Expressway exit sign adjusting method and device considering driving load balance

Abstract

The invention provides an expressway exit sign adjusting method and device considering driving load balance, and the method comprises the steps: determining the position information of each specified sign, each suggested sign and each non-specified sign which are disposed in a preset distance of the upstream extension of a reference point of a target expressway exit; a preset distance is divided into a plurality of driving load analysis units at equal intervals, a road basic driving load, a sign driving load and an additional driving load are obtained for each driving load analysis unit, and the total driving load of the driving load analysis unit is obtained according to the road basic driving load, the sign driving load and the additional driving load. And determining a target position adjustment distance of each non-stipulated mark according to the position information of each stipulated mark, each suggested mark and each non-stipulated mark and the total amount of each driving load. The scientificity and objectivity of traffic sign setting are improved, and the influence of sign setting on driving load balancing is reduced.

Description

Technical Field

[0001] The present application relates to the field of traffic safety technology, and in particular to a method and device for adjusting highway exit signs taking into account driver load balancing. Background Art

[0002] With the continuous growth of traffic volume on highways, exit areas have become high-incidence sections for traffic accidents and driving load fluctuations due to problems such as sudden changes in vehicle speed and frequent lane changes.

[0003] Currently, the layout of signs mostly relies on fixed spacing or empirical rules, and lacks scientific consideration of driving load, which may result in the setting of signs having a negative impact on the driver's driving load.

[0004] Existing techniques for measuring the impact of sign placement on driver stress include quantifying the effect of sign lead distance on driving behavior through driving simulations. These experiments reveal that insufficient lead distance increases the risk of abrupt lane changes and deceleration, while excessive distance increases driving stress. However, these methods only indirectly reflect operational stress through steering behavior, without integrating physiological indicators or psychological stress for comprehensive quantification. Another approach combines driving psychology with lane-changing models to develop a model for calculating the lead distance of exit signs. However, these methods focus solely on safety and comfort, without incorporating driving stress into the model's optimization objectives.

[0005] Therefore, it is difficult to obtain the real impact of the sign setting on the driver's driving load using the methods in the prior art, and thus it is difficult to determine the position of the sign that has less impact on the driver's driving load. Summary of the Invention

[0006] The present application provides a method and device for adjusting highway exit signs taking into account driving load balancing, so as to solve the technical problems mentioned in the background technology.

[0007] In a first aspect, the present application provides a method for adjusting highway exit signs taking into account driver load balancing, comprising: Determine the location information of each prescribed category sign, each recommended category sign, and each unprescribed category sign set up within a preset distance upstream of the benchmark point of the target expressway exit; Dividing the preset distance into a plurality of driving load analysis units at equal intervals; For each driving load analysis unit, obtain the basic road driving load caused by road design, the sign driving load caused by the setting of individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs being set too close together; Obtain the total driving load of the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by the setting of individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs being set too close together; A target position adjustment distance for each unspecified class sign is determined based on the position information of each specified class sign, each recommended class sign, and each unspecified class sign and the total driving load of each driving load analysis unit.

[0008] Optionally, obtaining a basic road driving load caused by road design includes: Acquiring multiple indicator data and performing dimensionless processing on each indicator data to obtain standardized indicator data, wherein the indicator data includes: accelerator pedal amplitude, brake pedal amplitude, pupil diameter, pupil diameter variation rate, and EEG cognitive concentration; Calculating the correlation between any two of the standardized indicator data based on the plurality of standardized indicator data; Obtaining a covariance matrix according to the correlation between any two of the standardized indicator data; Obtaining a target component factor related to generating the road basic driving load according to the covariance matrix and the standardized index data; The road basic driving load is obtained according to the target component factor.

[0009] Optionally, obtaining a target component factor related to generating the basic road driving load based on the covariance matrix and the standardized index data includes: Obtaining, according to the covariance matrix, at least one eigenvalue of the covariance matrix and an eigenvector corresponding to each eigenvalue; Obtaining, according to the at least one eigenvalue, a contribution rate of a component factor corresponding to each eigenvalue; The target component factor is determined according to the contribution rate of the component factor corresponding to each of the eigenvalues.

[0010] Optionally, obtaining the sign driving load caused by setting a single traffic sign includes: determining a first positional relationship between each of the driving load analysis units and the driving load analysis unit where the flag is set; Determining the total amount of information contained in the sign in the driving load analysis unit where the sign is set; The signature driving load is acquired based on the first positional relationship and the total amount of information.

[0011] Optionally, obtaining the additional driving load caused by the overlapping of adjacent traffic signs that are set too close to each other includes: When the driving load analysis unit is a driving load analysis unit with a flag set, obtaining a driving load analysis unit with a flag adjacent to any flag in the driving load analysis unit as a target driving load analysis unit; determining a second positional relationship between the driving load analysis unit and the target driving load analysis unit; determining a target correspondence relationship from a plurality of correspondence relationships between the additional driving load and the road basic driving load and the sign driving load according to the second positional relationship; The additional driving load is acquired according to the target correspondence, the road basic driving load, and the sign driving load.

[0012] Optionally, determining the target position adjustment distance for each unspecified category sign based on the position information of each specified category sign, each recommended category sign, and each unspecified category sign and the total driving load of each driving load analysis unit includes: Determine multiple groups of candidate position adjustment distances based on the position information of each specified class mark, each recommended class mark, and each unspecified class mark, as well as the position adjustment amount range constraint of each unspecified class mark and the distance constraint between any two marks, wherein each group of candidate position adjustment distances includes the candidate position adjustment distance of each unspecified class mark; adjusting the distance for each set of candidate positions, and updating the total driving load of each driving load analysis unit; Based on the updated total driving load of each driving load analysis unit and the preset target, a target alternative position adjustment distance is determined from multiple groups of alternative position adjustment distances, wherein the target alternative position adjustment distance includes the target position adjustment distance of each unspecified class mark, wherein the preset target includes: the minimum sum of squared deviations of the multiple driving load analysis units / or the minimum and average driving load is minimized.

[0013] Optionally, updating the total driving load of each driving load analysis unit includes: Adjust the distance according to the candidate position of each unspecified class mark, and update the position of each unspecified class mark; updating the sign driving load and the additional driving load according to the updated position of each unspecified sign; An updated total driving load of each driving load analysis unit is obtained according to the road basic driving load, the updated sign driving load, and the updated additional driving load.

[0014] Optionally, also include: determining a target position adjustment distance for each suggested category sign based on the position information of each prescribed category sign, each suggested category sign, and each unprescribed category sign and the total driving load of each driving load analysis unit; Determining multiple groups of candidate position adjustment distances based on the position information of each specified class flag, each recommended class flag, and each unspecified class flag, as well as the position adjustment amount range constraint of each unspecified class flag and the distance constraint between any two flags, includes: Based on the position information of each specified category mark, each recommended category mark, and each unspecified category mark, as well as the position adjustment range constraint of each unspecified category mark, the distance constraint between any two marks, and the position adjustment range constraint of each recommended category mark, multiple groups of alternative position adjustment distances are determined, and the multiple groups of alternative position adjustment distances also include the alternative position adjustment distance of each recommended category mark.

[0015] Optionally, obtaining the total driving load of the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by the setting of individual traffic signs, and the additional driving load caused by the overlapping impact of adjacent traffic signs being set too close together includes: Obtain the total driving load of the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by the installation of individual traffic signs, the additional driving load caused by the overlapping effects of adjacent traffic signs being installed too close together, and the random variable, where the random variable belongs to a normal distribution; The step of determining the target position adjustment distance of each unspecified sign based on the position information of each specified sign, each recommended sign, and each unspecified sign and the total driving load of each driving load analysis unit includes: Adjusting the value of the random variable multiple times, and for each adjusted random variable, obtaining an alternative position adjustment distance for each unspecified category sign based on the total driving load and the position information of each specified category sign, each recommended category sign, and each unspecified category sign; The target position adjustment distance of each unspecified class mark is determined according to the alternative position adjustment distance of each unspecified class mark corresponding to the random variable after each adjustment.

[0016] In a second aspect, the present application provides a highway exit sign adjustment device that considers driver load balancing, comprising: A location determination module is used to determine the location information of each prescribed category sign, each recommended category sign, and each unprescribed category sign set within a preset distance upstream of a benchmark point of a target highway exit; a road division module, configured to divide the preset distance into a plurality of driving load analysis units at equal intervals; an acquisition module configured to acquire, for each driving load analysis unit, a basic road driving load caused by road design, a sign driving load caused by individual traffic sign settings, and an additional driving load caused by overlapping effects of adjacent traffic signs being set too close together, and to acquire a total driving load for the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by individual traffic sign settings, and the additional driving load caused by overlapping effects of adjacent traffic signs being set too close together; The position adjustment module is used to determine the target position adjustment distance of each unspecified category sign based on the position information of each specified category sign, each recommended category sign, and each unspecified category sign and the total driving load of each driving load analysis unit.

[0017] Optionally, when acquiring the basic road driving load caused by the road design, the acquisition module is specifically configured to: Acquiring multiple indicator data and performing dimensionless processing on each indicator data to obtain standardized indicator data, wherein the indicator data includes: accelerator pedal amplitude, brake pedal amplitude, pupil diameter, pupil diameter variation rate, and EEG cognitive concentration; Calculating the correlation between any two of the standardized indicator data based on the plurality of standardized indicator data; Obtaining a covariance matrix according to the correlation between any two of the standardized indicator data; Obtaining a target component factor related to generating the road basic driving load according to the covariance matrix and the standardized index data; The road basic driving load is obtained according to the target component factor.

[0018] Optionally, when the acquisition module obtains the target component factor related to generating the basic road driving load according to the covariance matrix and the standardized index data, it is specifically configured to: Obtaining, according to the covariance matrix, at least one eigenvalue of the covariance matrix and an eigenvector corresponding to each eigenvalue; Obtaining, according to the at least one eigenvalue, a contribution rate of a component factor corresponding to each eigenvalue; The target component factor is determined according to the contribution rate of the component factor corresponding to each of the eigenvalues.

[0019] Optionally, when acquiring the sign driving load caused by setting a single traffic sign, the acquisition module is specifically configured to: determining a first positional relationship between each of the driving load analysis units and the driving load analysis unit where the flag is set; Determining the total amount of information contained in the sign in the driving load analysis unit where the sign is set; The signature driving load is acquired based on the first positional relationship and the total amount of information.

[0020] Optionally, when acquiring the additional driving load caused by the overlapping of adjacent traffic signs that are placed too close together, the acquisition module is specifically configured to: When the driving load analysis unit is a driving load analysis unit with a flag set, obtaining a driving load analysis unit with a flag adjacent to any flag in the driving load analysis unit as a target driving load analysis unit; determining a second positional relationship between the driving load analysis unit and the target driving load analysis unit; determining a target correspondence relationship from a plurality of correspondence relationships between the additional driving load and the road basic driving load and the sign driving load according to the second positional relationship; The additional driving load is acquired according to the target correspondence, the road basic driving load, and the sign driving load.

[0021] The position adjustment module is specifically configured to determine the target position adjustment distance of each unspecified category sign based on the position information of each specified category sign, each recommended category sign, and each unspecified category sign and the total driving load of each driving load analysis unit: Determine multiple groups of candidate position adjustment distances based on the position information of each specified class mark, each recommended class mark, and each unspecified class mark, as well as the position adjustment amount range constraint of each unspecified class mark and the distance constraint between any two marks, wherein each group of candidate position adjustment distances includes the candidate position adjustment distance of each unspecified class mark; adjusting the distance for each set of candidate positions, and updating the total driving load of each driving load analysis unit; Based on the updated total driving load of each driving load analysis unit and the preset target, a target alternative position adjustment distance is determined from multiple groups of alternative position adjustment distances, wherein the target alternative position adjustment distance includes the target position adjustment distance of each unspecified class mark, wherein the preset target includes: the minimum sum of squared deviations of the multiple driving load analysis units / or the minimum and average driving load is minimized.

[0022] Optionally, when updating the total driving load of each driving load analysis unit, the acquisition module is specifically configured to: Adjust the distance according to the candidate position of each unspecified class mark, and update the position of each unspecified class mark; updating the sign driving load and the additional driving load according to the updated position of each unspecified sign; An updated total driving load of each driving load analysis unit is obtained according to the road basic driving load, the updated sign driving load, and the updated additional driving load.

[0023] Optionally, the position adjustment module is also used to: determining a target position adjustment distance for each suggested category sign based on the position information of each prescribed category sign, each suggested category sign, and each unprescribed category sign and the total driving load of each driving load analysis unit; The position adjustment module is specifically configured to determine multiple sets of candidate position adjustment distances based on the position information of each specified class flag, each recommended class flag, and each unspecified class flag, as well as the position adjustment amount range constraint of each unspecified class flag and the distance constraint between any two flags: Based on the position information of each specified category mark, each recommended category mark, and each unspecified category mark, as well as the position adjustment range constraint of each unspecified category mark, the distance constraint between any two marks, and the position adjustment range constraint of each recommended category mark, multiple groups of alternative position adjustment distances are determined, and the multiple groups of alternative position adjustment distances also include the alternative position adjustment distance of each recommended category mark.

[0024] Optionally, when the acquisition module acquires the total driving load of the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by the setting of individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs being set too close together, the acquisition module is specifically configured to: Obtain the total driving load of the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by the installation of individual traffic signs, the additional driving load caused by the overlapping effects of adjacent traffic signs being installed too close together, and the random variable, where the random variable belongs to a normal distribution; The position adjustment module is specifically configured to determine the target position adjustment distance of each unspecified category sign based on the position information of each specified category sign, each recommended category sign, and each unspecified category sign and the total driving load of each driving load analysis unit: Adjusting the value of the random variable multiple times, and for each adjusted random variable, obtaining an alternative position adjustment distance for each unspecified class sign based on the total driving load and the position information of each specified class sign, each recommended class sign, and each unspecified class sign; The target position adjustment distance of each unspecified class mark is determined according to the alternative position adjustment distance of each unspecified class mark corresponding to the random variable after each adjustment.

[0025] In a third aspect, the present application provides an electronic device, comprising: a processor and a memory; Memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method as described in any one of the first aspects.

[0026] In a fourth aspect, an embodiment of the present application provides a readable storage medium, including a program or instruction. When the program or instruction runs on a computer, the method described in any one of the above-mentioned first aspects is executed.

[0027] In a fifth aspect, an embodiment of the present application provides a computer program product, comprising a computer program, which, when executed by a processor, implements the method as described in any one of the first aspects.

[0028] The present application provides a method and apparatus for adjusting highway exit signs that considers driving load balancing. The method determines the location information of each prescribed, recommended, and unprescribed sign within a preset distance upstream of a target highway exit's benchmark point. The method then divides the preset distance into multiple driving load analysis units at equal intervals. For each driving load analysis unit, the method calculates the basic driving load caused by road design, the sign driving load caused by individual traffic sign placement, and the additional driving load caused by the overlapping impact of adjacent traffic signs placed too close together. The basic driving load is determined by factoring in five indicators: accelerator pedaling amplitude, brake pedaling amplitude, pupil diameter, pupil diameter variability, and EEG cognitive concentration. This allows the basic driving load to reflect the driver's psychology and behavior. The method then calculates the total driving load for each driving load analysis unit based on the basic driving load, sign driving load, and additional driving load. The method then determines the target position adjustment distance for each unprescribed sign based on the location information of each prescribed, recommended, and unprescribed sign, as well as the total driving load for each driving load analysis unit. Since the driver's psychology and behavior are taken into consideration in the basic driving load of the road, the target position adjustment distance obtained is more reasonable, so that the position of the sign adjusted according to the target position adjustment distance is more scientific and objective, reducing the impact on the driver and reducing the impact of the sign setting on the driving load balance. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0030] Figure 1A flowchart of a method for adjusting highway exit signs considering driver load balancing provided in one embodiment of the present application; Figure 2 A flow chart of a method for obtaining a basic road driving load provided in one embodiment of the present application; Figure 3 A flow chart of a method for obtaining a driving load indicator according to an embodiment of the present application; Figure 4 A flow chart of a method for obtaining an additional driving load provided in one embodiment of the present application; Figure 5 A schematic diagram of the structure of a highway exit sign adjustment device considering driver load balancing provided in one embodiment of the present application; Figure 6 A schematic diagram of the structure of an electronic device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0031] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application are clearly and completely described below. Obviously, the described embodiments are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts also fall within the scope of protection of this application.

[0032] Explanation of terms: Exit area prescribed signs, referred to as prescribed signs in this application: traffic signs that are set up according to regulations and have fixed locations: 2km, 1km, 500m exit warning signs, exit direction signs; Exit area suggestion signs, referred to as suggestion signs in this application: traffic signs that the regulations recommend but do not specify where to place them: step speed limit signs, tourist area signs; There are no specified signs in the exit area, referred to as unspecified signs in this application: traffic signs that are not specified in the regulations to be set up in the exit area of ​​the highway, such as billboards, traffic broadcast signs, lane indicator signs, etc.

[0033] Existing techniques for measuring the impact of traffic sign placement on driver load involve quantifying the effect of sign lead distance on driving behavior through driving simulations. These experiments reveal that insufficient lead distance increases the risk of abrupt lane changes and deceleration, while excessive distance increases driving load. However, these methods only indirectly reflect operational load through steering behavior, without integrating physiological indicators or psychological load for comprehensive quantification. Another method combines driving psychology with lane-changing models to develop a model for calculating the lead distance of exit signs. However, these methods focus solely on safety and comfort, without incorporating driving load into the model's optimization objectives.

[0034] To address the technical issues in the prior art, this application proposes a method and device for adjusting highway exit signs that takes into account driving load balancing. By collecting and quantifying the driver's physiological and behavioral data, this method takes into account the driver's physiological and behavioral data when measuring the driver's driving load, ensuring that the driving load is more consistent with the driver's actual driving load. Consequently, when adjusting the position of traffic signs based on driving load, the adjusted traffic sign position is more reasonable, scientific, and objective. Furthermore, this application adjusts the sign position by taking into account both driving load balancing and driving load minimization. This reduces the fluctuation in driving load when the driver is driving on the road after the traffic sign position is adjusted, thereby improving driving safety and comfort.

[0035] Figure 1 This is a flow chart of a method for adjusting highway exit signs considering driving load balancing provided in one embodiment of the present application. The execution subject of this method may be, for example, a server, such as Figure 1 As shown, the method includes: S101. Determine the location information of each prescribed category sign, each recommended category sign, and each unprescribed category sign set within a preset distance upstream of a benchmark point of a target highway exit.

[0036] In this step, the target highway can be any highway, and the benchmark setting scheme is as follows: (1) For direct single lane, the starting point of the gradient section at the exit is used as the calculation reference point; (2) For parallel single lanes, the starting point of the deceleration lane at the exit is used as the calculation reference point; (3) For a parallel dual lane with auxiliary lanes, the starting point of the deceleration lane at the exit is used as the calculation reference point; (4) For a direct two-lane road with auxiliary lanes, the starting point of the deceleration lane at the exit is used as the calculation reference point; (5) For mainline bifurcations, the starting point of the gradient section (with shared lanes) or the divergence point (without shared lanes) is used as the calculation reference point; (6) In complex situations, it is justifiable to use part of the hard shoulder as a transition section or auxiliary lane, and the calculation reference point is the same as above; (7) When following lane instructions, the exit direction sign moves to the starting point of one lane or two lane widths, and the calculation reference point is the same as above.

[0037] It should be noted that the reference points of the present invention are selected and set in accordance with "Road Traffic Signs and Markings Part 2: Road Traffic Signs" (GB 5768.2-2022).

[0038] The upstream of the benchmark point refers to the road in the opposite direction of driving direction with the benchmark point as the origin.

[0039] In this embodiment, for example, the preset distance extending upstream of the reference point is taken as the origin, wherein the preset distance can be set according to the type of the exit area of ​​the highway, and this application does not limit this. In this embodiment, the preset distance is 2km, and the distance of each prescribed class sign, each recommended class sign, and each unprescribed class sign from the reference point within the 2km is obtained, thereby determining the position information of each prescribed class sign, each recommended class sign, and each unprescribed class sign to form the corresponding position coordinates. Among them, B1 i Indicates the i The original position coordinates of the specified class mark, B2 j Indicates the j The original position coordinates of the proposed class logo, B3 i Indicates the k The original position coordinates of an unspecified class mark.

[0040] S102: Divide the preset distance into multiple driving load analysis units at equal intervals.

[0041] In this step, this embodiment divides the road into units considering the driving load characteristics and traffic sign setting requirements. Under normal circumstances, the time it takes for a driver to produce a stress reaction is 0.5s-1s, and it generally does not exceed 1.5s to produce driving operation awareness. The ramp speed limit is mostly 40km / h. The minimum distance for the driver to produce a cognitive reaction is calculated to be 17m. For ease of calculation, this embodiment takes 10m as the driving load analysis unit, that is, the driving load is quantified every 10m within 2km upstream of the reference point origin. Optionally, distances such as 20m and 30m can also be used as driving load analysis units, and this application does not limit this.

[0042] Every 10 meters is regarded as a driving load analysis unit, and 2 km is divided into 200 driving load analysis units.

[0043] S103. For each driving load analysis unit, obtain a basic road driving load caused by road design, a sign driving load caused by individual traffic sign settings, and an additional driving load caused by overlapping effects of adjacent traffic signs being set too close together.

[0044] In this step, for any driving load analysis unit, there may be no traffic signs set in the driving load analysis unit, or at least one traffic sign may be set, wherein the set traffic signs may be one or more of prescribed type signs, recommended type signs, and unprescribed type signs.

[0045] The basic road driving load is obtained through the five indicators of the driver's driving, namely, the accelerator pedaling amplitude, brake pedaling amplitude, pupil diameter, pupil diameter variation rate and EEG cognitive concentration. Figure 2.

[0046] Sign driving load is obtained by the positional relationship between the driving load analysis unit and other driving load analysis units with traffic signs, for specific reference Figure 3 Among them, since the sign driving load is related to the position of the traffic sign, when the position of the traffic sign is adjusted, the sign driving load changes accordingly.

[0047] The additional driving load is obtained by the positional relationship between the driving load analysis unit with traffic signs and other driving load analysis units with traffic signs, as well as the basic road driving load and sign driving load. Figure 4 Since the additional driving load is not only related to the position of the traffic sign but also to the sign driving load, the change of the position of the traffic sign will also cause the additional driving load to change.

[0048] S104. Obtain the total driving load of the driving load analysis unit according to the basic road driving load, the sign driving load, and the additional driving load.

[0049] In this step, the total driving load may be, for example, the sum of the basic road driving load, the sign driving load, and the additional driving load, and the formula is: R = R a + R b + R c Formula 1 in, R Indicates the total driving load, R a Indicates the basic driving load of the road caused by road design, R b Indicates the sign driving load caused by the setting of a single traffic sign, R c It indicates that adjacent traffic signs are set too close to each other and overlap, causing additional driving load.

[0050] S105 : Determine a target position adjustment distance for each unspecified sign based on the position information of each specified sign, each recommended sign, and each unspecified sign, and the total driving load of each driving load analysis unit.

[0051] In this step, for the prescribed type signs, their setting positions are traffic signs set up in the highway exit area in accordance with national standards. Their setting positions are required by national standards. Therefore, the setting positions of the prescribed type signs cannot be adjusted.

[0052] For recommended signs, they are traffic signs that are recommended by national standards to be set up in highway exit areas, but there is no mandatory requirement to set them up. Therefore, the setting location of recommended signs can be adjusted.

[0053] For unspecified signs, national standards do not stipulate their installation in highway exit areas. Therefore, the location of unspecified signs can be adjusted.

[0054] Among them, since the unspecified category signs are signs that are not specified in national standards, when adjusting the sign position, the position of the unspecified category signs can be adjusted first, and then the position of the recommended category signs can be adjusted.

[0055] Therefore, based on the position information of each prescribed flag, each recommended flag, and each unprescribed flag, the positions of the recommended flag and the unprescribed flag are adjusted, so that the number of flags in the driving load analysis unit changes, thereby adjusting the total driving load.

[0056] According to the change of the total driving load, the target position adjustment distance of each unspecified category sign is determined, and the position of the corresponding unspecified category sign is adjusted according to the target position adjustment distance of each unspecified category sign.

[0057] In this embodiment, the location information of each prescribed, recommended, and unprescribed sign within a preset distance upstream of a benchmark point of a target highway exit is determined. The preset distance is then divided into multiple driving load analysis units at equal intervals. For each driving load analysis unit, the basic driving load caused by road design, the sign driving load caused by individual traffic sign placement, and the additional driving load caused by the overlapping impact of adjacent traffic signs placed too close together are determined. The basic driving load is considered to reflect the driver's psychology and behavior by factoring in five indicators: accelerator pedaling amplitude, brake pedaling amplitude, pupil diameter, pupil diameter variability, and EEG cognitive focus. The total driving load for that driving load analysis unit is then determined based on the basic driving load, sign driving load, and additional driving load. The target position adjustment distance for each unprescribed sign is determined based on the location information of each prescribed, recommended, and unprescribed sign, as well as the total driving load for each driving load analysis unit. Since the driver's psychology and behavior are taken into account in the basic driving load of the road, the target position adjustment distance obtained is more reasonable, so that the position of the traffic sign adjusted according to the target position adjustment distance is more scientific and objective, reducing the impact on the driver and the impact of the sign setting on the driving load balance.

[0058] Figure 2 This is a flow chart of a method for obtaining the basic driving load of a road provided in one embodiment of the present application. Figure 2 As shown, the method includes: S201: Acquire multiple indicator data, and perform dimensionless processing on each indicator data to obtain standardized indicator data.

[0059] Among them, the indicator data include: accelerator pedal amplitude, brake pedal amplitude, pupil diameter, pupil diameter variation rate and EEG cognitive concentration.

[0060] In this step, this embodiment is based on an actual highway exit driving simulation and selects five indicators of driving load, namely, accelerator pedaling amplitude, brake pedaling amplitude, pupil diameter, pupil diameter variation rate, and EEG cognitive concentration, as basic data for driving load.

[0061] The accelerator pedal amplitude and brake pedal amplitude recorded by UC-win / Road are between [0, 1] and recorded at a frequency of 60 Hz (approximately 60 times per second).

[0062] Pupil diameter and pupil diameter variation: SMI eye-tracking glasses were used to measure the driver's pupil diameter in real time during the experiment. To eliminate the influence of individual differences in pupil diameter, this example uses the pupil diameter variation rate per second to represent the driver's pupil diameter fluctuation. A greater pupil diameter variation rate per unit time indicates greater fluctuations in the driver's mood or attention state, and a higher driving load.

[0063] Formula 2 Where: D v is the pupil diameter variation rate; σ v is the standard deviation of pupil diameter per unit time (1s); μ v is the average pupil diameter per unit time (1s).

[0064] EEG cognitive concentration: The driver wears a TGAM EEG acquisition module on the forehead, and uses the EEG equipment to collect and record specific frequency bands of α waves, β waves, δ waves, θ waves and γ waves, and converts them into the "EEG concentration index" E c , which indicates the intensity of the user's mental "attention" level, ranging from 0 to 100.

[0065] Formula 3 Where: α, β, and θ represent the frequency band powers of α wave, β wave, and θ wave respectively.

[0066] After obtaining the five indicator data, each indicator data is standardized. For example, dimensionless processing can be performed: Formula 4 in,w mn For the n In the driving load analysis unit m The dimensionless standardized indicator data corresponding to each indicator data; For the m The average value of the indicator data; S m For the m The standard deviation of the indicator data.

[0067] S202: Calculate the correlation between any two standardized indicator data based on the plurality of standardized indicator data.

[0068] In this step, the correlation between the two standardized indicator data can reflect the relevance between the two indicator data. By obtaining the correlation between any two standardized indicator data, indicator data with a high correlation with other indicator data can be obtained through the correlation, thereby determining the main component factors affecting the basic driving load of the road.

[0069] The correlation between any two standardized indicator data can be obtained by the following formula: Formula 5 in, K ml Indicates the m The indicator data and l The correlation of indicator data, w mn Indicates the n In the driving load analysis unit m The dimensionless standardized indicator data corresponding to the indicator data, w m Indicates the m The average value of the standardized indicator data, w ln Indicates the n In the driving load analysis unit l The dimensionless standardized indicator data corresponding to the indicator data, w l Indicates the l The average value of the standardized indicator data.

[0070] S203. Obtain a covariance matrix based on the correlation between any two standardized indicator data.

[0071] In this step, the correlation between any two standardized indicator data is used as the element of the covariance matrix to form the covariance matrix K . Among them, the covariance matrix K Middlem OK l Elements of a column K ml Corresponding to m The indicator data and l The correlation of indicator data.

[0072] S204. Obtain target component factors related to generating basic road driving load based on the covariance matrix and the standardized index data.

[0073] In this step, the weight of each standardized indicator data in the target component factor is obtained through the covariance matrix, so that the target component factor is obtained according to the weight of each standardized indicator data and the standardized indicator data.

[0074] A specific implementation of S204 is as follows: S2041. Obtain, according to the covariance matrix, at least one eigenvalue of the covariance matrix and an eigenvector corresponding to each eigenvalue.

[0075] Specifically, for the covariance matrix K Solve the characteristic equation | λE - K |=0, get at least one eigenvalue λ And the eigenvalue λ Sort by size, assuming we get P eigenvalues, there are λ 1≥ λ 2⋯≥ λ p ≥0.

[0076] Then, according to each eigenvalue, the corresponding eigenvector is obtained.

[0077] S2042. According to at least one eigenvalue, obtain a contribution rate of a component factor corresponding to each eigenvalue.

[0078] Specifically, for P eigenvalues, calculate the contribution rate of each eigenvalue: Formula 6 in, Indicates the p The contribution rate of the component factors corresponding to the eigenvalues, λ p Indicates the p eigenvalues.

[0079] S2043. Determine the target component factor based on the contribution rate of the component factor corresponding to each eigenvalue.

[0080] Specifically, the pThe contribution rate of the component factor corresponding to the eigenvalue is compared with the contribution rate threshold. p When the contribution rate of the component factor corresponding to the eigenvalue is greater than or equal to the contribution rate threshold, it means that the p The component factors corresponding to the eigenvalues ​​can be used to determine the basic driving load of the road.

[0081] For example, according to the contribution rate and contribution rate threshold of the component factor corresponding to the eigenvalue, it is determined that there are two target component factors r 1 and r 2, and the corresponding contribution rates are and , the eigenvector determined according to the corresponding eigenvalue is v 1=[ a 1, a 2, a 3. a 4. a 5] T , v 2=[ b 1, b 2, b 3. b 4. b 5] T .but: r 1= a 1 w 1+ a 2 w 2+ a 3 w 3+ a 4 w 4+ a 5 w 5 r 2= b 1 w 1+ b 2 w 2+ b 3 w 3+ b 4 w 4+ b 5 w 5 in, w 1~ w 5 represents the average value of the standardized indicator data corresponding to the 5 indicator data.

[0082] S205. Obtain a basic road driving load based on the target component factor.

[0083] Specifically, after obtaining the target component factors, the comprehensive variables are obtained according to the following formula: Formula 7 This embodiment collects data on the driver's accelerator pedaling amplitude, brake pedaling amplitude, pupil diameter, pupil diameter variation, and EEG cognitive concentration. After normalizing the collected indicator data, target component factors are obtained, and finally, the basic road driving load is determined. This basic road driving load is derived from the driver's accelerator pedaling amplitude, brake pedaling amplitude, pupil diameter, pupil diameter variation, and EEG cognitive concentration. This allows the basic road driving load to take the driver's psychology and behavior into account, allowing the driver's psychology and behavior to be considered when determining the position and distance of traffic signs. This makes the adjusted traffic sign position more scientific and objective, thereby improving driving safety.

[0084] Figure 3 This is a flow chart of a method for obtaining a driving load indicator according to an embodiment of the present application. Figure 3 As shown, based on the above embodiment, the method includes: S301: Determine a first positional relationship between each driving load analysis unit and a driving load analysis unit for setting a traffic sign.

[0085] Specifically, for any driving load analysis unit n , the driving load analysis unit n Traffic signs can be set or not set, according to any driving load analysis unit n and any driving load analysis unit with traffic signs q The location information of any driving load analysis unit is determined n Is it any driving load analysis unit with traffic signs? q The driving load analysis unit within the preset range is determined to determine any driving load analysis unit n and any driving load analysis unit with traffic signs q positional relationship.

[0086] S302: Determine the total amount of traffic sign information contained in the driving load analysis unit for setting traffic signs.

[0087] Specifically, for any driving load analysis unit that sets a traffic sign q , the total amount of traffic sign information V q for: Formula 8 in, e i Indicates any setting flag driving load analysis unit q Among all the signs iThe information weight of each element, including Chinese characters, symbols, arrows, Arabic numerals, English, etc. Among them, the information weight of each element is shown in the table: element Chinese character symbol arrow Arabic numerals English color Weight 0.25 0.28 0.26 0.09 0.07 0.05 x i Indicates the i The possible states of an element, for example, if the element is a number, there are 10 states from 0 to 9; if the element is a color, there are 7 colors commonly used in traffic signs, that is, there are 7 states; y i Indicates any driving load analysis unit with traffic signs q Among all the traffic signs i The number of elements.

[0088] S303: Obtain a symbolic driving load based on the first position relationship and the total amount of information.

[0089] Specifically, the driving load is obtained according to the following formula: R b :

[0090] in,

[0091] For example: If any driving load analysis unit n The 10th of the 200 driving load analysis units, any driving load analysis unit with a traffic sign q is the 14th of the 200 driving load analysis units. Since 14-5=9 and 14+10=24, 10 is within the range of [9, 24]. That is, the positional relationship between the 10th driving load analysis unit and the 14th driving load analysis unit is that the 10th driving load analysis unit is within the range of [9, 24] of the 14th driving load analysis unit. At this time, δ ( n , q ) is 1.

[0092] If any driving load analysis unit n The 10th of the 200 driving load analysis units, any driving load analysis unit with a set flag qis the 20th of the 200 driving load analysis units. Since 20-5=15 and 20+10=30, 10 is not within the range [15, 30]. In other words, the positional relationship between the 10th driving load analysis unit and the 20th driving load analysis unit is that the 10th driving load analysis unit is not within the range [15, 30] of the 20th driving load analysis unit. At this time, δ ( n , q ) is 0.

[0093] When any driving load analysis unit n When the driving load analysis unit is set with a sign, δ ( n , q ) is 1.

[0094] It should be noted that when There are multiple driving load analysis units that meet the range of any set traffic signs q When , there are multiple δ (n, q) = 1, so that the driving load analysis unit for each traffic sign can be set q (0.036 VQ +1.49) for accumulation.

[0095] In this embodiment, the sign driving load is obtained based on the position information of each prescribed type sign, each recommended type sign, and each unprescribed type sign, as well as the information corresponding to the elements on the sign, so that the sign driving load can be changed according to the adjustment of the traffic sign position, which facilitates the optimization of the traffic sign position according to the driving load.

[0096] Figure 4 This is a flow chart of a method for obtaining additional driving load provided in one embodiment of the present application. Figure 4 As shown, based on the above embodiment, the method includes: S401: When the driving load analysis unit is a driving load analysis unit for setting traffic signs, obtain a driving load analysis unit where a traffic sign adjacent to any traffic sign in the driving load analysis unit is located as a target driving load analysis unit.

[0097] Specifically, the additional driving load is the driving load generated by the driver between two traffic signs that are set closer together. Therefore, for any driving load analysis unit that sets a traffic sign, q , need to obtain and drive load analysis unit q A driving load analysis unit where a traffic sign adjacent to any traffic sign is located is determined as a target driving load analysis unit.

[0098] For example, for any driving load analysis unit that sets a traffic signq , if it is the 20th driving load analysis unit among 200 driving load analysis units, and if there are at least two traffic signs set in the 20th driving load analysis unit, then the driving load analysis unit where the traffic sign adjacent to any traffic sign in the 20th driving load analysis unit is located is still the 20th driving load analysis unit. Therefore, the 20th driving load analysis unit is the target driving load analysis unit.

[0099] If there is only one traffic sign in the 20th driving load analysis unit, the traffic sign closest to the 20th driving load analysis unit is determined, and the driving load analysis unit where the traffic sign is located is determined as the target driving load analysis unit. For example, if the traffic sign closest to the 20th driving load analysis unit is located in the 25th driving load analysis unit, then the 25th driving load analysis unit is the target driving load analysis unit.

[0100] S402: Determine a second positional relationship between the driving load analysis unit and the target driving load analysis unit.

[0101] Specifically, after determining the target driving load analysis unit, a second positional relationship between the driving load analysis unit and the target driving load analysis unit is determined, for example: For the 20th driving load analysis unit, if the target driving load analysis unit is the 20th driving load analysis unit, then the second corresponding relationship is that the 20th driving load analysis unit is one of the 20th driving load analysis unit and the first driving load analysis unit upstream of the 20th driving load analysis unit; For the 20th driving load analysis unit, if the target driving load analysis unit is the 25th driving load analysis unit, the second corresponding relationship is that the 25th driving load analysis unit is the 5th driving load analysis unit upstream of the 20th driving load analysis unit; For the 20th driving load analysis unit, if the target driving load analysis unit is the 28th driving load analysis unit, the second corresponding relationship is that the 28th driving load analysis unit is the 8th driving load analysis unit upstream of the 20th driving load analysis unit; For the 20th driving load analysis unit, if the target driving load analysis unit is the 35th driving load analysis unit, the second corresponding relationship is that the 35th driving load analysis unit is the 15th driving load analysis unit upstream of the 20th driving load analysis unit; For the 20th driving load analysis unit, if the target driving load analysis unit is the 5th driving load analysis unit, the second corresponding relationship is that the 5th driving load analysis unit is the 15th driving load analysis unit downstream of the 20th driving load analysis unit; For the 20th driving load analysis unit, if the target driving load analysis unit is the 15th driving load analysis unit, the second corresponding relationship is that the 15th driving load analysis unit is the fifth driving load analysis unit downstream of the 20th driving load analysis unit.

[0102] S403: Determine a target corresponding relationship from a plurality of corresponding relationships between the additional driving load and the road basic driving load and the sign driving load according to the second positional relationship.

[0103] Specifically, there are multiple corresponding relationships between the additional driving load and the basic road driving load and the sign driving load. The second positional relationship determines which corresponding relationship is used when calculating the additional driving load. Traffic signs can increase the driving load by 10%-20%. Considering the large variety of traffic signs in exit areas, this application assumes that installing a traffic sign increases the driving load 100m upstream and 50m downstream by 10%-20%. The closer adjacent traffic signs are, the greater the additional driving load generated. Therefore, the formula for calculating the additional driving load is: Formula 9 For example, when the second correspondence is that the 20th driving load analysis unit is one of the 20th driving load analysis unit and the first driving load analysis unit upstream thereof, the target correspondence is: R c =0.2( R a + R b ); The second corresponding relationship is that when the 28th driving load analysis unit is the 8th driving load analysis unit upstream of the 20th driving load analysis unit, the target corresponding relationship is: R c =0.12( R a + R b ); The second corresponding relationship is that when the 5th driving load analysis unit is the 15th driving load analysis unit downstream of the 20th driving load analysis unit, the target corresponding relationship is: R c =0; The second corresponding relationship is that when the 15th driving load analysis unit is the fifth driving load analysis unit downstream of the 20th driving load analysis unit, the target corresponding relationship is: R c =0.1( R a + R b ).

[0104] S404: Obtain an additional driving load based on the target correspondence, the road basic driving load, and the sign driving load.

[0105] Specifically, according to the target corresponding relationship determined in S403 , the basic road driving load and the sign driving load are brought into the target corresponding relationship to obtain the additional driving load.

[0106] In this embodiment, the additional driving load brought to the driver by setting adjacent traffic signs closer together is used to adjust the position of the traffic signs. Moreover, the additional driving load is also related to the basic driving load of the road and the driving load of the signs, further strengthening the influence of the driver's psychology and behavior, as well as the position of a single traffic sign on the overall position of the traffic signs, so that the adjusted position of the traffic signs is more reasonable.

[0107] Optionally, a specific implementation of S105 is: S501. Determine multiple sets of candidate position adjustment distances based on the position information of each prescribed sign, each recommended sign, and each unprescribed sign, as well as the position adjustment range constraint of each unprescribed sign and the distance constraint between any two traffic signs.

[0108] Each group of candidate position adjustment distances includes the candidate position adjustment distance of each unspecified class mark.

[0109] Specifically, the position adjustment range of each unspecified class flag is constrained as follows: Formula 10 in, h 3 means no class mark is specified. h 3k Indicates the k The adjustable position adjustment distance of an unspecified class mark.

[0110] The distance constraint between any two traffic signs is: Formula 11 in, h 2j Indicates the adjustable position adjustment distance of the jth recommended class mark. When only the position of the unspecified class mark is adjusted, h 2j The value of is 0; j 1. j 2 is the number of different recommended signs; k 1. k 2 is the number of different unspecified class marks; lmin The minimum spacing between two adjacent signs indicating the exit area of ​​a highway is selected in accordance with Section 2.3.2 of the "Specifications for the Installation of Highway Traffic Signs and Markings" (JTG D82-2009): Traffic signs should be kept at a reasonable distance from each other. The spacing between traffic signs for highways with a design speed greater than or equal to 80 km / h should not be less than 60 m, and the spacing between traffic signs for other highways should not be less than 30 m.

[0111] Within the above two constraints, the position of the unspecified class sign is adjusted to determine multiple groups of alternative position adjustment distances, wherein each group of alternative position adjustment distances includes the alternative position adjustment distance of each unspecified class sign, and the alternative position adjustment distance includes the moving direction and moving distance. For example, if the alternative position adjustment distance is -5m, it means that the unspecified class sign moves 5m downstream from the current position.

[0112] S502: Adjust the distance for each group of candidate positions and update the total driving load of each driving load analysis unit.

[0113] Specifically, when the position of the unspecified class sign is adjusted, since the total driving load of each driving load analysis unit is related to the position of the traffic sign, the total driving load of each driving load analysis unit will change, and each driving load total needs to be recalculated to obtain an updated driving load total.

[0114] Optionally, a possible implementation of S502 is: S5021. Adjust the distance according to the candidate position of each unspecified class mark, and update the position of each unspecified class mark.

[0115] Specifically, the adjusted position of each unspecified class marker is determined according to the candidate position adjustment distance of each unspecified class marker and the original position coordinates of each unspecified class marker.

[0116] It should be noted that the calculation or , explain the k If the adjusted position of the unspecified mark is not within 2 km upstream of the benchmark point, it means that the first k Unspecified class flag.

[0117] S5022. Update the sign driving load and the additional driving load according to the updated position of each unspecified sign.

[0118] Specifically, after each unspecified sign position is updated, the number of traffic signs in each driving load analysis unit will change. Figure 3 The method shown, recalculate the sign driving load; and according to Figure 4 The additional driving load is recalculated in the manner shown.

[0119] S5023. Obtain an updated total driving load of each driving load analysis unit according to the basic road driving load, the updated sign driving load, and the updated additional driving load.

[0120] Specifically, according to R = R a + R b + R c , substitute the basic road driving load, the updated sign driving load and the updated additional driving load to obtain the updated total driving load of each driving load analysis unit.

[0121] S503: Determine a target candidate position adjustment distance from multiple groups of candidate position adjustment distances according to the updated total driving load of each driving load analysis unit and a preset target.

[0122] The target candidate position adjustment distance includes the target position adjustment distance of each unspecified class mark.

[0123] The preset objectives include: minimum sum of squared deviations of multiple driving load analysis units / or minimum sum of average driving loads.

[0124] Specifically, the preset objectives include: a primary objective function and a secondary objective function, wherein the primary objective function is to minimize the sum of squared deviations of the total driving load of each driving load analysis unit. The calculation formula is as follows: Formula 12 in, , is the average driving load of the total driving load corresponding to the 200 driving load analysis units within 2 km; The secondary objective function is to minimize the average driving load in the highway exit area. The calculation formula is as follows: Formula 13 Based on the two objective functions and the updated total driving load of each driving load analysis unit obtained for each set of candidate position adjustment distances, a target candidate position adjustment distance that satisfies both objective functions is obtained. The position of each unspecified category marker is then adjusted based on the target position adjustment distance for each unspecified category marker included in the target candidate position adjustment distance.

[0125] It should be noted that, in practice, the priority of the objective function corresponding to Formula 12 is higher than that of the objective function corresponding to Formula 13, that is, the objective function corresponding to Formula 12 is satisfied first, and then the objective function corresponding to Formula 13 is satisfied.

[0126] This embodiment determines the target position adjustment distance for each unspecified sign by setting an objective function and constraints based on traffic sign position restrictions at highway exits. This ensures that traffic sign position adjustments are made while maximizing driver load balance. This means that the driver's driving load is rationally distributed, maintaining a stable load, thereby ensuring driving safety and efficiency. The term "stable" has two meanings: first, maintaining a relatively stable total driver load across all driving load analysis units; and second, minimizing the average driver load at highway exits.

[0127] Optionally, based on the above embodiment, the method further includes: S106 : Determine a target position adjustment distance for each suggested category sign based on the position information of each prescribed category sign, each suggested category sign, and each unprescribed category sign and the total driving load of each driving load analysis unit.

[0128] Specifically, the specific implementation of S106 can refer to S105 and will not be repeated here.

[0129] Correspondingly, the implementation method of S501 is: determine multiple groups of alternative position adjustment distances based on the position information of each specified category sign, each recommended category sign, and each unspecified category sign, as well as the position adjustment range constraints of each unspecified category sign, the distance constraints between any two traffic signs, and the position adjustment range constraints of each recommended category sign.

[0130] The multiple groups of alternative position adjustment distances also include the alternative position adjustment distance of each suggested type sign.

[0131] Specifically, based on S501, an additional constraint is added, namely, the position adjustment range constraint of each suggestion class mark, and the formula is: Formula 14 At this time, for the distance constraint formula between any two traffic signs, that is, in formula 11, since the position of the suggestion type sign is adjusted, h 2j The value of is no longer 0.

[0132] Then, multiple sets of candidate position adjustment distances are obtained using the location information of each prescribed sign, each recommended sign, and each unprescribed sign, as well as the position adjustment range constraints for each unprescribed sign, the distance constraints between any two traffic signs, and the position adjustment range constraints for each recommended sign. The candidate position adjustment distances here include not only the candidate position adjustment distance for each unprescribed sign, but also the candidate position adjustment distance for each recommended sign.

[0133] Then, the target candidate position adjustment distance is determined according to S502-S503.

[0134] In this embodiment, in addition to adjusting the positions of the unspecified signs, the positions of the recommended signs are also adjusted, thereby making the adjusted positions of the traffic signs more reasonable.

[0135] Optionally, based on the above embodiment, a possible implementation of S104 is: S1041. Obtain the total driving load of the driving load analysis unit according to the basic road driving load, the sign driving load, the additional driving load, and the random variable.

[0136] Among them, the random variable belongs to the normal distribution.

[0137] Specifically, when the total driving load of the driving load analysis unit is obtained according to Formula 1, a random variable ε can also be introduced, where ε~N(0,0.5 2 ), therefore, the total driving load is obtained according to formula 15: R = R a + R b + R c +ε formula 15 Accordingly, another specific implementation of S105 is: S1051. Adjust the value of the random variable multiple times. For the random variable after each adjustment, obtain the alternative position adjustment distance of each unspecified category sign based on the total driving load and the position information of each specified category sign, each recommended category sign, and each unspecified category sign.

[0138] Specifically, the value of the random variable ε is adjusted multiple times. For each value of the random variable ε, according to the embodiment shown in S105 above, optionally, the embodiment shown in S106 can be included to obtain the alternative position adjustment distance of each unspecified class mark.

[0139] S1052. Determine the target position adjustment distance of each unspecified class mark according to the candidate position adjustment distance of each unspecified class mark corresponding to the random variable after each adjustment.

[0140] Specifically, the value of the random variable ε is randomly adjusted multiple times, corresponding to multiple alternative position adjustment distances for each unspecified class mark. For each unspecified class mark, there may be multiple alternative position adjustment distances that make Formula 12 and Formula 13 optimal. Therefore, the alternative position adjustment distance with the highest frequency obtained according to Formula 12 and Formula 13 is selected as the target position adjustment distance.

[0141] In this embodiment, a random variable is added to the total driving load and the value of the random variable is adjusted so that the obtained target position adjustment distance is as optimal as possible, thereby making the driving load more balanced.

[0142] Figure 5 This is a schematic diagram of the structure of a highway exit sign adjustment device considering driver load balancing provided in one embodiment of the present application. Figure 5 As shown, the device for adjusting highway exit signs considering driving load balancing includes: a position determination module 510 , a road division module 520 , an acquisition module 530 and a position adjustment module 540 .

[0143] A location determination module 510 is configured to determine location information of each prescribed category sign, each recommended category sign, and each unprescribed category sign within a preset distance upstream of a reference point of a target highway exit; A road division module 520 is configured to divide the preset distance into a plurality of driving load analysis units at equal intervals; An acquisition module 530 is configured to acquire, for each driving load analysis unit, a basic road driving load caused by road design, a sign driving load caused by individual traffic sign placement, and an additional driving load caused by overlapping effects of adjacent traffic signs being placed too close together, and to acquire a total driving load for the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by individual traffic sign placement, and the additional driving load caused by overlapping effects of adjacent traffic signs being placed too close together. The position adjustment module 540 is configured to determine a target position adjustment distance for each unspecified sign based on the position information of each specified sign, each recommended sign, and each unspecified sign and the total driving load of each driving load analysis unit.

[0144] Optionally, when obtaining the basic road driving load caused by the road design, the obtaining module 530 is specifically configured to: Acquiring multiple indicator data and performing dimensionless processing on each indicator data to obtain standardized indicator data, wherein the indicator data includes: accelerator pedal amplitude, brake pedal amplitude, pupil diameter, pupil diameter variation rate, and EEG cognitive concentration; Calculating the correlation between any two of the standardized indicator data based on the plurality of standardized indicator data; Obtaining a covariance matrix according to the correlation between any two of the standardized indicator data; Obtaining a target component factor related to generating the road basic driving load according to the covariance matrix and the standardized index data; The road basic driving load is obtained according to the target component factor.

[0145] Optionally, when obtaining the target component factor related to generating the basic road driving load based on the covariance matrix and the standardized index data, the acquisition module 530 is specifically configured to: Obtaining, according to the covariance matrix, at least one eigenvalue of the covariance matrix and an eigenvector corresponding to each eigenvalue; Obtaining, according to the at least one eigenvalue, a contribution rate of a component factor corresponding to each eigenvalue; The target component factor is determined according to the contribution rate of the component factor corresponding to each of the eigenvalues.

[0146] Optionally, when acquiring the sign driving load caused by setting a single traffic sign, the acquisition module 530 is specifically configured to: determining a first positional relationship between each of the driving load analysis units and the driving load analysis unit where the flag is set; Determining the total amount of information contained in the sign in the driving load analysis unit where the sign is set; The signature driving load is acquired based on the first positional relationship and the total amount of information.

[0147] Optionally, when acquiring the additional driving load caused by the overlapping of adjacent traffic signs that are placed too close together, the acquiring module 530 is specifically configured to: When the driving load analysis unit is a driving load analysis unit with a flag set, obtaining a driving load analysis unit with a flag adjacent to any flag in the driving load analysis unit as a target driving load analysis unit; determining a second positional relationship between the driving load analysis unit and the target driving load analysis unit; determining a target correspondence relationship from a plurality of correspondence relationships between the additional driving load and the road basic driving load and the sign driving load according to the second positional relationship; The additional driving load is acquired according to the target correspondence, the road basic driving load, and the sign driving load.

[0148] The position adjustment module 540 is specifically configured to determine the target position adjustment distance of each unspecified category sign based on the position information of each specified category sign, each recommended category sign, and each unspecified category sign and the total driving load of each driving load analysis unit: Determine multiple groups of candidate position adjustment distances based on the position information of each specified class mark, each recommended class mark, and each unspecified class mark, as well as the position adjustment amount range constraint of each unspecified class mark and the distance constraint between any two marks, wherein each group of candidate position adjustment distances includes the candidate position adjustment distance of each unspecified class mark; adjusting the distance for each set of candidate positions, and updating the total driving load of each driving load analysis unit; Based on the updated total driving load of each driving load analysis unit and the preset target, a target alternative position adjustment distance is determined from multiple groups of alternative position adjustment distances, wherein the target alternative position adjustment distance includes the target position adjustment distance of each unspecified class mark, wherein the preset target includes: the minimum sum of squared deviations of the multiple driving load analysis units / or the minimum and average driving load is minimized.

[0149] Optionally, when updating the total driving load of each driving load analysis unit, the acquisition module 530 is specifically configured to: Adjust the distance according to the candidate position of each unspecified class mark, and update the position of each unspecified class mark; updating the sign driving load and the additional driving load according to the updated position of each unspecified sign; An updated total driving load of each driving load analysis unit is obtained according to the road basic driving load, the updated sign driving load, and the updated additional driving load.

[0150] Optionally, the position adjustment module 540 is further configured to: determining a target position adjustment distance for each suggested category sign based on the position information of each prescribed category sign, each suggested category sign, and each unprescribed category sign and the total driving load of each driving load analysis unit; The position adjustment module 540 is specifically configured to determine multiple sets of candidate position adjustment distances based on the position information of each specified class flag, each suggested class flag, and each unspecified class flag, as well as the position adjustment range constraint of each unspecified class flag and the distance constraint between any two flags: Based on the position information of each specified category mark, each recommended category mark, and each unspecified category mark, as well as the position adjustment range constraint of each unspecified category mark, the distance constraint between any two marks, and the position adjustment range constraint of each recommended category mark, multiple groups of alternative position adjustment distances are determined, and the multiple groups of alternative position adjustment distances also include the alternative position adjustment distance of each recommended category mark.

[0151] Optionally, when obtaining the total driving load of the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by the setting of individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs being set too close together, the obtaining module 530 is specifically configured to: Obtain the total driving load of the driving load analysis unit based on the basic road driving load caused by road design, the sign driving load caused by the installation of individual traffic signs, the additional driving load caused by the overlapping effects of adjacent traffic signs being installed too close together, and the random variable, where the random variable belongs to a normal distribution; The position adjustment module 540 is specifically configured to determine the target position adjustment distance of each unspecified category sign based on the position information of each specified category sign, each recommended category sign, and each unspecified category sign and the total driving load of each driving load analysis unit: Adjusting the value of the random variable multiple times, and for each adjusted random variable, obtaining an alternative position adjustment distance for each unspecified class sign based on the total driving load and the position information of each specified class sign, each recommended class sign, and each unspecified class sign; The target position adjustment distance of each unspecified class mark is determined according to the alternative position adjustment distance of each unspecified class mark corresponding to the random variable after each adjustment.

[0152] The embodiment of the present application provides a highway exit sign adjustment device that takes into account driving load balancing. Its specific implementation process can be found in the above-mentioned method embodiment. Its implementation principle and technical effects are similar, and this embodiment will not be repeated here.

[0153] Figure 6 This is a schematic diagram of the structure of an electronic device provided in one embodiment of the present application. Figure 6 As shown, the electronic device includes: a processor 610 and a memory 620.

[0154] The memory 620 stores computer-executable instructions.

[0155] The processor 610 executes the computer-executable instructions stored in the memory 620 , so that the processor 610 performs the method described in any of the above embodiments.

[0156] The specific implementation process of the electronic device provided in the embodiment of the present application can be found in the above-mentioned method embodiment. Its implementation principle and technical effects are similar, and will not be repeated here in this embodiment.

[0157] In the above Figure 6 In the illustrated embodiment, it should be understood that the processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the present invention may be directly implemented by a hardware processor or implemented by a combination of hardware and software modules in the processor.

[0158] The memory may include a high-speed RAM memory, and may also include a non-volatile storage NVM, such as at least one disk storage.

[0159] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be classified into address buses, data buses, and control buses. For ease of illustration, the buses in the drawings of this application are not limited to just one bus or just one type of bus.

[0160] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions. When a processor executes the computer-executable instructions, the method shown in the above method embodiment is implemented.

[0161] The computer-readable storage medium mentioned above can be implemented by any type of volatile or non-volatile memory device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The computer-readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0162] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist in a device as discrete components.

[0163] Those skilled in the art will appreciate that all or part of the steps in the above-described method embodiments can be implemented using hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0164] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or make equivalent replacements for some or all of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for adjusting highway exit signs considering driver load balance, characterized in that: include: Determine the location information of each prescribed category sign, each recommended category sign, and each unprescribed category sign set up within a preset distance upstream of the benchmark point of the target expressway exit; Dividing the preset distance into a plurality of driving load analysis units at equal intervals; For each driving load analysis unit, obtain the basic road driving load caused by road design, the sign driving load caused by the setting of individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs being set too close together; acquiring a total driving load of the driving load analysis unit according to the road basic driving load, the sign driving load, and the additional driving load; A target position adjustment distance for each unspecified class sign is determined based on the position information of each specified class sign, each recommended class sign, and each unspecified class sign and the total driving load of each driving load analysis unit.

2. The method according to claim 1, characterized in that The obtaining of the basic road driving load caused by the road design includes: Acquiring multiple indicator data and performing dimensionless processing on each indicator data to obtain standardized indicator data, wherein the indicator data includes: accelerator pedal amplitude, brake pedal amplitude, pupil diameter, pupil diameter variation rate, and EEG cognitive concentration; Calculating the correlation between any two of the standardized indicator data based on the plurality of standardized indicator data; Obtaining a covariance matrix according to the correlation between any two of the standardized indicator data; Obtaining a target component factor related to generating the road basic driving load according to the covariance matrix and the standardized index data; The road basic driving load is obtained according to the target component factor.

3. The method according to claim 2, characterized in that The step of obtaining a target component factor related to generating the basic road driving load based on the covariance matrix and the standardized index data includes: Obtaining, according to the covariance matrix, at least one eigenvalue of the covariance matrix and an eigenvector corresponding to each eigenvalue; Obtaining, according to the at least one eigenvalue, a contribution rate of a component factor corresponding to each eigenvalue; The target component factor is determined according to the contribution rate of the component factor corresponding to each of the eigenvalues.

4. The method according to claim 1, wherein The obtaining of the sign driving load caused by setting of a single traffic sign includes: determining a first positional relationship between each of the driving load analysis units and a driving load analysis unit for setting a traffic sign; Determining the total amount of traffic sign information contained in the driving load analysis unit for setting traffic signs; The signature driving load is acquired based on the first positional relationship and the total amount of information.

5. The method according to claim 1, wherein The method of obtaining the additional driving load caused by the overlapping of adjacent traffic signs that are set too close to each other includes: When the driving load analysis unit is a driving load analysis unit with a flag set, obtaining a driving load analysis unit with a flag adjacent to any flag in the driving load analysis unit as a target driving load analysis unit; determining a second positional relationship between the driving load analysis unit and the target driving load analysis unit; determining a target correspondence relationship from a plurality of correspondence relationships between the additional driving load and the road basic driving load and the sign driving load according to the second positional relationship; The additional driving load is acquired according to the target correspondence, the road basic driving load, and the sign driving load.

6. The method according to claim 1, characterized in that The step of determining the target position adjustment distance of each unspecified sign based on the position information of each specified sign, each recommended sign, and each unspecified sign and the total driving load of each driving load analysis unit includes: Determine multiple groups of candidate position adjustment distances based on the position information of each specified class mark, each recommended class mark, and each unspecified class mark, as well as the position adjustment amount range constraint of each unspecified class mark and the distance constraint between any two marks, wherein each group of candidate position adjustment distances includes the candidate position adjustment distance of each unspecified class mark; adjusting the distance for each set of candidate positions, and updating the total driving load of each driving load analysis unit; Based on the updated total driving load of each driving load analysis unit and the preset target, a target alternative position adjustment distance is determined from multiple groups of alternative position adjustment distances, wherein the target alternative position adjustment distance includes the target position adjustment distance of each unspecified class mark, wherein the preset target includes: the minimum sum of squared deviations of the multiple driving load analysis units / or the minimum and average driving load is minimized.

7. The method according to claim 6, characterized in that The updating of the total driving load of each driving load analysis unit includes: Adjust the distance according to the candidate position of each unspecified class mark, and update the position of each unspecified class mark; updating the sign driving load and the additional driving load according to the updated position of each unspecified sign; An updated total driving load of each driving load analysis unit is obtained according to the road basic driving load, the updated sign driving load, and the updated additional driving load.

8. The method according to claim 6, characterized in that Also includes: determining a target position adjustment distance for each suggested category sign based on the position information of each prescribed category sign, each suggested category sign, and each unprescribed category sign and the total driving load of each driving load analysis unit; Determining multiple groups of candidate position adjustment distances based on the position information of each specified class flag, each recommended class flag, and each unspecified class flag, as well as the position adjustment amount range constraint of each unspecified class flag and the distance constraint between any two flags, includes: Based on the position information of each specified category mark, each recommended category mark, and each unspecified category mark, as well as the position adjustment range constraint of each unspecified category mark, the distance constraint between any two marks, and the position adjustment range constraint of each recommended category mark, multiple groups of alternative position adjustment distances are determined, and the multiple groups of alternative position adjustment distances also include the alternative position adjustment distance of each recommended category mark.

9. The method according to any one of claims 1 to 8, characterized in that The obtaining, according to the road basic driving load, the sign driving load, and the additional driving load, of the total driving load of the driving load analysis unit includes: Obtaining a total driving load of the driving load analysis unit according to the road basic driving load, the sign driving load, the additional driving load, and a random variable, wherein the random variable belongs to a normal distribution; The step of determining the target position adjustment distance of each unspecified sign based on the position information of each specified sign, each recommended sign, and each unspecified sign and the total driving load of each driving load analysis unit includes: Adjusting the value of the random variable multiple times, and for each adjusted random variable, obtaining an alternative position adjustment distance for each unspecified category sign based on the total driving load and the position information of each specified category sign, each recommended category sign, and each unspecified category sign; The target position adjustment distance of each unspecified class mark is determined according to the alternative position adjustment distance of each unspecified class mark corresponding to the random variable after each adjustment.

10. A highway exit sign adjustment device considering driver load balancing, characterized in that: include: A location determination module is used to determine the location information of each prescribed category sign, each recommended category sign, and each unprescribed category sign set within a preset distance upstream of a benchmark point of a target highway exit; a road division module, configured to divide the preset distance into a plurality of driving load analysis units at equal intervals; an acquisition module configured to acquire, for each driving load analysis unit, a basic road driving load caused by road design, a sign driving load caused by individual traffic sign settings, and an additional driving load caused by overlapping effects of adjacent traffic signs being set too close together, and to acquire a total driving load for the driving load analysis unit based on the basic road driving load, the sign driving load, and the additional driving load; The position adjustment module is used to determine the target position adjustment distance of each unspecified category sign based on the position information of each specified category sign, each recommended category sign, and each unspecified category sign and the total driving load of each driving load analysis unit.

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