CN115906265A - Near main line outlet marking optimization method based on lane changing behavior characteristics - Google Patents
Near main line outlet marking optimization method based on lane changing behavior characteristics Download PDFInfo
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Abstract
The invention discloses a near main line outlet marking optimization method based on lane changing behavior characteristics, which is used for shooting a video of a target area; identifying the speed, the acceleration and the lane position of each vehicle in the target area; judging the lane change type of the vehicle; evaluating the driving comfort of the vehicle in each forced lane change process, and evaluating the smoothness of the lane change order of the vehicle between two adjacent lanes; judging whether the stability is poor or not unreasonable to arrange for the pavement markings between two adjacent lanes; respectively adjusting the boundary of two adjacent lanes aiming at free lane changing and forced lane changing in an area close to a main line outlet; and adjusting the road marking rule between two adjacent lanes to be adjusted according to the coordinate distribution of the forced lane changing completion points. The invention can provide a targeted solution for the optimization and adjustment work of the road marking at the exit of the near main line of the operated expressway and express way, achieves one point and one way, and effectively improves the improvement capability of the road marking on the road section traffic.
Description
Technical Field
The invention relates to the technical field of highway engineering, in particular to a near main line outlet marking optimization method based on lane changing behavior characteristics.
Background
In the exit area of the near main line of the expressway or the urban expressway with large demand on intercommunicated steering traffic volume, the traffic flow interweaving of different driving paths is serious, and the expressway or the urban expressway can be divided into two types of forced lane changing and free lane changing according to whether the lane changing demand is the final driving away main line. If the schemes of the intercommunicating and the nearby mainlines are not designed reasonably, the smoothness of the lane changing order of the vehicles in a short distance is poor, and traffic accidents are easily caused. The unreasonable design scheme mainly comprises the fact that the traffic capacity of the intercommunicating ramp is smaller than the traffic volume of the main line outlet, the unreasonable arrangement of road markings in the area close to the main line outlet, and the like. The invention aims to solve the problem of poor smoothness of the lane changing order of vehicles caused by unreasonable arrangement of road markings at an outlet area of a near main line.
In order to orderly control the traffic order of the area of the highway or the urban expressway near main line exit, the driving behaviors of vehicles in different driving paths are controlled by adopting a way of drawing lane boundary solid lines, and the pavement marking of the area of the highway or the urban expressway near main line exit is set and calculated mainly according to design parameters such as the road design speed, the lane standard width and the like, and forms a fixed rule to be comprehensively popularized and used.
Aiming at the expressway or the urban expressway which is put into operation, along with the increasing of traffic volume, the driving environment of an outlet area becomes more complex, the road marking setting needs to be optimized to standardize the vehicle lane changing order, the driving safety is ensured, and the road passing efficiency is improved. In the prior art, all exit road sections of the universe are subjected to indifferent marking line reconstruction and adjustment basically according to the existing exit marking line setting standard specification.
The defects of the prior art are as follows:
the driving environment and traffic characteristic differences of different road sections and different lanes are not considered, and marking lines are drawn according to uniform length, so that the improvement effect on road section traffic is limited, and 'one point one strategy and one way one strategy' cannot be achieved.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provide a near main line outlet marking optimization method based on the lane changing behavior characteristic.
The above object of the present invention is achieved by the following technical means:
a near main line exit marking optimization method based on lane changing behavior characteristics comprises the following steps:
s100, vertically and downwards shooting a video of a target area right above a detection area, wherein the road is arranged in the transverse direction in the video;
s200, identifying the speed, the acceleration and the lane position of each vehicle in a target area;
step S300, judging the lane changing type of the vehicle according to whether the lane changing vehicle finally drives away from the main line, wherein the lane changing type comprises a forced lane changing and a free lane changing;
s400, analyzing the speed change characteristics of the forced lane changing vehicle in each lane changing process, evaluating the driving comfort of the vehicle in each lane changing process, and evaluating the smoothness of the vehicle lane changing order between two adjacent lanes according to the driving comfort;
step S500, aiming at two adjacent lanes with poor lane changing smoothness of the vehicle, judging whether the reason of poor smoothness is unreasonable arrangement of the road marking between the two adjacent lanes;
s600, setting unreasonable road sections for road markings between two adjacent lanes, and respectively adjusting boundaries of the two adjacent lanes for free lane changing and forced lane changing of an area of a near main line outlet;
step S700, analyzing the track rule of the vehicles with the forced lane change between two adjacent lanes, and adjusting the road marking rule between two adjacent lanes to be adjusted according to the coordinate distribution of the forced lane change finishing points.
As mentioned above, the step of determining the lane change type in step S300 includes the following steps:
step S310, if the vehicle k appears in the jth frame for the first time, the jth and S frames disappear, and the pixel coordinate of the vehicle k in the jth and p frames is (X) Gk(j+p) ，Y Gk(j+p) )，0<p≤s；
Wherein, X Gk(j+p) Representing the abscissa, Y, of the pixel of the k center point of the vehicle in the image Gk(j+p) Representing the ordinate of the pixel of the central point of the vehicle k in the image, wherein the abscissa is parallel to the lane, and the ordinate is perpendicular to the lane;
step S320, calculating the driving track slope R of the vehicle k in the j + p th frame k(j+p) ；
If X Gk(j+p) ＝X Gk(j+p-1) Then R is k(j+p) ＝0；
If X Gk(j+p) ≠X Gk(j+p-1) Then, then
Step S330, if the slope of the vehicle k driving track within the continuous set time is greater than a threshold value L from the j + p frame, judging that the vehicle k starts to execute lane changing operation from the j + p frame;
step S340, if the slope of the driving track of the vehicle k is changed from being larger than a threshold value L to being smaller than the threshold value L from the j + q frame, p is larger than q and is smaller than or equal to S, and the slope is smaller than the threshold value L within continuous set time, it is judged that the vehicle k completes the lane change operation at the j + q frame;
step S350, adding a vehicle state parameter ET for recording coordinates of a vehicle lane change completion point (i，h) Wherein i, h represents that the vehicle k changes the lane from the lane i to the lane h;
s360, after the lane is changed, the vehicle does not finally leave the main line, and the lane is changed freely; and after the vehicle changes the lane, the vehicle finally drives away from the main line, and then the lane is changed forcibly.
Step S400 includes the following steps as described above:
step S410, if the vehicle changes the lane, the maximum transverse acceleration is more than 2.03m/S 2 The driving comfort is poorer when the vehicle changes the lane, and the transverse maximum acceleration is less than 2.03m/s 2 The driving comfort is better when the vehicle changes lanes;
step S420, if the ratio of the vehicle with poor driving comfort during forced lane change between two adjacent lanes to all the lane change vehicles between the two adjacent lanes exceeds the threshold P, determining that the lane change order stability of the vehicle between the two adjacent lanes is poor.
Step S500 as described above includes the steps of:
step S510, if the free lane change type ratio exceeds a threshold value F, the road surface marking lines of the two adjacent lanes are unreasonably arranged;
and S520, if the distance between the lane change execution point of the vehicle with poor driving comfort and the starting point of the gradual change section of the main line outlet is smaller than the distance between the lane change execution point of the vehicle with good driving comfort and the starting point of the gradual change section of the main line outlet, the two adjacent lanes are not reasonably arranged due to the road marking lines.
Step S600 as described above includes the following steps:
step S610, aiming at two adjacent lanes of which the free lane change type ratio of the area of the near main line exceeds a threshold value F, adjusting the boundary line of the two lanes from a broken line to a solid line;
and S620, aiming at the adjacent two lanes of which the lane change distance of the forced lane change vehicle is smaller than the set threshold value in the area of the near main line exit, adjusting the boundary of the two lanes to be a real line from a broken line or advancing the starting point position of the real line of the original lane boundary.
Step S700 as described above includes the steps of:
step S710, analyzing the coordinate distribution characteristics of the vehicle lane change completion point with better comfort in the vehicles with the forced lane change between two adjacent lanes, acquiring a 95% confidence interval of the position distribution of the forced lane change completion point, wherein the abscissa area of the 95% confidence interval is (a, b), the direction from a to b is the driving direction, and taking the coordinate value of the maximum vehicle lane change completion point
If the value b is the value, the coordinate value of the maximum vehicle lane changing completion point is greater than or equal to>
As the starting point of the solid line for finishing the lane change of the optimal vehicle;
step S720, the lane boundary solid line starting point is located at the optimal vehicle lane change completion solid line starting point;
and step S730, aligning the lane boundary solid line terminal with the end of the outlet guardrail.
Compared with the prior art, the invention has the following beneficial effects:
the method is suitable for the operated expressway or urban expressway, and can be used for determining the optimized direction of the road marking between two adjacent lanes and quantifying the road marking drawing rule to be adjusted by collecting and analyzing the vehicle track changing characteristics between two adjacent lanes in the actual traffic scene. Compared with the prior art, the method can consider the difference of traffic environments among different road sections and different lanes, achieve 'one point by one strategy and one road by one strategy', and effectively improve the capability of road surface marking for improving the road section traffic operation.
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FIG. 1 is a schematic view of the outlet region of the near main line of the present invention.
Detailed Description
The present invention will be described in further detail with reference to examples for the purpose of facilitating understanding and practice of the invention by those of ordinary skill in the art, and it is to be understood that the present invention has been described in the illustrative embodiments and is not to be construed as limited thereto.
As shown in fig. 1, a method for optimizing a near main line exit marking based on a lane changing behavior feature includes the following steps:
s100, acquiring an unmanned aerial vehicle aerial video of a high-angle and non-shielding expressway or a section of an express way close to a main line outlet, requiring that the unmanned aerial vehicle hovers right above a target area to shoot vertically downwards, and adjusting a shooting angle until the road is arranged in the video in a transverse direction, wherein the vehicle outline in the video is clear and identifiable;
s200, continuously tracking all vehicles in a target area in a video through a pre-constructed deep learning algorithm, and identifying basic information such as speed, acceleration and positions of lanes of each vehicle;
s300, recognizing lane changing behaviors of vehicles in the target area, and judging lane changing types of the vehicles according to whether the lane changing vehicles finally drive away from a main line (the driving away from the main line is forced lane changing, and the driving away from the main line is free lane changing);
in this embodiment, S300 specifically includes the following steps:
s310: if the vehicle k appears in the jth frame for the first time, the jth + s frame disappears, and the vehicle k is in the jth + p (0)<p ≦ s) frame having pixel coordinates of (X) Gk(j+p) ，Y Gk(j+p) )。
Wherein X Gk(j+p) Representing the abscissa, Y, of the pixel of the k center point of the vehicle in the image Gk(j+p) And the ordinate of the pixel of the center point of the vehicle k in the image is represented, wherein the abscissa is parallel to the lane, and the ordinate is perpendicular to the lane.
S320: calculating the driving track slope R of the vehicle k in the j + p th frame k(j+p) 。
If X Gk(j+p) ＝X Gk(j+p-1) If the vehicle is in a stationary state, set R k(j+p) ＝0.
If X Gk(j+p) ≠X Gk(j+p-1) Then, then
S330: if the slope of the vehicle k driving track is larger than 0.05 within continuous 0.5 second from the j + p frame, judging that the vehicle k starts to execute lane changing operation from the j + p frame;
it should be noted that, when the slope change value of the driving track is greater than the threshold value within 0.5 second of the vehicle, the vehicle is considered to start to perform the lane change operation or complete the lane change operation. The method mainly considers that the inevitable running track deviation in the vehicle straight running process can cause the change of the running track slope in a very short time, and according to the actual vehicle running observation, a driver can correct the running direction in time in the running process, and the running track deviation duration time cannot exceed 0.5 second.
In the present embodiment, the threshold value of the slope of the traveling path is defined to be 0.05, and the threshold value is related to the traveling speed in the target area. According to related researches, the transverse swing amplitude of the traffic track in the straight-going process of the vehicle is not more than 0.8m, the driving speed of the target area in the embodiment is obtained, the driving distance of the vehicle along the direction of the traffic lane within 0.5s is calculated, and the slope threshold value of the traffic track under the corresponding traffic condition is 0.05.
S340: if the slope of the vehicle k driving track is changed from being larger than 0.05 to being smaller than the threshold value 0.05 from the j + q frame (p < q is less than or equal to s) and is smaller than 0.05 within continuous 0.5 second, the vehicle k is judged to finish the lane change operation at the j + q frame;
s350: increasing a vehicle state parameter ET (i，h) Recording coordinates of a lane change completion point of the vehicle, wherein (i, h) represents that the vehicle changes lane from lane i to lane h,
s360: judging the lane change type of the vehicle according to whether the lane change vehicle finally drives away from the main line:
if the active lane-changing intention of the vehicle is a free lane-changing behavior due to the pursuit of more stable following behavior, faster driving speed and better driving environment, the behavior is specifically represented as that the vehicle does not finally leave the main line after changing the lane.
If the forced lane change intention of the vehicle, which is generated due to the induction of external factors such as the entrance and the exit of a ramp and the like, belongs to the forced lane change behavior, the forced lane change intention is specifically shown in the way that the vehicle finally drives away from a main line after lane change;
s400, analyzing the speed change characteristics of the vehicle with the forced lane change in each lane change process according to the vehicle speed and acceleration information recorded in each frame, and evaluating the driving comfort of the vehicle in each forced lane change process as an evaluation basis for the smoothness of the vehicle lane change order between two adjacent lanes;
in this embodiment, S400 specifically includes the following steps:
s410: referring to a research method and a conclusion of an effect of linear access on passive comfort on an urban road, a speed change characteristic of a vehicle with a forced lane change is taken as an evaluation index of the driving comfort of the vehicle with the forced lane change, and the number of vehicles with poor driving comfort in adjacent lane change lanes is obtained as another implementable modeWhen changing lanes, the maximum transverse acceleration is more than 2.03m/s 2 The driving comfort is poorer when the vehicle changes the road, and the transverse maximum acceleration is less than 2.03m/s 2 The driving comfort is better when the vehicle changes lanes;
s420: if the ratio of the vehicles with poor driving comfort during forced lane changing between two adjacent lanes to all the vehicles with lane changing between the two adjacent lanes exceeds a threshold value by 10%, the smoothness of the lane changing order of the vehicles between the two adjacent lanes is considered to be poor.
It should be noted that, in this embodiment, if the ratio of the vehicle with poor forced lane change driving comfort between two adjacent lanes to all the lane change vehicles between the two adjacent lanes exceeds the threshold, it is determined that the lane change driving comfort between the two adjacent lanes is poor, and the vehicle lane change order stability is poor. The threshold (10%) is determined according to the road grade selected in the embodiment and the requirement of the manager on the road service level, and can be up and down floated according to the actual situation.
S500, judging whether the cause of the adjacent lane changing order is unreasonable in arrangement of the road marking between the two adjacent lanes aiming at the two adjacent lanes with poor smoothness of the vehicle lane changing order;
in this embodiment, S500 specifically includes the following steps:
s510: analyzing lane changing types of all lane changing vehicles between the two adjacent lanes, and if the free lane changing type accounts for more than 10% of the threshold value, considering that the lane changing behavior of the two adjacent lanes is more due to unreasonable pavement marking arrangement, causing poor smoothness of the lane changing order of the vehicles between the two adjacent lanes and causing adverse effects on road passing efficiency and comfort;
it should be noted that the invention analyzes the influence on the average speed and traffic capacity of the road section under different duty ratios of free lane change by setting a plurality of sets of simulation tests (SUMO simulation). The influence on the road traffic flow is more obvious when the proportion is more than 10 percent, so the invention provides that if the proportion of the free lane change type between two adjacent lanes exceeds 10 percent, the reason that the smoothness of the lane change order between the two adjacent lanes is poor is considered to be excessive free lane change behavior.
S520: analyzing the position distribution characteristics of lane change execution points of all vehicles with forced lane change in the two adjacent lanes, and carrying out classified statistics on the distance distribution characteristics between the lane change execution points of the vehicles with better driving comfort and poorer driving comfort and the starting point of the gradual change section of the main line outlet in the vehicles with the forced lane change, wherein if the distance between the lane change execution points of the vehicles with poorer driving comfort and the starting point of the gradual change section of the main line outlet is smaller than the distance between the lane change execution points of the vehicles with better driving comfort and the starting point of the gradual change section of the main line outlet, the lane change distances of partial vehicles with forced lane change are considered to be too short due to unreasonable arrangement of road markings, and adverse effects are caused on the road traffic efficiency and comfort;
it should be noted that, if the traffic capacity of the intercommunicating ramp is smaller than the traffic volume of the main line outlet, the smoothness of the forced lane change order is also poor, which mainly shows that there are more vehicles in the forced lane change, the driving speed is slow, and even the vehicle is in a congestion state, but the execution point of the vehicle lane change does not lag obviously. The method of the present invention is not suitable for solving the above problems and needs to be excluded in problem analysis.
S600, setting an unreasonable road section aiming at a road marking between two adjacent lanes, analyzing the lane changing characteristics of vehicles between the two adjacent lanes and defining the optimization direction of the marking;
in this embodiment, S600 specifically includes the following steps:
s610: aiming at two adjacent lanes with the free lane change type ratio of the area near the main line exceeding 10%, the boundary line of the two lanes is adjusted from a dotted line to a solid line so as to reduce the free lane change behavior of vehicles between the inner lane and the outer lane;
s620: aiming at two adjacent lanes with the forced lane change distance of the lane change vehicle being too short (being smaller than the set threshold value, namely too short) in the area of the near main line exit, the boundary line of the two lanes is adjusted to be a solid line from a dotted line or the starting point position of the solid line of the original lane boundary is advanced.
S700, analyzing a track rule of vehicles with forced lane changing between two adjacent lanes, and quantifying a road marking drawing rule of the two adjacent lanes to be adjusted according to the distribution characteristics of points for completing the forced lane changing.
In this embodiment, S700 specifically includes the following steps:
s710: analytical phaseObtaining a 95% confidence interval of the position distribution of the forced lane changing completion point, namely that 95% of the coordinates of the forced lane changing completion point fall in the 95% confidence interval, wherein the abscissa area of the 95% confidence interval is (a, b), the direction from a to b is the driving direction, and the coordinate value of the maximum lane changing completion point of the vehicle is taken
If the value b is the value, the coordinate value of the maximum vehicle lane changing completion point is greater than or equal to>
And the initial line of the optimal lane changing completion of the vehicle is used.
S720: the lane boundary solid line starting point is positioned at the solid line starting point for finishing the lane change of the optimal vehicle, a visual deceleration marking is arranged in front of the solid line starting point to remind drivers and passengers, and the length of the deceleration marking is about 200m according to the relevant regulation of 'guide for setting highway entrance and exit markings' in Guangdong province;
s730: the lane demarcation solid line terminal point should be aligned with the exit guardrail end.
Based on the above steps, the road marking optimization work between all adjacent two lanes in the near main line outlet area of this embodiment is sequentially completed, and finally, the lane boundary line plotting rule of this embodiment is obtained as shown in the following table.
Table 1 lane line boundary drawing rule table
The method is suitable for the operated expressway or urban expressway, and can be used for determining the optimized direction of the road marking between two adjacent lanes and quantifying the road marking drawing rule to be adjusted by collecting and analyzing the vehicle track changing characteristics between the two adjacent lanes in the actual traffic scene. Compared with the prior art, the method can consider the difference of traffic environments among different road sections and different lanes, achieve 'one point by one strategy and one road by one strategy', and effectively improve the capability of road surface marking for improving the road section traffic operation.
Finally, it should be noted that the above embodiments are only used for illustrating the technical solutions of the present invention and not for limiting the protection scope of the present invention, and although the present invention is described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions can be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.
Claims (6)
1. A near main line outlet marking optimization method based on lane changing behavior characteristics is characterized by comprising the following steps: comprises the following steps:
s100, vertically and downwards shooting a video of a target area right above a detection area, wherein the road is arranged in the transverse direction in the video;
s200, identifying the speed, the acceleration and the lane position of each vehicle in a target area;
step S300, judging the lane changing type of the vehicle according to whether the lane changing vehicle finally drives away from the main line, wherein the lane changing type comprises a forced lane changing and a free lane changing;
s400, analyzing the speed change characteristics of the forced lane changing vehicle in each lane changing process, evaluating the driving comfort of the vehicle in each lane changing process, and evaluating the smoothness of the vehicle lane changing order between two adjacent lanes according to the driving comfort;
step S500, aiming at two adjacent lanes with poor lane changing smoothness of the vehicle, judging whether the reason of poor smoothness is unreasonable arrangement of the road marking between the two adjacent lanes;
s600, setting unreasonable road sections for road markings between two adjacent lanes, and respectively adjusting boundaries of the two adjacent lanes for free lane changing and forced lane changing of an area of a near main line exit;
step S700, analyzing the track rule of the vehicles with the forced lane change between two adjacent lanes, and adjusting the road marking rule between two adjacent lanes to be adjusted according to the coordinate distribution of the forced lane change finishing points.
2. The method for optimizing the reticle of the exit of the near mainline based on the lane changing behavior characteristic as claimed in claim 1, wherein: the step S300 of determining the lane change type includes the following steps:
step S310, if the vehicle k appears in the jth frame for the first time, the jth and S frames disappear, and the pixel coordinate of the vehicle k in the jth and p frames is (X) Gk(j+p) ，Y Gk(j+p) )，0<p≤s；
Wherein X Gk(j+p) Representing the abscissa, Y, of the pixel of the k center point of the vehicle in the image Gk(j+p) Representing the ordinate of the pixel of the center point of the vehicle k in the image, wherein the abscissa is parallel to the lane, and the ordinate is perpendicular to the lane;
step S320, calculating the driving track slope R of the vehicle k in the j + p frame k(j+p) ；
If X Gk(j+p) ＝X Gk(j+p-1) Then R is k(j+p) ＝0；
If X Gk(j+p) ≠X Gk(j+p-1) Then, then
Step S330, if the slope of the driving track of the vehicle k is larger than a threshold value L within the continuous set time from the j + p th frame, judging that the vehicle k starts to execute lane changing operation from the j + p th frame;
step S340, if the slope of the driving track of the vehicle k is changed from being larger than a threshold value L to being smaller than the threshold value L from the j + q frame, p is larger than q and is smaller than or equal to S, and the slope is smaller than the threshold value L within continuous set time, it is judged that the vehicle k completes the lane change operation at the j + q frame;
step S350, adding a vehicle state parameter ET for recording coordinates of a vehicle lane change completion point (i，h) Wherein i, h represents that the vehicle k changes the lane from the lane i to the lane h;
s360, after the lane is changed, the vehicle does not finally leave the main line, and the lane is changed freely; and finally, the vehicle drives away from the main line after changing the lane, and the lane is changed forcibly.
3. The method for optimizing the reticle of the exit of the near main line based on the lane changing behavior characteristic as claimed in claim 2, wherein: the step S400 includes the steps of:
step S410, if the vehicle changes the lane, the maximum transverse acceleration is more than 2.03m/S 2 The driving comfort is poorer when the vehicle changes the road, and the transverse maximum acceleration is less than 2.03m/s 2 The driving comfort is better when the vehicle changes lanes;
step S420, if the ratio of the vehicle with poor driving comfort during forced lane change between two adjacent lanes to all the lane change vehicles between the two adjacent lanes exceeds the threshold P, determining that the lane change order stability of the vehicle between the two adjacent lanes is poor.
4. The method for optimizing near main line exit graticule based on lane change behavior characteristics as claimed in claim 3, wherein: the step S500 includes the steps of:
step S510, if the free lane change type ratio exceeds a threshold value F, the road surface marking lines of the two adjacent lanes are unreasonably arranged;
and step S520, if the distance between the lane change execution point of the vehicle with poor driving comfort and the starting point of the gradual change section of the main line exit is smaller than the distance between the lane change execution point of the vehicle with good driving comfort and the starting point of the gradual change section of the main line exit, the two adjacent lanes are considered to be unreasonable in arrangement due to the road marking.
5. The method for optimizing the reticle of an exit of a near mainline based on the behavior characteristic of lane changing according to claim 3, wherein: the step S600 includes the steps of:
step S610, aiming at two adjacent lanes of which the free lane change type occupation ratio of the exit area of the near main line exceeds a threshold value F, adjusting the boundary line of the two lanes from a broken line to a solid line;
and S620, aiming at the adjacent two lanes of which the lane change distance of the forced lane change vehicle is smaller than the set threshold value in the area of the near main line exit, adjusting the boundary of the two lanes to be a real line from a broken line or advancing the starting point position of the real line of the original lane boundary.
6. The method for optimizing the reticle of an exit of a near mainline based on the behavior characteristic of lane changing according to claim 5, wherein: the step S700 includes the steps of:
step S710, analyzing the coordinate distribution characteristics of the vehicle lane change completion point with better comfort in the vehicles with the forced lane change between two adjacent lanes, acquiring a 95% confidence interval of the position distribution of the forced lane change completion point, wherein the abscissa area of the 95% confidence interval is (a, b), the direction from a to b is the driving direction, and taking the coordinate value of the maximum vehicle lane change completion point
If the value b is the value, the coordinate value of the maximum vehicle lane change completion point is ^ er>
As the starting point of the solid line for finishing the lane change of the optimal vehicle;
step S720, the lane boundary solid line starting point is located at the optimal vehicle lane change completion solid line starting point;
and step S730, aligning the lane boundary solid line terminal with the end of the outlet guardrail.
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