehicle a. This safe distance needs to be adjusted according to the vehicle speed. When the speed reaches or exceeds 100 km / h, the safe distance is 100 m; if the speed is between 60-100 km / h, the safe distance can be set to the same distance as the speed; and when the speed is around 50 km / h, the safe distance should be at least 50 m.

[0051] Therefore, the total length of the warning zone should cover three parts: first, the distance traveled by vehicles changing lanes to find a suitable time to change lanes; second, the distance traveled during the actual lane-changing process; and third, the safety distance mentioned above.

[0052] With this setup, the present invention provides a refined calculation model for the warning zone length based on probability statistics and traffic flow theory through steps S411 to S416: S411-S413 quantify the availability of gaps for vehicles to merge from the dimensions of probability, quantity, and timing; S414 derives the spatial distance required for vehicles to "find gaps" and "merge" based on gap probability and interaction time; S415 determines the safe distance required to achieve a stable following state after merging; and finally, S416 adds the three together to obtain the total length of the warning zone. Each step quantifies the safety requirements into specific spatial distances, providing a precise and objective scientific basis for setting the warning zone. Therefore, the present invention ensures that the length of the warning zone meets the needs of vehicles finding and merging into safe gaps, while also guaranteeing driving stability after merging. This achieves precision and optimization of the warning zone length setting, preventing the problems of high collision risks and resource waste caused by poorly designed warning zone outlines or lengths in existing systems.

[0053] In one possible implementation, the road segment profiles of the upstream buffer zone and the downstream transition zone in the lane change area are determined based on the lane change gap.

[0054] This embodiment can systematically and consistently apply the proposed core method based on human factors state and gap analysis to the entire lane change area (including warning area, upstream transition area, upstream buffer zone, downstream transition area, etc.), ensuring that the spatial layout of the entire lane change area is logically unified and functionally connected, avoiding safety hazards caused by inconsistent design principles in different sections.

[0055] When construction is carried out on closed lanes, an upstream transition zone must be set up between the work area and the warning zone to assist vehicles on the closed lanes in merging. Vehicles on the closed lanes need to merge multiple times and use other lanes to pass through the work area. This process significantly increases the risk of accidents and conflicts. Therefore, scientifically planning the length of the upstream transition zone is crucial for ensuring the safety of the construction area and improving its service level. Traditional upstream transition zone length settings mainly rely on factors related to road design and driving behavior, such as road width and vehicle speed, without considering complex factors such as actual traffic volume during construction and drivers' psychological state. If too many vehicles pass through the construction area, causing queuing, and factors such as changes in road conditions and the impact of traffic flow on drivers' psychology, this method becomes unusable.

[0056] For the reasons mentioned above, this invention proposes a method for obtaining the length of the transition region, wherein step S4 includes the following steps: S421. Obtain the real-time headway of the vehicle in the upstream transition zone; S422. Obtain the probability of a vehicle merging into the real-time gap based on the real-time gap between the vehicle's front end and the vehicle's front end in the upstream transition zone; S423. Determine the length of the upstream transition zone based on the probability of a vehicle merging into the real-time gap upstream.

[0057] In one possible implementation, the safe distance between the lane-changing vehicle and the vehicle in front after the lane change is obtained based on the vehicle's speed.

[0058] More specifically, the non-closed lanes within the upstream transition zone At a distance of meters, the headway (i.e., the real-time headway) conforms to the following formula:

[0059] Where k is the order of the Erlang distribution; t — the time distance (s) between the vehicle's front end and the vehicle's front end in the upstream transition zone; λ — Oncoming vehicle intensity (veh / s).

[0060] Within the upstream transition zone, vehicles in the non-closed lanes have priority. During lane merging, restricted vehicles must remain waiting, and can only safely complete the lane change when the headway between adjacent lanes exceeds a certain threshold. However, research has found that while vehicles can smoothly merge into the single-lane area of ​​the upstream transition zone under low traffic conditions, the headway between vehicles in the non-closed lanes shortens as traffic volume increases. This further reduces the probability of a critical gap, forcing vehicles in the closed lanes to travel longer distances or even stop and wait to merge.

[0061] As drivers approach the end of the upstream transition zone, anxiety may cause them to adjust their safety standards and proactively choose a shorter safe distance to attempt to merge into the open lane. If a suitable merging opportunity is not found before reaching the end of the upstream transition zone, the driver will have to stop and wait until a suitable opportunity arises.

[0062] It can be observed that the acceptable critical clearance for the driver gradually decreases with increasing travel distance, while the actual headway is affected by traffic flow in the non-enclosed lane. To more clearly describe the relationship between the critical clearance and vehicle travel distance, the critical clearance is linearly related to the travel distance in the upstream transition zone, satisfying the following formula:

[0063] In the formula, —Initial critical gap; —The acceptable headway (s) for the driver at the end of the transition zone; —Driver in the upstream transition zone Acceptable headway (s); — The distance the vehicle travels within the upstream transition zone (m); — Length of the upstream transition zone (m).

[0064] Assuming the vehicle starts from the upstream transition zone... Time The probability of completing a lane change is The non-enclosed lane is located The probability of a critical gap appearing at a given location is random and satisfies the following conditions: (p(h≥t) represents the headway of the train not less than) (The probability). Assuming a vehicle in a closed lane starts from... arrive place (among which) The probability of successfully entering the non-closed lane is Therefore, the formula can be derived as follows:

[0065]

[0066] In the formula: — Driving in a closed lane The time (t) required for the segment.

[0067] The value approaches zero infinitely, suggesting that the closed lane is... Place and The acceptable gaps at each location are the same, denoted as . ;exist internal speed and The instantaneous speeds at each point are the same, and the vehicles move at speeds... Driving, The above formula can then be transformed as follows:

[0068] In the formula, let The formula is obtained as follows:

[0069] Solving the formula, we get the following formula:

[0070] Based on the probability continuity of the formula and The actual meaning of =0 can be understood when When <0 ( If ) = 0, further substitute the condition into the formula.

[0071] Seek =-1. Rearranging the above formula, we obtain the following: Vehicles in a closed lane start from the origin... =0 to = The probabilities of merging into the non-closed lane at each location are as follows.

[0072]

[0073] Correspondingly, vehicles in the closed lanes are in the upstream transition area. = The probability that a vehicle has not completed its lane change is: .

[0074]

[0075] As shown in the formula above, the longer a vehicle travels within the upstream transition zone, the greater the probability of it changing lanes and merging into the open lane. Furthermore, vehicle speed also affects the probability of a successful lane change. For a specific vehicle, the higher its speed, the lower the probability of changing lanes; the two are inversely proportional.

[0076] The relationship between the length of the upstream transition zone and the probability of vehicle merging is shown in the formula:

[0077] The length of the upstream transition zone should be reasonably set and adjusted based on the actual influencing factors of the construction area, such as traffic flow and vehicle speed.

[0078] With this setup, the present invention acquires real-time headway data in step S421, calculates the probability of a vehicle successfully merging based on this real-time data in step S422, and finally determines the length of the upstream transition zone based on this probability in step S423. These steps directly link the length of the transition zone to the success probability of the vehicle's actual merging behavior, enabling the spatial resource allocation of the transition zone to match the density of the current traffic flow (reflected in headway). When traffic is dense and the merging probability is low, a longer transition zone is provided to increase the chance of success; when traffic is sparse, the length can be optimized. This calculation process, combined with the calculation of the warning zone, enables the linkage and refined design of the lengths of the starting segment (warning zone) and the core execution segment (upstream transition zone) of the lane-changing zone, thereby achieving dynamic adaptation of the upstream transition zone length and efficient resource utilization. In this way, the present invention helps to solve the technical problems that may arise with fixed-length transition zones under variable traffic flow conditions, such as "insufficient length leading to forced lane-changing" or "length redundancy leading to waste of land and facilities."

[0079] In one possible implementation, step S3 further includes: S31. Obtain the vehicle's acceleration as it passes through the road construction zone; S32. Acquire the driver's pulse wave, skin conductance data, and heart rate.

[0080] More specifically, the pulse wave sampling frequency is 20Hz, with a heart rate measurement accuracy of ±2 BPM; the skin conductance sampling frequency is 40Hz, with a measurement accuracy of 0.01 μs. The acquisition process is as follows: Figure 3 The above, After data collection and analysis, the fluctuation of driver pulse rate variability (PRV) is as follows: Figure 4 As shown, the (SCR) value fluctuates. Figure 5 As shown.

[0081] In the appendix Figure 5 In normal driving conditions, the driver's mood is relaxed due to the flat road surface and lack of forced merging, with the SCR value fluctuating below 0.5 μs. Upon reaching a construction zone, speed limits are imposed, the number of lanes decreases, forced merging occurs, and the road service level declines. At this point, drivers begin to experience anxiety, and the SCR value spikes to around 2 μs, even showing a tendency to exceed 2.5 μs. This indicates that the driver's anxiety level is high at this time, making them more prone to operational errors and potential hazards.

[0082] A comparative analysis of PRV and SCR indicators reveals that the current regulations' tiered speed limit design for construction zones fails to allow drivers to drive comfortably and smoothly. Merging areas, such as upstream transition zones, are already prone to frequent vehicle conflicts, and anxiety significantly increases the likelihood of accidents. Therefore, a redesign of the tiered speed limit scheme is necessary, fully considering the relationship between traffic flow and conflict numbers under different speed limits.

[0083] Based on the above, the rationality of the speed limit for the road level in the construction area is evaluated by obtaining the driver's pulse wave, skin conductance data, heart rate, pulse rate variability, and skin spot reaction index, so as to obtain the speed limit value for the road level in the construction area.

[0084] As the speed limit decreases, the total number of conflicts generally decreases, meaning that the speed limit can effectively reduce the occurrence of conflicts. In terms of delays, as the speed limit decreases, the queue length generally increases.

[0085] When determining the final speed limit, safety factors should be the primary consideration, namely the total number of conflicts. If vehicles on the road clash, the road's traffic efficiency will be significantly reduced. Therefore, the speed limit should be set with a low number of conflicts and relatively low queue lengths. The final speed limits for different traffic volumes are shown in the table below: Recommended final speed limit values ​​under different traffic volume conditions at 100km / h

[0086] Compared with existing technologies, this invention processes and decomposes the collected heart rate and skin conductance data, analyzes the variability of pulse rate and the fluctuation of skin conductance, and finds that under the current hierarchical speed limit design scheme, drivers are prone to anxiety when passing through speed limit and merging areas. Therefore, it proposes to use cellular automata simulation to fully consider the number of lane change conflicts and rear-end collision conflicts of vehicles traveling under different speed limits and traffic volumes, and redesign the hierarchical speed limit scheme, providing a basis for the study of the length of each road segment in the construction area.

[0087] In one possible implementation, the warning area length includes: The distance a driver travels within normal reaction time after spotting a warning sign, and the distance a vehicle decelerates when adjusting its speed according to a speed limit sign; A safe stopping distance is formed when a car needs to stop because it finds abnormal traffic conditions ahead. When vehicles on the corresponding driving road in the construction zone cannot all turn onto the non-construction road, the resulting vehicle queue distance is reached.

[0088] In this embodiment, the spatial requirements corresponding to all the key functions that the warning zone needs to support are decomposed and covered. The clear definition of the length structure mentioned above provides a clear functional objective guide for the quantitative calculations above, enabling the calculation of "search distance", "interaction distance" and "safety distance" to be accurately aligned with specific safety objectives such as "reaction deceleration", "safe stopping" and "queueing accommodation". This allows for the theoretical completeness and comprehensive functional coverage of the warning zone length design, which helps to solve the technical problems of ambiguous warning zone function definitions and the possibility of omission of key safety aspects in length design (such as failure to consider queue overflow).

[0089] Based on the same inventive concept, this invention proposes a method for setting up high-speed construction zones, which is implemented based on the road segment outlines of upstream warning zones and upstream transition zones. Compared with existing methods, this invention translates the above method into a concrete and operable physical layout scheme. It directly transforms the virtual algorithm calculation results into physical engineering projects such as road markings, signs, and isolation facilities on real roads. This ensures the scientific, safe, and consistent layout of construction zones, thereby solving the technical problems of high risk, redundant construction land area, and wasted construction facilities caused by unreasonable layout methods in existing high-speed construction zone layout methods.

[0090] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A lane-changing method for highways, characterized in that, Includes the following steps: S1. Obtain the work area for the current road segment; S2. Establish the outline of the preset lane change zone based on the current road section's work area; S3. Based on the predicted road condition information of the preset lane change zone outline, obtain the driver's psychophysiological and behavioral changes when passing through the lane change zone; S4. Obtain the gap between lane-changing vehicles within the lane-change zone outline based on the driver's physiological and behavioral changes, and determine the road segment outline of the upstream warning zone and upstream transition zone in the lane-change zone based on the gap between lane-changing vehicles. S5. Complete the lane change based on the road segment outline of the upstream warning zone and the upstream transition zone.

2. The lane-changing method for highways as described in claim 1, characterized in that, Step S4 includes: S411. Obtain the probability that a gap where a vehicle can merge will appear in the adjacent lane of the work area; S412, Obtain the number of available gaps for merging into multiple vehicle heads; S413, Obtain the time when a gap for merging into the vehicle appears; S414. The distance a vehicle travels to find a suitable lane is obtained based on the probability that a merging gap appears in the adjacent lane. The interaction distance between the vehicle and the vehicle being merged into the merging gap is obtained based on the number of merging gaps and the time when the merging gaps appear. S415. Obtain the distance the vehicle travels to find a suitable lane; the safe distance between the vehicle and the vehicle being inserted after they reach a stable state. S416. The total length of the warning zone is obtained by adding the distance the vehicle travels to find a suitable lane, the interaction distance between the vehicle and the vehicle being inserted during the process of merging into the gap, and the safe distance after the vehicle and the vehicle being inserted reach a stable state.

3. The lane-changing method for highways as described in claim 1, characterized in that, The road segment outlines of the upstream buffer zone and the downstream transition zone in the lane change area are determined based on the gap between vehicles.

4. The lane-changing method for highways as described in claim 3, characterized in that, Step S4 includes: S421. Obtain the real-time headway of the vehicle in the upstream transition zone; S422. Obtain the probability of a vehicle merging into the real-time gap based on the real-time gap between the vehicle's front end and the vehicle's front end in the upstream transition zone; S423. Determine the length of the upstream transition zone based on the probability of a vehicle merging into the real-time gap upstream.

5. The lane-changing method for highways as described in claim 3, characterized in that, Step S3 also includes: S31. Obtain the vehicle's acceleration as it passes through the road construction zone; S32. Acquire the driver's pulse wave, skin conductance data, and heart rate.

6. The lane-changing method for highways as described in claim 1, characterized in that, Step S1 also includes obtaining the downstream transition zone and termination zone of the preset lane change zone contour.

7. The lane-changing method for highways as described in claim 5, characterized in that, The rationality of speed limits for road levels in the construction zone is assessed by obtaining the driver's pulse wave, skin conductance data, and heart rate to determine the speed limit values ​​for road levels in the construction zone.

8. The lane-changing method for highways as described in claim 2, characterized in that, The safe distance between the vehicle changing lanes and the vehicle in front after changing lanes is determined based on the vehicle's speed.

9. The lane-changing method for highways as described in claim 1, characterized in that, The warning zone length includes: The distance a driver travels within normal reaction time after spotting a warning sign, and the distance a vehicle decelerates when adjusting its speed according to a speed limit sign; A safe stopping distance is formed when a car needs to stop because it finds abnormal traffic conditions ahead. When vehicles on the corresponding driving road in the construction zone cannot all turn onto the non-construction road, the resulting vehicle queue distance is reached.

10. A method for layout of a high-speed construction zone, characterized in that, The method for setting up the high-speed construction zone is based on the road segment outline of the upstream warning zone and the upstream transition zone.

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