CN115906265B - Near main line outlet marking optimization method based on channel change behavior characteristics - Google Patents
Near main line outlet marking optimization method based on channel change behavior characteristics Download PDFInfo
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Abstract
The invention discloses a near main line outlet marking optimization method based on a change track behavior characteristic, which is used for shooting a video of a target area; identifying the speed, acceleration and 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 order stability of the vehicle between two adjacent lanes; judging whether the poor stability is unreasonable in setting the road marking between two adjacent lanes or not; aiming at the free track change and forced track change of the near main line outlet area, respectively adjusting the boundary lines of two adjacent lanes; and adjusting the rule of the road marking between two adjacent lanes to be adjusted according to the coordinate distribution of the forced lane change completion points. The invention can provide a targeted solution for the optimization and adjustment work of the road marking of the expressway and the expressway near main line outlet, achieves one-point one-strategy and one-way one-strategy, and effectively improves the capacity of the road marking on 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 the behavior characteristics of a change track.
Background
In the expressway or urban expressway near main line exit area with high traffic demand for intercommunication, the traffic interleaving of different driving paths is serious, and the two types of forced track change and free track change can be classified according to whether the track change demand is final driving off the main line. If the design of the intercommunication and nearby main line schemes is unreasonable, the stability of the vehicle track change order in a short distance is poor, and traffic accidents are easy to be caused. The unreasonable design of scheme mainly includes that intercommunication ramp traffic capacity is less than main line export traffic volume, near main line export regional road surface marking sets up unreasonably etc.. The invention aims to solve the problem of poor stability of the vehicle lane change order caused by unreasonable arrangement of pavement markings in the area near the main line outlet.
In order to orderly control traffic order of the expressway or the urban expressway near main line exit area, a mode of drawing lane demarcation solid lines is often adopted to control vehicle driving behaviors of different driving paths, and the pavement marking of the expressway or the urban expressway near main line exit area is mainly calculated according to design parameters such as road design speed, lane standard width and the like, so that a fixed rule is formed, and the expressway or the urban expressway near main line exit area is comprehensively popularized and used.
For expressways or urban expressways which are put into operation, the driving environment of the exit area becomes more complex along with the increasing of traffic, and the road traffic safety is ensured and the road traffic efficiency is improved by optimizing the road marking setting to standardize the vehicle lane change order. The prior art basically sets standard specifications according to the existing export marking lines, and carries out indifferent marking line reconstruction adjustment on all the whole domain export sections.
The defects of the prior art are as follows:
Marking lines are drawn according to the uniform length without considering the running environment and traffic characteristic differences of different road sections and different lanes, so that the road section traffic operation improvement effect 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 behavior characteristics of a replacement track.
The above object of the present invention is achieved by the following technical means:
a near main line outlet marking optimization method based on the behavior characteristics of a conversion track comprises the following steps:
step S100, shooting a video of a target area vertically downwards right above a detection area, wherein the directions of roads in the video are arranged in a transverse direction;
Step 200, identifying the speed, acceleration and lane position of each vehicle in the target area;
Step S300, judging the type of the track changing of the vehicle according to whether the track changing vehicle finally drives away from the main line, wherein the type of the track changing comprises forced track changing and free track changing;
Step S400, analyzing speed change characteristics of the forced lane change vehicles in each lane change process, evaluating driving comfort of the vehicles in each forced lane change process, and evaluating the order stability of the vehicles between two adjacent lanes according to the driving comfort;
step S500, judging whether the road marking between two adjacent lanes is unreasonable due to poor stability aiming at two adjacent lanes with poor vehicle lane change stability;
Step S600, setting an unreasonable road section for a road marking between two adjacent lanes, and respectively adjusting the boundary line of the two adjacent lanes for free lane change and forced lane change in a near main line outlet area;
and S700, analyzing the track rule of the forced lane change vehicle between two adjacent lanes, and adjusting the rule of the road marking between the two adjacent lanes to be adjusted according to the coordinate distribution of the forced lane change completion points.
The step S300 of determining the channel change type includes the following steps:
Step S310, if the vehicle k appears for the first time in the j-th frame, the j+s-th frame disappears, and the pixel coordinate of the vehicle k in the j+p-th frame is (X Gk(j+p),YGk(j+p)), 0<p is less than or equal to S;
Wherein X Gk(j+p) represents the abscissa of the vehicle k-center point pixel in the image, and Y Gk(j+p) represents the ordinate of the vehicle k-center point pixel in the image, wherein the abscissa is parallel to the lane and the ordinate is perpendicular to the lane;
Step S320, calculating a track slope R k(j+p) of the vehicle k in the j+p frame;
If X Gk(j+p)＝XGk(j+p-1), then R k(j+p) =0;
If X Gk(j+p)≠XGk(j+p-1), then
Step S330, if the slope of the vehicle k track is greater than the threshold L in the continuous set time from the j+p frame, determining that the vehicle k starts to execute the track changing operation from the j+p frame;
Step S340, if the slope of the vehicle k track is changed from being greater than the threshold L to being smaller than the threshold L from the j+q frame, p < q is smaller than or equal to S, and the slope is smaller than the threshold L in the continuous set time, determining that the vehicle k finishes lane change operation in the j+q frame;
Step S350, adding a vehicle state parameter ET (i,h) for recording the coordinates of a lane change completion point of the vehicle, wherein i and h represent that the vehicle k is changed from a lane i to a lane h;
Step S360, after the vehicle changes the track, the vehicle does not drive away from the main line, and the vehicle is free to change the track; and finally, after the track is changed, the vehicle drives away from the main line, and the forced track change is realized.
Step S400 as described above includes the steps of:
Step S410, if the transverse maximum acceleration is greater than 2.03m/S 2 during lane changing of the vehicle, the driving comfort is poor during lane changing of the vehicle, and if the transverse maximum acceleration is less than 2.03m/S 2, the driving comfort is good during lane changing of the vehicle;
and S420, if the ratio of vehicles with poor forced lane change driving comfort between two adjacent lanes to all lane change vehicles between the two adjacent lanes exceeds a threshold value P, the vehicle lane change order between the two adjacent lanes is considered to be poor.
Step S500 as described above includes the steps of:
step S510, if the free lane change type ratio exceeds a threshold F, the arrangement of the pavement markings of the adjacent two lanes is considered unreasonable;
Step S520, if the distance between the lane change execution point of the vehicle with poor driving comfort and the main line outlet transition section start point is smaller than the distance between the lane change execution point of the vehicle with good driving comfort and the main line outlet transition section start point, the two adjacent lanes are considered to be unreasonable due to the road marking.
Step S600 as described above includes the steps of:
Step S610, aiming at two adjacent lanes with the free lane change type ratio exceeding a threshold F in a near main line outlet area, adjusting the boundary between the two lanes from a dotted line to a solid line;
And S620, regarding to two adjacent lanes of which the lane change distance of the forced lane change vehicle in the near main line outlet area is smaller than a set threshold value, adjusting the lane boundary between the two lanes from a dotted line to a solid line or advancing the starting point position of the real line of the boundary between the original lanes.
Step S700 as described above includes the steps of:
step S710, analyzing the coordinate distribution characteristics of the vehicle lane change completion points with better comfortableness in the forced lane change vehicles between two adjacent lanes, and obtaining 95% confidence intervals of the forced lane change completion point position distribution, wherein the abscissa areas of the 95% confidence intervals are (a, b), the directions from a to b are driving directions, and the coordinate values of the maximum vehicle lane change completion points are obtained For b value, the coordinate value of the maximum vehicle lane change completion point/>As the starting point of the solid line for the optimal lane change completion of the vehicle;
step S720, a lane demarcation solid line starting point is positioned at an optimal vehicle lane change completion solid line starting point;
and step S730, aligning the lane demarcation solid line end point with the end point of the exit guardrail.
Compared with the prior art, the invention has the following beneficial effects:
The invention is suitable for expressways or urban expressways which are put into operation, and the road marking optimization direction between two adjacent lanes is defined and the road marking drawing rule to be adjusted is quantized by collecting and analyzing the characteristics of the vehicle lane change track between the two adjacent lanes in the actual traffic scene. Compared with the prior art, the method provided by the invention can consider the traffic environment differences among different road sections and different lanes, achieves one-point one-strategy and one-way one-strategy, and effectively improves the road section traffic operation improving capability of the road marking.
Drawings
FIG. 1 is a schematic view of the near main line exit area of the present invention.
Detailed Description
The present invention will be further described in detail below in conjunction with the following examples, for the purpose of facilitating understanding and practicing the present invention by those of ordinary skill in the art, it being understood that the examples described herein are for the purpose of illustration and explanation only and are not intended to limit the invention.
As shown in fig. 1, a method for optimizing a near-main line outlet marking based on a channel change behavior feature comprises the following steps:
S100, acquiring unmanned aerial vehicle aerial video of a highway or a highway near a main line outlet front section without shielding, wherein the unmanned aerial vehicle is required to hover over a target area to shoot vertically downwards, the shooting angle is adjusted until the direction of a road in the video is arranged in a transverse direction, and the contour of a vehicle in the video is clear and distinguishable;
S200, continuously tracking all vehicles in a target area in a video through a pre-built deep learning algorithm, and identifying basic information such as the speed, acceleration, lane position and the like of each vehicle;
S300, identifying the track changing behavior of the vehicle in the target area, and judging the track changing type of the vehicle according to whether the track changing vehicle finally drives away from the main line (the drive away main line is forced track changing, and the no drive away main line is free track changing);
In this embodiment, S300 specifically includes the following steps:
S310: if the vehicle k appears for the first time in the j-th frame, the j+s-th frame disappears, and the pixel coordinate of the vehicle k in the j+p (0<p. Ltoreq.s) th frame is (X Gk(j+p),YGk(j+p)).
Wherein X Gk(j+p) represents the abscissa of the vehicle k-center point pixel in the image, and Y Gk(j+p) represents the ordinate of the vehicle k-center point pixel in the image, wherein the abscissa is parallel to the lane and the ordinate is perpendicular to the lane.
S320: and calculating the track slope R k(j+p) of the vehicle k in the j+p frame.
If X Gk(j+p)＝XGk(j+p-1), the vehicle is stationary, and R k(j+p) =0 is set.
If X Gk(j+p)≠XGk(j+p-1), then
S330: if the slope of the vehicle k track is greater than 0.05 in the continuous 0.5 seconds from the j+p frame, judging that the vehicle k starts to execute track changing operation from the j+p frame;
It should be noted that, when the slope change value of the track of the vehicle is greater than the threshold value within the continuous 0.5 second period, the vehicle is considered to start to perform the lane change operation or complete the lane change operation. The method mainly considers that unavoidable vehicle track deviation in the straight running process of the vehicle can cause the change of the vehicle track slope in a very short time, and according to the running observation of the actual vehicle, a driver can timely correct the running direction in the running process, and the duration of the vehicle track deviation can not exceed 0.5 seconds.
The present embodiment specifies a track slope threshold of 0.05, which is related to the speed of the vehicle in the target area. According to the related research, the transverse swing amplitude of the vehicle track is not more than 0.8m in the straight running process of the vehicle, the vehicle speed of the target area in the embodiment is obtained, and the vehicle running distance of the vehicle along the direction of the traffic lane within 0.5s is calculated, so that the vehicle track slope threshold under the corresponding traffic condition is 0.05.
S340: if the slope of the vehicle k track is changed from more than 0.05 to less than the threshold value 0.05 from the j+q (p < q.ltoreq.s) frame and is less than 0.05 in 0.5 seconds, determining that the vehicle k finishes lane change operation in the j+q frame;
S350: increasing a vehicle state parameter ET (i,h) for recording the coordinates of a lane change completion point of the vehicle, wherein (i, h) represents that the vehicle changes lanes from lane i to lane h,
S360: judging the type of the track change of the vehicle according to whether the track change vehicle finally drives away from the main line:
If the vehicle is pursued to have a more stable following behavior, a faster running speed and a better driving environment, the active track changing intention belongs to a free track changing behavior, and the vehicle is particularly characterized in that the vehicle does not finally drive off the main line after the track changing.
If the forced track changing intention of the vehicle caused by the induction of external factors such as a ramp entrance and the like belongs to the forced track changing behavior, the forced track changing intention is specifically expressed as that the vehicle finally moves away from a main line after the track changing;
S400, analyzing speed change characteristics of the forced lane change vehicles in each lane change process according to the vehicle speed and acceleration information recorded in each frame, and evaluating driving comfort of the vehicles in each forced lane change process, wherein the driving comfort is used as an evaluation basis for the order stability of the vehicles between two adjacent lanes;
in this embodiment, S400 specifically includes the following steps:
S410: referring to the research method and conclusion of paper Effects of linear acceleration on passenger comfort during PHYSICAL DRIVING on an urban road, taking the change characteristic of the forced lane change vehicle speed as an evaluation index of the forced lane change driving comfort of the vehicle to obtain the number of vehicles with poor driving comfort in adjacent lane change lanes, and taking the vehicle number as another implementation mode, if the transverse maximum acceleration is greater than 2.03m/s 2 when the vehicle changes lanes, the driving comfort is poor when the vehicle changes lanes, and the transverse maximum acceleration is less than 2.03m/s 2, and the driving comfort is good when the vehicle changes lanes;
S420: if the ratio of vehicles with poor forced lane change driving comfort between two adjacent lanes to all lane change vehicles between the two adjacent lanes exceeds the threshold value by 10%, the vehicle lane change order between the two adjacent lanes is considered to be poor.
It should be noted that, in this embodiment, if the ratio of vehicles with poor driving comfort of forced lane change between two adjacent lanes to all lane change vehicles between the two adjacent lanes exceeds the threshold, the driving comfort of lane change between the two adjacent lanes is considered to be poor, and the order of vehicle lane change is poor. The determination of the threshold (10%) depends on the road grade selected in the present embodiment and the requirements of the manager on the road service level, and can be up and down according to the actual situation.
S500, judging whether the road marking between two adjacent lanes is unreasonable according to the two adjacent lanes with poor stability of the vehicle lane change order;
In this embodiment, S500 specifically includes the following steps:
s510: analyzing lane change types of all lane change vehicles between two adjacent lanes, if the free lane change type accounts for more than 10% of a threshold value, considering that the two adjacent lanes have more free lane change behaviors due to unreasonable pavement marking arrangement, and causing poor stability of the lane change order of the vehicles between the two adjacent lanes, thereby adversely affecting road traffic efficiency and comfort;
the invention analyzes the influence on the average speed and the traffic capacity of the road section under the condition of different free channel changing duty ratios by arranging a plurality of groups of simulation tests (SUMO simulation). When the ratio is more than 10%, the influence on the traffic flow of the road section is obvious, so that the invention provides that if the ratio of the free lane change type between two adjacent lanes exceeds 10%, the cause of poor lane change order stability between the two adjacent lanes is considered to be excessive free lane change lanes.
S520: analyzing the distribution characteristics of the change-track execution points of all the forced change-track vehicles in the two adjacent lanes, classifying and counting the distribution characteristics of the distance between the change-track execution points of the vehicles with better driving comfort and poorer driving comfort and the starting point of the main line outlet transition section in the forced change-track vehicles, and if the distance between the change-track execution points of the vehicles with poorer driving comfort and the starting point of the main line outlet transition section is smaller than the distance between the change-track execution points of the vehicles with better driving comfort and the starting point of the main line outlet transition section, considering that the two adjacent lanes are unreasonable due to the arrangement of pavement marking, so that the change-track distance of part of the forced change-track vehicles is too short, and adverse effects are caused on the road passing efficiency and the comfort;
It should be noted that if the traffic capacity of the intercommunication ramp is smaller than the traffic volume of the main line outlet, the stability of the forced lane change order is poor, which is mainly represented by more forced lane change vehicles, slower running speed and even in a congestion state, but the lane change execution point of the vehicles is not obviously lagged. The method of the invention is not suitable for solving the problems and needs to be eliminated in the 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 determining 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 of the near main line outlet area accounting for more than 10%, adjusting the boundary between the two lanes from a broken line to a solid line so as to reduce the free lane change behavior of the vehicle between the inner lane and the outer lane;
s620: for two adjacent lanes with too short lane change distance (smaller than a set threshold value, namely too short) of the forced lane change vehicle in the near main line outlet area, the boundary between the two lanes is adjusted from a dotted line to a solid line or the starting point position of the real line of the boundary between the original lanes is advanced.
S700, analyzing the track rule of the forced lane change vehicle between two adjacent lanes, and quantifying the pavement marking rule of the two adjacent lanes to be adjusted according to the distribution characteristics of the forced lane change completion points.
In this embodiment, S700 specifically includes the following steps:
S710: analyzing the coordinate distribution characteristics of the vehicle lane change completion points with better comfortableness in the forced lane change vehicles between two adjacent lanes, and acquiring 95% confidence intervals of the forced lane change completion point distribution, namely, 95% of the coordinates of the vehicle lane change completion points fall in the 95% confidence intervals, wherein the abscissa areas of the 95% confidence intervals are (a, b), the directions from a to b are driving directions, and the coordinate values of the maximum vehicle lane change completion points are acquired For b value, the coordinate value of the maximum vehicle lane change completion point/>And (5) finishing the starting point of the solid line as the optimal vehicle lane change.
S720: the lane demarcation solid line starting point is positioned at the position of the optimal vehicle lane change completion solid line starting point, 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 relevant regulations of the highway entrance marking setting guide in Guangdong province;
s730: the lane demarcation solid line end should be aligned with the exit guardrail end.
Based on the steps, the optimization work of the road surface marking between all adjacent two lanes in the near-main line outlet area of the embodiment is completed in sequence, and finally the rule of the lane demarcation line of the embodiment is obtained as shown in the following table.
TABLE 1 rule table for lane demarcation
The method is suitable for expressways or urban expressways which are put into operation, and the road marking optimization direction between two adjacent lanes is defined and the road marking drawing rule to be adjusted is quantized by collecting and analyzing the characteristics of the lane changing track of the vehicles between the two adjacent lanes in an actual traffic scene. Compared with the prior art, the method provided by the invention can consider the traffic environment differences among different road sections and different lanes, achieves one-point one-strategy and one-way one-strategy, and effectively improves the road section traffic operation improving capability of the road marking.
Finally, it should be noted that the above embodiments are only for illustrating the technical solution of the present invention and not for limiting the scope of the present invention, and although the present invention has been 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 to the technical solution of the present invention without departing from the spirit and scope of the technical solution of the present invention.
Claims (1)
1. A near main line outlet marking optimization method based on the behavior characteristics of a conversion track is characterized by comprising the following steps: comprises the following steps:
step S100, shooting a video of a target area vertically downwards right above a detection area, wherein the directions of roads in the video are arranged in a transverse direction;
Step 200, identifying the speed, acceleration and lane position of each vehicle in the target area;
Step S300, judging the type of the track changing of the vehicle according to whether the track changing vehicle finally drives away from the main line, wherein the type of the track changing comprises forced track changing and free track changing;
step S400, if the transverse maximum acceleration is greater than 2.03m/S 2 during lane changing of the vehicle, the driving comfort is poor during lane changing of the vehicle, and if the transverse maximum acceleration is less than 2.03m/S 2, the driving comfort is good during lane changing of the vehicle; if the ratio of vehicles with poor forced lane change driving comfort between two adjacent lanes to all lane change vehicles between the two adjacent lanes exceeds a threshold value P, the vehicle lane change order between the two adjacent lanes is considered to be poor in stability;
Step S500, if the free lane change type ratio exceeds a threshold F, the arrangement of the pavement markings of the adjacent two lanes is considered unreasonable; if the distance between the lane change execution point of the vehicle with poor driving comfort and the main line outlet transition section starting point is smaller than the distance between the lane change execution point of the vehicle with good driving comfort and the main line outlet transition section starting point, the arrangement of the two adjacent lane pavement markings is considered unreasonable;
Step S600, aiming at two adjacent lanes with the free lane change type ratio exceeding a threshold F in a near main line outlet area, adjusting the boundary between the two lanes from a dotted line to a solid line; for two adjacent lanes with the forced lane change distance smaller than the set threshold value, the lane boundary is adjusted from a dotted line to a solid line or the starting point position of the real line of the boundary of the original lane is advanced;
Step S700, analyzing the coordinate distribution characteristics of the vehicle lane change completion points with better comfortableness in the forced lane change vehicles between two adjacent lanes, and acquiring 95% confidence intervals of the forced lane change completion point position distribution, wherein the abscissa areas of the 95% confidence intervals are (a, b), the directions from a to b are driving directions, and the coordinate values of the maximum vehicle lane change completion points are acquired For b value, the coordinate value of the maximum vehicle lane change completion point/>As the starting point of the solid line for the optimal lane change completion of the vehicle; the lane demarcation solid line starting point is positioned at the optimal vehicle lane change completion solid line starting point; the lane demarcation solid line end point is aligned with the exit guardrail end;
The step S300 of determining the channel change type includes the following steps:
Step S310, if the vehicle k appears for the first time in the j-th frame, the j+s-th frame disappears, and the pixel coordinate of the vehicle k in the j+p-th frame is (X Gk(j+p),YGk(j+p)), 0<p is less than or equal to S;
Wherein X Gk(j+p) represents the abscissa of the vehicle k-center point pixel in the image, and Y Gk(j+p) represents the ordinate of the vehicle k-center point pixel in the image, wherein the abscissa is parallel to the lane and the ordinate is perpendicular to the lane;
Step S320, calculating a track slope R k(j+p) of the vehicle k in the j+p frame;
If X Gk(j+p)＝XGk(j+p-1), then R k(j+p) =0;
If X Gk(j+p)≠XGk(j+p-1), then
Step S330, if the slope of the vehicle k track is greater than the threshold L in the continuous set time from the j+p frame, determining that the vehicle k starts to execute the track changing operation from the j+p frame;
Step S340, if the slope of the vehicle k track is changed from being greater than the threshold L to being smaller than the threshold L from the j+q frame, p < q is smaller than or equal to S, and the slope is smaller than the threshold L in the continuous set time, determining that the vehicle k finishes lane change operation in the j+q frame;
Step S350, adding a vehicle state parameter ET (i,h) for recording the coordinates of a lane change completion point of the vehicle, wherein i and h represent that the vehicle k is changed from a lane i to a lane h;
Step S360, after the vehicle changes the track, the vehicle does not drive away from the main line, and the vehicle is free to change the track; and finally, after the track is changed, the vehicle drives away from the main line, and the forced track change is realized.
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