A dynamic management method for middle lane accident area in super multi-lane highway

Abstract

The present application relates to the field of road traffic safety management, in particular to a kind of dynamic management method for the middle lane accident area of super multi-lane highway, for the super multi-lane highway or first-class highway of two-way ten lanes and above, when traffic accident occurs in the middle lane of road rather than roadside lane, comprising the following steps: S1: collecting accident related information: including accident information, road basic information and traffic flow information, each information constitutes decision vector;S2: accident management area is laid out using hierarchical progressive, three-dimensional warning principle, according to the real-time traffic flow and large vehicle proportion in the decision vector, determine the specific layout scheme;S3: dynamic calculation and optimization of the distance between key areas: based on the parameters in the decision vector, the length of early warning zone and upstream transition zone is dynamically calculated and optimized;S4: release accident dynamic management information. By implementing the present application, the risk of secondary accidents is reduced.

Description

Technical Field

[0001] This invention relates to the field of road traffic safety management, specifically to a dynamic management method for the accident zone in the middle lane of a multi-lane highway. Background Technology

[0002] In recent years, with the continuous and rapid growth of traffic demand in my country, the scale of newly built or expanded expressways has been constantly expanding. Among them, super-multi-lane expressways with ten or more lanes in both directions have begun to emerge and are gradually becoming important transportation routes. These roads are characterized by a large number of lanes, high traffic volume, high speed, and complex vehicle types, which greatly improves road capacity. However, this wide-width, high-density traffic environment has also brought new safety management challenges, especially when traffic accidents occur in the middle lane. If traditional traffic accident management and safety deployment methods are used, the following problems will arise: 1. Severe obstruction of vision renders warning information ineffective. Traditional methods rely on sequentially placing warning signs along the roadside. However, in multi-lane scenarios, large vehicles traveling in the outer lanes severely obstruct the view of drivers in the inner and middle lanes, preventing vehicles that most need to receive warning information in advance from effectively seeing the warnings, drastically reducing driver reaction time.

[0003] 2. Cross-lane collisions are frequent and the transition zone is extremely risky. After an accident, following vehicles need to move from the middle lane to other lanes. However, due to the large number of lanes, vehicles often need to cross 2 to 3 lanes to avoid the accident point, which greatly increases the number of collision points. In addition, the high speed, heavy traffic, and obstructed vision by adjacent vehicles make it very easy to cause side collisions, rear-end collisions, and other multi-vehicle chain accidents.

[0004] 3. Current standards are severely outdated, and safety distances are insufficient. The warning and transition zone lengths provided by existing regulations (such as the "Highway Maintenance Safety Operation Procedures" JTGH30) are mainly derived based on traditional four-lane or six-lane conditions, without systematically considering the reduced visibility of signs and driver operation behavior caused by multiple lanes and high traffic volume. In practical applications, the warning and transition lengths are severely inadequate, making it difficult for drivers to obtain sufficient time for recognition and operation.

[0005] 4. High risk of secondary accidents: The aforementioned defects collectively lead to insufficient reaction time and difficulty in avoiding hazards for drivers behind. A localized accident can easily escalate into a chain-reaction rear-end collision or side-impact accident involving multiple vehicles and lanes within a very short time. Studies have shown that the probability of a secondary accident in the middle lane of a ten-lane road is 3 to 5 times higher than in a four-lane road, significantly increasing casualties, traffic disruption time, and posing a major safety hazard.

[0006] In summary, for multi-lane roads with ten or more lanes, there is an urgent need to design a traffic management method to reduce the risk of secondary accidents when a traffic accident occurs in the middle lane. Summary of the Invention

[0007] The present invention aims to provide a dynamic management method for the accident zone in the middle lane of a multi-lane highway, so as to reduce the risk of secondary accidents during traffic management.

[0008] To achieve the above objectives, the present invention adopts the following technical solution: a dynamic management method for the accident zone in the middle lane of a multi-lane highway, applicable to multi-lane highways or first-class highways with ten or more lanes in both directions, comprising the following steps when a traffic accident occurs in the middle lane rather than a roadside lane: S1: Collect accident-related information: including accident information, basic road information, and traffic flow information, which together form a decision vector; S2: Deploy accident management zones. Based on the real-time traffic flow, proportion of large vehicles, average vehicle speed, and acceptable clearance in the decision vector, a specific deployment plan is determined. The accident management zones, along the driving direction from upstream to downstream, include an early warning zone, an upstream transition zone, a buffer zone, an on-site handling work zone, a downstream transition zone, and a termination zone. S3: Dynamic calculation and optimization of key area spacing: Based on the parameters in the decision vector, dynamically calculate and optimize the length of the warning zone and the upstream transition zone; S4: Publish dynamic management information on accidents.

[0009] Preferably, as an improvement, the accident information includes the specific lane number where the accident occurred, the accident type, and the accident-occupied width Wd; Basic road information includes the road design speed V and the width of closed lanes W. Traffic flow information includes real-time average vehicle speed (Vr), real-time traffic flow (Q), lane density (K), proportion of large vehicles (R), and headway (h). t ; The parameters in the above information constitute the decision vector B = {lane position, Wd, V, Vr, Q, K, R, h}. t}

[0010] Preferably, as an improvement, the warning zone is located upstream of the accident site and is used to warn drivers of the accident ahead and guide them to slow down. Variable message signs and V2X signal transmitting equipment are set at the starting point, and warning signs and speed limit signs are set at intervals along the route. Upstream transition zone: Connecting the warning zone and the buffer zone, it guides vehicles to smoothly transition from the accident lane to the available lane, and is equipped with traffic cones and phased traffic guidance signs; Buffer zone: Located between the upstream transition zone and the on-site handling section, it is equipped with crash barriers and warning lights to absorb vehicle braking distance and prevent direct impact on the scene; On-site handling section: Cover the accident site and rescue operation area, set up warning signs and lighting equipment in the work area, and close the accident lane and necessary adjacent lanes; Downstream transition zone: Guide vehicles to gradually return from the concentrated traffic lanes to the normal driving lanes, and set up traffic guidance signs and cones; Termination Zone: Marks the end of the accident management zone and sets up signs to lift speed limits and restore lanes.

[0011] Preferably, as an improvement, in step S2, the deployment scheme includes coordinating the deployment of signs on the roadside and in the middle of the road, repeatedly setting temporary signs based on the probability of occlusion, and adopting a gradual lane closure strategy in the upstream transition zone.

[0012] Preferably, as an improvement, the temporary sign is repeatedly set based on the occlusion probability. The probability of driver's line of sight occlusion under different variable conditions is determined by the changes in the proportion of large vehicles R, the number of lanes obstructing the driver's vision, and the traffic volume Q. When the probability of line of sight occlusion is greater than a threshold, the repeated setting mechanism is activated. The interval of repeated setting is ΔS=Vr×tr, where Vr is the real-time vehicle speed and tr is the driver's average visual reaction time.

[0013] Preferably, as an improvement, the roadside and center signs are deployed in a coordinated manner: corresponding warning, speed limit, and directional signs are set up on both the central median and the roadside.

[0014] Preferably, as an improvement, the upstream transition zone adopts a progressive lane closure strategy, which guides traffic flow by setting up traffic cones in stages, coordinating traffic signs on the right side of the road and the central median, and using variable message signs or V2X devices at the key locations.

[0015] Preferably, as an improvement, in step S3, the dynamic optimization calculation formula for the length L of the warning zone is: L = L0 + K × E d ;in, L0 is the length of the basic early warning zone, calculated based on an industry-standard formula. K is the safety redundancy coefficient, with a value ranging from 1.0 to 2.0. It is used to account for uncertainties such as individual differences among drivers, nighttime conditions, and traffic flow disturbances. It will be calibrated through on-site observation or simulation in the future. Ed represents the total failure distance.

[0016] Preferably, as an improvement, in step S3, the dynamic optimization calculation formula for the length D of the upstream transition zone is: D = D0 × η; where, D0 is the length of the basic transition zone, and its calculation formula is as follows: ; Where v is the vehicle's speed in the work area section; W is the width of the closed lane. η is the merging probability correction coefficient, calculated based on traffic flow, headway distribution, and acceptable driver clearance. Its calculation formula is as follows: ; Where Ptar is the target merging probability, taken as 0.8; λ is the traffic flow intensity, calculated from the traffic flow Q, λ=Q / 3600; t0 is the initial acceptable gap for vehicles at the entrance of the transition zone; t s This is the critical acceptable clearance for the vehicle at the end of the transition zone.

[0017] Preferably, as an improvement, in step S4, the accident information transmitted by the variable information sign and V2X communication technology includes graphical lane closure signs, text warning information, speed limits, estimated queue lengths and recommended detour routes, as well as information such as accident location, lane closure status, and speed limits.

[0018] This solution has the following advantages: 1. High Safety: This invention overcomes the limitations of traditional roadside signage, employing a strategy of coordinating roadside and center-mounted signage. This effectively solves the problem of large vehicles on the outer lanes severely obstructing the view of drivers in inner lanes in multi-lane scenarios, ensuring that critical warning information is accurately delivered to all vehicles approaching from behind. Simultaneously, a gradual lane closure method guides vehicles to merge into lanes sequentially and orderly, avoiding the aggressive lane changes and dense collisions caused by vehicles continuously crossing 2 to 3 lanes as in traditional solutions. These two measures work synergistically to significantly reduce the risk of secondary accidents such as side collisions and rear-end collisions, significantly improving driving safety in the accident area and upstream transition zone.

[0019] 2. Dynamic Adaptive Mechanism: This invention breaks away from the limitations of fixed lengths for warning and transition zones in traditional regulations, innovatively introducing real-time traffic flow and road structure parameters. Based on this, the spacing between key areas can be adjusted in real-time according to dynamic changes in current traffic conditions: when traffic volume and density are high, the warning and transition distances are automatically extended to provide more sufficient reaction time; when traffic volume is low, the spacing is appropriately shortened to ensure traffic efficiency. This dynamic adaptive mechanism maximizes safety while also considering road capacity, avoiding overly conservative or congestive situations caused by fixed spacing during off-peak hours.

[0020] 3. This invention proposes a multi-factor optimization algorithm that includes a line-of-sight occlusion compensation coefficient, a traffic flow state compensation coefficient, and a lane crossing coefficient. The line-of-sight occlusion compensation coefficient quantifies the impact of large vehicle mixing rates on the reduction of sign visibility distance; the traffic flow state compensation coefficient reflects the constraints of traffic flow and density on driver reaction and lane-changing windows; and the lane crossing coefficient accurately calculates the minimum lateral movement distance and time required to move from an accident lane to a safe lane. This algorithm eliminates the reliance on empirical estimations for the length of signs in each area, providing a reliable and precise quantitative basis, significantly improving the scientific rationality and engineering applicability of accident management plans.

[0021] 4. This invention fully considers the future development trend of intelligent transportation systems. The proposed dynamic lane-level warning and guidance mechanism naturally possesses interface capabilities with V2X (vehicle-to-everything) technology. Through real-time communication between the roadside unit and the vehicle terminal, information such as accident location, closed lanes, suggested speed, and lane change guidance can be directly pushed to vehicles about to enter the affected area, achieving millisecond-level, penetrating warnings and further compensating for the shortcomings of obstructed vision. This technical approach not only serves current manned driving scenarios but also provides feasible and scalable technical reserves for future highway emergency management towards autonomous driving and advanced driver assistance systems. Attached Figure Description

[0022] Figure 1 is an overall flowchart of the method for dynamically deploying traffic accident management zones in the middle lanes of multi-lane highways according to the present invention; Figure 2 This is a sub-flowchart of the dynamic optimization calculation method for the spacing of key regions (early warning zone, upstream transition zone) in this invention; Figure 3 A diagram illustrating the obstruction of the driver's view in two lanes. Figure 4 This is an example diagram of one of the layout schemes of the present invention in the event of an accident in the middle lane of a two-way ten-lane highway; Figure 5 This is an example diagram of another layout scheme of the present invention in the event of an accident in the middle lane of a two-way ten-lane highway; The reference numerals in the accompanying drawings include: Warning Zone 1, Upstream Transition Zone 2, Buffer Zone 3, On-site Handling Section 4; Downstream Transition Zone 5, Termination Zone 6, Roadside Sign 7, Central Median Sign 8, Variable Message Sign 9, V2X Equipment 10, Traffic Cone 11, Accident Lane 13, Traffic Guidance Sign 14, Warning Light 15. Detailed Implementation

[0023] The following detailed description illustrates the specific implementation method: A dynamic management method for accident zones in the middle lanes of multi-lane highways is proposed, applicable to multi-lane highways or Class I highways with ten or more lanes in both directions. This embodiment uses a ten-lane highway (five lanes in each direction, numbered 1-5 from left to right) with a design speed of 120 km / h as an example. An accident occurs in the third middle lane in the northbound direction. The specific implementation process is as follows: S1: Accident-related information input and preliminary judgment When an accident occurs, a multi-source information collection mechanism is first activated to input and integrate various accident-related information for assessment. Specifically, this involves obtaining accident information through multiple channels, such as road monitoring systems, traffic police alarm systems, or vehicle terminals, to determine the specific lane number where the accident occurred (i.e., the exact location of accident lane 13), the type of accident (e.g., minor collision, rollover, etc.), and the width of the lane occupied by the accident, Wd. Simultaneously, basic road information is retrieved to confirm the road design speed V and the width of the closed lane W (typically 3.5~3.75m). Using monitoring equipment upstream of the accident site, such as cameras, microwave detectors, and ETC gantries, real-time traffic flow data is collected, including real-time average vehicle speed Vr, real-time traffic flow Q, lane density K, large vehicle ratio R, and headway h. t Integrating the parameters from all the above information, a multi-dimensional decision vector B = {lane position, accident type, Wd, V, Vr, Q, K, R, h} is constructed. t This provides basic data support for the selection of subsequent deployment schemes and the calculation of the length of key areas.

[0024] S2: Accident management zones are deployed using a tiered, progressive, and three-dimensional warning system. Based on the multidimensional decision vector B constructed in step S1, the real-time traffic flow Q, the proportion of large vehicles R, the average vehicle speed Vr, and the acceptable gap t are extracted. gap These four parameters are used to set the deployment plan based on the current traffic conditions, as detailed below: First, determine the number and location of closed lanes based on traffic flow Q and the proportion of large vehicles R. Traffic flow Q is divided into three levels (low, medium, and high): Q < 800 pcu / h / ln is low, 800 pcu / h / ln ≤ Q ≤ 1400 pcu / h / ln is medium, and Q > 1400 pcu / h / ln is high. The proportion of large vehicles R is also divided into three levels (low, medium, and high): R < 15% is low, 15% ≤ R ≤ 30% is medium, and R > 30% is high. The decision tree method is used to determine the number of closed lanes based on the magnitude of Q and R. When Q or R is near the grading boundary, a conservative approach is adopted, and a safer scheme is selected. Layout rules: (1) When Q is low, prioritize operational safety and close a total of 3 lanes, including the accident lane; (2) When Q is medium / high, prioritize traffic efficiency and close a total of 2 lanes, including the accident lane. That is, when Q is medium / high and R is low / medium, such as... Figure 4 , Figure 5 As shown, lanes 3 and 4 are closed; Q indicates medium / high, R indicates high, and lanes 2 and 3 are closed.

[0025] The average vehicle speed V of each lane is collected by the upstream detector. r and acceptable gap t gap Define the lane change difficulty index T=V r,side / t gap,side V r,side The average speed of the target lane; t gap,side The acceptable clearance for the target lane. Compare the T values ​​of the inner and outer lanes; if T... in ≤T out This indicates that changing lanes on the inside is less difficult than changing lanes on the outside, guiding vehicles to change lanes to the left; if T in >T out This indicates that changing lanes on the outside is less difficult than changing lanes on the inside, guiding vehicles to change lanes to the right.

[0026] In addition, the accident management zone was set up according to the principle of "gradual and multi-dimensional warning". The accident management zone was set up from upstream to downstream in the following order: early warning zone 1, upstream transition zone 2, buffer zone 3, on-site handling section 4, downstream transition zone 5, and termination zone 6. The layout requirements for each zone are as follows: (1) Regional functions and infrastructure layout: Warning zone 1 serves as the starting area for accident warnings, and variable message signs 9 and V2X are installed at its starting point. Equipment 10 deploys warning signs (such as "Accident Ahead" and "Slow Down") and speed limit signs at set intervals along the route to provide initial warnings and slow-down guidance to oncoming vehicles. The upstream transition zone 2 guides vehicles to smoothly transition from the accident lane 13 to the available lane. Guide cones 11 and phased guide signs 14 are deployed in the area to clarify the vehicle lane change path. The buffer zone 3 is located between the upstream transition zone 2 and the on-site handling section 4. Crash barriers and warning lights 15 are installed in the area to form a safety barrier, absorb vehicle braking distance, and prevent oncoming vehicles from directly colliding with the accident scene. The on-site handling section 4 must fully cover the accident lane 13 and the area required for rescue operations, and set up warning signs and lighting equipment in the work area to provide a safe working environment for accident handling. The downstream transition zone 5 guides vehicles to gradually return from the concentrated traffic lane to the normal driving lane. Guide signs 14 and guide cones 11 are deployed to ensure a smooth transition for vehicles. The termination zone 6 serves as the end area of ​​the accident management zone, and "Speed ​​Limit Restriction Lifted" and "Lane Restored" signs are set up to inform drivers that normal driving can be resumed.

[0027] (2) Coordinated placement of roadside and median signs: Breaking away from the traditional model of placing signs only on the right side of the road, roadside signs 7 are placed on the right side of the road, while median signs 8 are simultaneously placed on the median strip or median guardrail. The warning content of roadside signs 7 and median signs 8 is consistent, both including core information such as warnings, speed limits, and guidance, forming a three-dimensional warning effect of "double-sided warning". This ensures that no matter which lane a vehicle is traveling in, at least one side of the sign is not easily obscured, ensuring that the warning information can be effectively conveyed to every driver. At the same time, when the proportion of large vehicles is extremely high (e.g., >40%) and the traffic volume is saturated, a large vehicle queue may form in the right lane. In this case, the obstruction is continuous for cars in the inner lane. By coordinating the placement of roadside and median signs, the problem of visual obstruction for cars in the inner lane is effectively avoided.

[0028] (3) Repeatedly setting temporary signs based on occlusion probability: By changing the proportion of large vehicles R, the number of lanes obstructing the driver's view, and the traffic volume Q, the probability of driver's line of sight occlusion under different variable conditions is determined as follows: Calculate the probability P0 of single-view occlusion. This invention considers the obstruction of driver visibility by two lanes and assumes that vehicle arrival follows a Poisson distribution, based on which the probability of visual obstruction is calculated using the following formula:

[0029] Where c1 and c2 represent the arrival rate of large vehicles on the two obstructed lanes, in vehicles per second; s1 and s2 are AT and A'T', respectively.i =(Q i ×R i ) / 3600.

[0030] To avoid unnecessary duplicate flag settings that lead to resource waste and information redundancy, this solution introduces a duplicate flag setting threshold determination mechanism: Set the startup threshold P th =0.05 (i.e., 5%), when P0 <P th When the risk of obstructed vision is deemed negligible, temporary traffic signs should be deployed as usual on a single occasion, without repetition; when P0 > P th When this happens, the repeat setting mechanism is activated.

[0031] With the goal of ensuring that the driver successfully recognizes the roadside traffic sign at least once, the expected confidence level for successful recognition is set at 0.95 (i.e., 95%, a commonly used significance level in engineering). After repeating this setting N times, the probability that the driver will still miss the roadside traffic sign due to obstructed vision is... When P K When P < 0.05, it can be assumed that almost no driver will miss traffic sign information; therefore, when P K When K is less than 0.05, the value of K is the value of the number of times the flag is repeated.

[0032] Meanwhile, based on the real-time average vehicle speed Vr and the driver's average visual reaction time tr (ranging from 2.0 to 3.0 seconds), the repetition interval of temporary traffic signs is determined to be ΔS = Vr × tr. By repeatedly deploying temporary traffic signs, the problem of information loss caused by occasional obstruction by large vehicles on the outer side is greatly alleviated, ensuring that the warning information can be accurately captured by the driver.

[0033] (4) A gradual lane closure strategy is adopted in the upstream transition zone: the lane closure guidance in the upstream transition zone 2 does not aim to be completed in one step, but adopts a phased guidance strategy. For example, as in 4, Figure 5 As shown, when it is necessary to close the third and fourth lanes (i.e., accident lane 13 and the adjacent lane), in the first stage, traffic cones 11 and phased traffic guidance signs 14 are used in the front section of the upstream transition zone 2 to guide vehicles in the third and fourth lanes to the adjacent available lanes. In the second stage, in the middle and rear section of the upstream transition zone 2, vehicles are further guided to smoothly transition to the final open lane based on real-time traffic flow conditions. This phased lane-changing strategy reduces the magnitude of a single lane change, lowers driver stress and the risk of lane-changing conflicts, and ensures the safe and orderly lane-changing process.

[0034] S3: Dynamic Calculation and Optimization of Spacing Between Key Regions The length of the critical areas (early warning zone 1 and upstream transition zone 2) directly affects the safety effectiveness and road traffic efficiency of the accident management zone, and needs to be optimized through dynamic calculation. The specific implementation process is as follows: S31. Length of the warning zone (1). Length of the basic early warning zone L0 The basic warning zone length L0 is calculated based on the relevant formulas in the "Highway Maintenance Safety Operation Procedures" (JTG H30). Theoretically, this length includes the distance L1 required for vehicles to reduce from normal speed to the final speed limit, the minimum safe distance L2 when vehicles reach the end of the queue in the warning zone, and the queue length L3 caused by factors such as lane closures. In actual implementation, except in severe congestion scenarios, queuing caused by deceleration through the work zone is extremely rare; therefore, the calculation can be simplified, taking L0≈L1. The specific formula for calculating L1 is:

[0035] Where v1 is the vehicle speed before the speed limit, v2 is the vehicle speed after the speed limit, t is the driver's reaction time (usually taken as 2.5s), g is the gravitational acceleration (taken as 9.8m / s²), φ is the longitudinal friction coefficient of the road surface (range 0.29~0.44), and i is the longitudinal slope of the route, dimensionless, positive for uphill and negative for downhill.

[0036] (2). Dynamic compensation for the length of the warning zone Within the warning zone, if a driver's view is obstructed by a large vehicle, the sign information cannot be read, rendering that section of the route "invalid." To ensure the reliability of information transmission, the length of the warning zone should compensate for this invalid distance, and the compensation amount should be proportional to the probability of obstruction. This consideration addresses the possibility of simultaneous obstruction events when multiple lanes are obstructed, such as... Figure 3 As shown. The longitudinal length of the driver's view obstructed in the two obstructed lanes is:

[0037]

[0038] Where BC is the distance from the starting point of visibility to the vanishing point, in meters; OF and O'F are the lateral distances from the obscured lane to the roadside sign, in meters; MF is the lateral distance from the driver's lane to the roadside sign, in meters; d x Let θ be the width of the vehicle, in meters; θ be the vanishing angle.

[0039] The probability of a driver obscuring a roadside speed limit sign when both lanes are blocked is:

[0040] Where c1 and c2 are the arrival rates of large vehicles on the two obstructed lanes, in vehicles per second; s1 and s2 are AT and A' T', respectively.

[0041] The expected distance to overall failure in this case is calculated as follows: .

[0042] The revised warning zone length is:

[0043] Where K is the safety redundancy coefficient, ranging from 1.0 to 2.0, used to account for uncertainties such as individual driver differences, nighttime conditions, and traffic flow disturbances, and will be subsequently calibrated through on-site observation or simulation; E d The distance to the overall failure is measured in meters (m).

[0044] S32. Length of upstream transition zone (1). Calculate the length D0 of the downstream transition zone. Upstream transition zone 2 is designed to guide vehicles from their normal driving lanes to other lanes, allowing them to smoothly bypass the work area. The length of upstream transition zone 2 must meet the minimum lateral safety distance requirements for lane changes. The length D0 of the upstream transition zone is calculated based on the formula provided in industry standards:

[0045] Where v is the vehicle's speed in the work area section, in km / h; W is the width of the closed lane, in m.

[0046] (2). Correction coefficient η for the probability of merging into the upstream transition zone In multi-lane scenarios, vehicles need to cross multiple lanes, and traffic flow conditions change in real time. Traditional upstream transition zone lengths based on fixed formulas are insufficient to balance safety and efficiency. Therefore, this paper proposes a dynamic optimization method for the upstream transition zone length based on acceptable gap theory. A merging probability correction coefficient η is introduced to achieve adaptive adjustment of the transition zone length. .

[0047] Where Ptar is the target merging probability, and it is recommended to take 0.8 (i.e. 80%); λ is the traffic flow intensity, calculated from the traffic flow Q, λ=Q / 3600; t0 is the initial acceptable gap for vehicles at the entrance of the transition zone, in seconds; ts is the critical acceptable gap for vehicles at the end of the transition zone, in seconds.

[0048] In actual traffic flow, the success rate of vehicles merging into the maintenance lane is affected by traffic volume, headway distribution, and changes in driver-acceptable clearance. Therefore, this invention introduces a merging probability correction coefficient η to dynamically adjust the length of the upstream transition zone. The optimized upstream transition zone length D is: .

[0049] Based on the calculation results, the actual lengths of the warning zone 1 and the upstream transition zone 2 will be adjusted to ensure that they can adapt to the current road conditions and traffic flow, taking into account both safety and traffic efficiency.

[0050] S4: Dynamic Information Release At the starting point of the optimized warning zone 1 and key locations along the route (including repeat sign placement points and phased nodes of the upstream transition zone 2), roadside variable message signs 9 and V2X devices 10 are deployed to construct a dual information guidance system of active push and passive visual recognition. Personalized guidance information is displayed intuitively through the roadside variable message signs 9, while relevant information is pushed in real time to vehicles approaching the accident area through the V2X devices 10. This information includes information on the closure of the accident lane 13, recommended driving lanes, and speed limits, ensuring that drivers can obtain key control information in a timely and accurate manner, quickly adjust their driving strategies, and achieve safe and orderly passage.

[0051] The above descriptions are merely embodiments of the present invention, and common knowledge such as specific technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solutions of the present invention, and these should also be considered within the scope of protection of the present invention. These modifications and improvements will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A dynamic management method for the accident zone in the middle lane of a multi-lane highway, applicable to multi-lane highways or Class I highways with ten or more lanes in both directions, characterized in that: When a traffic accident occurs in the middle lane of the road rather than a side lane, the following steps are included: S1: Collect accident-related information: including accident information, basic road information, and traffic flow information, which together form a decision vector; S2: Deploy accident management zones. Based on the real-time traffic flow, proportion of large vehicles, average vehicle speed, and acceptable clearance in the decision vector, a specific deployment plan is determined. The accident management zones, along the driving direction from upstream to downstream, include an early warning zone, an upstream transition zone, a buffer zone, an on-site handling work zone, a downstream transition zone, and a termination zone. S3: Dynamic calculation and optimization of key area spacing: Based on the parameters in the decision vector, dynamically calculate and optimize the length of the warning zone and the upstream transition zone; S4: Publish dynamic management information on accidents.

2. The method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 1, characterized in that: The accident information includes the specific lane number where the accident occurred, the accident type, and the accident-occupied width Wd. Basic road information includes the road design speed V and the width of closed lanes W. Traffic flow information includes real-time average vehicle speed (Vr), real-time traffic flow (Q), lane density (K), proportion of large vehicles (R), and headway (h). t ; The parameters in the above information constitute the decision vector B = {lane position, Wd, V, Vr, Q, K, R, h}. t } 3. The method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 2, characterized in that: Warning zone: Located upstream of the accident site, it is used to warn drivers of the accident ahead and guide them to slow down. Variable message signs and V2X signal transmitting equipment are set up at the starting point, and warning signs and speed limit signs are placed at intervals along the route. Upstream transition zone: Connecting the warning zone and the buffer zone, it guides vehicles to smoothly transition from the accident lane to the available lane, and is equipped with traffic cones and phased traffic guidance signs; Buffer zone: Located between the upstream transition zone and the on-site handling section, it is equipped with crash barriers and warning lights to absorb vehicle braking distance and prevent direct impact on the scene; On-site handling section: Cover the accident site and rescue operation area, set up warning signs and lighting equipment in the work area, and close the accident lane and necessary adjacent lanes; Downstream transition zone: Guide vehicles to gradually return from the concentrated traffic lanes to the normal driving lanes, and set up traffic guidance signs and cones; Termination Zone: Marks the end of the accident management zone and sets up signs to lift speed limits and restore lanes.

4. The method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 3, characterized in that: In step S2, the deployment scheme includes one or more of the following: coordinating the deployment of signs on the roadside and in the middle of the road, repeatedly setting temporary signs based on the probability of occlusion, and adopting a gradual lane closure strategy in the upstream transition zone.

5. A method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 4, characterized in that: The temporary sign is set up repeatedly based on the occlusion probability. The probability of driver's line of sight occlusion is determined by the changes in the proportion of large vehicles R, the number of lanes obstructing the driver's vision, and the traffic volume Q. When the probability of line of sight occlusion is greater than the threshold, the repeated setting mechanism is activated. The interval of repeated setting is ΔS=Vr×tr, where Vr is the real-time vehicle speed and tr is the driver's average visual reaction time.

6. A method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 4, characterized in that: The roadside and center of the road signs are deployed in a coordinated manner: corresponding warning, speed limit and directional signs are set up on the central median and the roadside.

7. A method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 4, characterized in that: The upstream transition zone adopts a progressive lane closure strategy, which guides traffic flow by setting up traffic cones in stages, coordinating traffic signs on the right side of the road and the central median, and using variable message signs or V2X devices at the key locations.

8. A method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 3, characterized in that: In step S3, the dynamic optimization calculation formula for the length L of the early warning zone is: L = L0 + K × E d ;in, L0 is the length of the basic early warning zone, calculated based on an industry-standard formula. K is the safety redundancy coefficient, with a value ranging from 1.0 to 2.

0. It is used to account for uncertainties such as individual differences among drivers, nighttime conditions, and traffic flow disturbances. It will be calibrated through on-site observation or simulation in the future. Ed represents the total failure distance.

9. A method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 8, characterized in that: In step S3, the dynamic optimization calculation formula for the length D of the upstream transition zone is: D = D0 × η; where, D0 is the length of the basic transition zone, and its calculation formula is as follows: ； Where v is the vehicle's speed in the work area section; W is the width of the closed lane. η is the merging probability correction coefficient, calculated based on traffic flow, headway distribution, and acceptable driver clearance. Its calculation formula is as follows: ； Where Ptar is the target merging probability, taken as 0.8; λ is the traffic flow intensity, calculated from the traffic flow Q, λ=Q / 3600; t0 is the initial acceptable gap for vehicles at the entrance of the transition zone; t s This is the critical acceptable clearance for the vehicle at the end of the transition zone.

10. A method for dynamic management of accident zones in the middle lane of a multi-lane highway according to claim 9, characterized in that: In step S4, the accident information transmitted by the variable information sign and V2X communication technology includes graphical lane closure signs, text warning information, speed limits, estimated queue lengths and recommended detour routes, as well as information such as accident location, lane closure status, and speed limits.

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