Lane sign change control method and system based on edge calculation

Abstract

The invention discloses a lane sign change control method and system based on edge calculation, and relates to the technical field of sign control, an initial road sign of a lane sign is generated according to the traffic condition of a road in a historical period of time, and left turning traffic data and straight traffic data of the current road are obtained through camera equipment; after left-turn traffic data and straight traffic data are analyzed through an edge computing device, whether a road sign needs to be dynamically changed or not is judged in combination with road sign information currently displayed by a lane sign, and when it is analyzed that the lane sign needs to be changed into a left-turn road sign and a straight road sign at the same time, the lane sign is changed into a left-turn road sign and a straight road sign. And substituting the left-turn traffic data and the straight traffic data into the comparison model for analysis, and generating a corresponding control strategy according to an analysis result. The control system combines historical traffic data to generate an initial road sign, dynamically adjusts a lane sign according to real-time traffic conditions, ensures that road sign information can reflect the traffic flow of a current road in real time, and optimizes the utilization of road resources.

Description

Technical Field

[0001] The present invention relates to the technical field of sign control, and particularly to a lane sign change control method and system based on edge computing. Background Art

[0002] With the increasing urban traffic pressure, traditional traffic signs (such as fixed road signs, traffic lights, etc.) can no longer fully meet the increasingly complex traffic management needs. Especially during peak hours, under adverse weather conditions or in special situations, traffic flow changes drastically, resulting in over-occupation of the traffic capacity of some roads and lanes, while other lanes are not fully utilized. To address this challenge, lane signs, as dynamic traffic management tools, have emerged and can flexibly adjust traffic flow directions according to real-time traffic conditions.

[0003] The existing technologies have the following deficiencies: Currently, many traffic management systems still use lane signs with fixed settings (for example: left turn, straight ahead, etc.). The changes of these signs often rely on predefined traffic rules or manual intervention and cannot be dynamically adjusted according to the changes in real-time traffic flow and road conditions. During peak hours or when traffic flow changes drastically, traditional static lane signs are prone to cause unbalanced use of lane resources. For example, some lanes may be overly congested while the utilization rate of other lanes is low, resulting in waste of road resources and reduction of traffic efficiency. Summary of the Invention

[0004] The purpose of the present invention is to provide a lane sign change control method and system based on edge computing, generate an initial road sign by combining historical traffic data, and dynamically adjust the lane sign according to real-time traffic conditions (such as left turn and straight traffic flow), ensuring that the road sign information can reflect the current traffic flow of the road in real time and optimizing the utilization of road resources.

[0005] To achieve the above purpose, the present invention provides the following technical solution: A lane sign change control method based on edge computing, the control method includes the following steps: The control system obtains the lane sign information on the road to be controlled through the API interface of the traffic management platform, and generates an initial road sign for the lane sign based on the traffic conditions of the road over a period of time. During the real-time use of the lane sign, the control system obtains the left turn traffic data and straight traffic data of the current road through the camera device. After analyzing the left turn traffic data and straight traffic data through the edge computing device, it determines whether to dynamically change the road sign in combination with the road sign information currently displayed on the lane sign. When analyzing that the lane signs need to be changed to left-turn road signs and straight-ahead road signs simultaneously, after substituting the left-turn traffic data and the straight-ahead traffic data into the comparison model for analysis, corresponding control strategies are generated based on the analysis results.

[0006] In a preferred embodiment, the control system obtains the left-turn traffic data of the current road through a camera device. The left-turn traffic data includes the average value of the queuing quantity of left-turn vehicles in the current road, the average value of the leaving speed of left-turn vehicles, the vehicle density of the left-turn entering road, the average value of the driving speed of left-turn entering road vehicles, and the left-turn influence factor.

[0007] In a preferred embodiment, the control system obtains the straight-ahead traffic data of the current road through a camera device. The straight-ahead traffic data includes the average value of the queuing quantity of straight-ahead vehicles in the current road, the average value of the leaving speed of straight-ahead vehicles, the vehicle density of the straight-ahead entering road, the average value of the driving speed of straight-ahead entering road vehicles, and the straight-ahead influence factor.

[0008] In a preferred embodiment, after analyzing the left-turn traffic data through an edge computing device, it is judged whether the road signs need to be dynamically changed in combination with the road sign information currently displayed on the lane signs, including the following steps: After the edge computing device obtains the average value of the queuing quantity of left-turn vehicles, the average value of the leaving speed of left-turn vehicles, the vehicle density of the left-turn entering road, the average value of the driving speed of left-turn entering road vehicles, and the left-turn influence factor, the left-turn priority coefficient is comprehensively calculated, and the expression is: , where is the left-turn priority coefficient, is the left-turn influence factor, is the average value of the queuing quantity of left-turn vehicles, is the average value of the leaving speed of left-turn vehicles, is the vehicle density of the left-turn entering road, is the average value of the driving speed of left-turn entering road vehicles, , are adjustment coefficients, and , are both greater than 0; Compare the obtained left-turn priority coefficient with the preset left-turn priority threshold. The left-turn priority threshold is used to judge whether it is necessary to change the lane sign to a left-turn road sign. If the left-turn priority coefficient is less than the left-turn priority threshold, it is judged that there is no need to change the lane sign to a left-turn road sign. If the left-turn priority coefficient is greater than or equal to the left-turn priority threshold, it is judged that it is necessary to change the lane sign to a left-turn road sign; If the road sign currently displayed on the lane indicator is a left-turn road sign and it is determined that the lane indicator needs to be changed to a left-turn road sign, there is no need to change the displayed road sign on the lane indicator. If the road sign currently displayed on the lane indicator is a straight-ahead road sign and it is determined that the lane indicator needs to be changed to a left-turn road sign, the lane indicator needs to be changed to a left-turn road sign.

[0009] In a preferred embodiment, after analyzing the straight-ahead traffic data by the edge computing device, it is determined whether to dynamically change the road sign in combination with the road sign information currently displayed on the lane indicator, including the following steps: After the edge computing device obtains the average value of the queuing quantity of straight-ahead vehicles, the average value of the leaving speed of straight-ahead vehicles, the vehicle density of the straight-ahead incoming road, the average value of the driving speed of the straight-ahead incoming road, and the straight-ahead influence factor, it comprehensively calculates to obtain the straight-ahead priority coefficient, and the expression is: , where is the straight-ahead priority coefficient, is the straight-ahead influence factor, is the average value of the queuing quantity of straight-ahead vehicles, is the average value of the leaving speed of straight-ahead vehicles, is the vehicle density of the straight-ahead incoming road, is the average value of the driving speed of the straight-ahead incoming road, , are adjustment coefficients, and , are both greater than 0; Compare the obtained straight-ahead priority coefficient with the preset straight-ahead priority threshold. The straight-ahead priority threshold is used to determine whether to change the lane indicator to a straight-ahead road sign. If the straight-ahead priority coefficient is less than the straight-ahead priority threshold, it is determined that there is no need to change the lane indicator to a straight-ahead road sign. If the straight-ahead priority coefficient is greater than or equal to the straight-ahead priority threshold, it is determined that the lane indicator needs to be changed to a straight-ahead road sign; If the road sign currently displayed on the lane indicator is a straight-ahead road sign and it is determined that the lane indicator needs to be changed to a straight-ahead road sign, there is no need to change the displayed road sign on the lane indicator. If the road sign currently displayed on the lane indicator is a left-turn road sign and it is determined that the lane indicator needs to be changed to a straight-ahead road sign, the lane indicator needs to be changed to a straight-ahead road sign.

[0010] In a preferred embodiment, when it is analyzed that the lane indicator needs to be changed to a left-turn road sign and a straight-ahead road sign at the same time, the left-turn traffic data and the straight-ahead traffic data are substituted into the comparison model for analysis, and then the corresponding control strategy is generated according to the analysis result, including the following steps: When the left - turn priority coefficient is greater than or equal to the left - turn priority threshold and the straight - ahead priority coefficient is greater than or equal to the straight - ahead priority threshold, it is analyzed that the lane sign needs to be changed to a left - turn road sign and a straight - ahead road sign at the same time. Substitute the left - turn priority coefficient and the straight - ahead priority coefficient into the comparison model, and the comparison model outputs a signal according to the comparison result of the left - turn priority coefficient and the straight - ahead priority coefficient. ; If , it indicates that the left - turn priority coefficient is less than the straight - ahead priority coefficient. The control strategy is: control the lane sign to display the straight - ahead road sign. If , it indicates that the left - turn priority coefficient is greater than the straight - ahead priority coefficient. The control strategy is: control the lane sign to display the left - turn road sign. If 0, it indicates that the left - turn priority coefficient is equal to the straight - ahead priority coefficient, then keep the lane sign displaying the current road sign.

[0011] In a preferred embodiment, the model expression of the comparison model is: , where is the output signal value, is the left - turn priority coefficient, is the straight - ahead priority coefficient.

[0012] In a preferred embodiment, generating the initial road sign of the lane sign according to the traffic conditions on the road over a period of time includes the following steps: Obtain the left - turn priority coefficient and the straight - ahead priority coefficient obtained at multiple time points in the road history. After calculating the left - turn priority coefficient mean and the left - turn priority coefficient standard deviation based on the left - turn priority coefficients at multiple time points, calculate the left - turn amplitude. The expression is: , where is the left - turn amplitude, is the left - turn priority coefficient mean, is the left - turn priority coefficient standard deviation; Obtain the straight - ahead priority coefficient and the straight - ahead priority coefficient obtained at multiple time points in the road history. After calculating the straight - ahead priority coefficient mean and the straight - ahead priority coefficient standard deviation based on the straight - ahead priority coefficients at multiple time points, calculate the straight - ahead amplitude. The expression is: , where is the straight - ahead amplitude, is the straight - ahead priority coefficient mean, is the straight - ahead priority coefficient standard deviation; Compare the obtained left - turn amplitude and straight - ahead amplitude. If , the initial road sign of the lane sign is the straight - ahead road sign. If , the initial road sign of the lane sign is a left-turn road sign.

[0013] In a preferred embodiment, the control system obtains the lane sign information on the road to be controlled through the API interface of the traffic management platform, including the following steps: The control system establishes a connection with the traffic management platform, calls the API of the traffic management platform, and sends a request to obtain the relevant information of the road lane sign. The relevant information includes: the current status of the lane sign and the historical status data of the lane sign.

[0014] The lane sign change control system based on edge computing includes an initialization module, a road sign change judgment module, and a comparison control module; Initialization module: Obtains the lane sign information on the road to be controlled through the API interface of the traffic management platform, and generates the initial road sign of the lane sign according to the traffic conditions on the road over a period of history. Road sign change judgment module: During the real-time use of the lane sign, obtains the left-turn traffic data and straight-ahead traffic data of the current road through a camera device. After analyzing the left-turn traffic data and straight-ahead traffic data through an edge computing device, combines the road sign information currently displayed on the lane sign to judge whether the road sign needs to be dynamically changed. Comparison control module: When analyzing that the lane sign needs to be changed to a left-turn road sign and a straight-ahead road sign at the same time, substitutes the left-turn traffic data and straight-ahead traffic data into the comparison model for analysis, and generates corresponding control strategies according to the analysis results.

[0015] In the above technical solution, the technical effects and advantages provided by the present invention are: The present invention generates the initial road sign of the lane sign according to the traffic conditions on the road over a period of history. During the real-time use of the lane sign, obtains the left-turn traffic data and straight-ahead traffic data of the current road through a camera device. After analyzing the left-turn traffic data and straight-ahead traffic data through an edge computing device, combines the road sign information currently displayed on the lane sign to judge whether the road sign needs to be dynamically changed. When analyzing that the lane sign needs to be changed to a left-turn road sign and a straight-ahead road sign at the same time, substitutes the left-turn traffic data and straight-ahead traffic data into the comparison model for analysis, and generates corresponding control strategies according to the analysis results. This control system generates the initial road sign in combination with historical traffic data, and dynamically adjusts the lane sign according to the real-time traffic conditions (such as left-turn and straight-ahead traffic flows), ensuring that the road sign information can reflect the current traffic flow on the road in real time and optimizing the utilization of road resources. Description of the Drawings

[0016] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the accompanying drawings required in the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments described in the present invention. For those of ordinary skill in the art, other accompanying drawings can also be obtained based on these drawings.

[0017] Figure 1 It is a flowchart of the method of the present invention. Specific embodiments

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0019] Embodiment 1: Please refer to Figure 1 As shown, the lane sign change control method based on edge computing in this embodiment includes the following steps: The control system obtains the lane sign information on the road to be controlled through the API interface of the traffic management platform, and generates the initial road signs of the lane signs (the initial road signs are straight road signs or left-turn road signs) according to the traffic conditions on the road over a period of time. During the real-time use of the lane signs, the control system obtains the left-turn traffic data and straight traffic data of the current road through the camera device. After analyzing the left-turn traffic data and straight traffic data through the edge computing device, it combines the road sign information currently displayed on the lane signs to determine whether the road signs need to be dynamically changed. When it is analyzed that the lane signs need to be changed to left-turn road signs and straight road signs at the same time, the left-turn traffic data and straight traffic data are substituted into the comparison model for analysis, and the corresponding control strategy is generated according to the analysis results.

[0020] This application generates the initial road signs of the lane indicator based on the traffic conditions of the road over a period of time. During the real-time use of the lane indicator, the left-turn traffic data and straight-ahead traffic data of the current road are obtained through a camera device. After analyzing the left-turn traffic data and straight-ahead traffic data by an edge computing device, it is determined whether the road signs need to be dynamically changed in combination with the road sign information currently displayed on the lane indicator. When it is analyzed that the lane indicator needs to be changed to a left-turn road sign and a straight-ahead road sign simultaneously, the left-turn traffic data and straight-ahead traffic data are substituted into a comparison model for analysis, and a corresponding control strategy is generated based on the analysis results. This control system combines historical traffic data to generate initial road signs and dynamically adjusts the lane indicator according to real-time traffic conditions (such as left-turn and straight-ahead traffic flows), ensuring that the road sign information can reflect the current road traffic flow in real time and optimizing the utilization of road resources.

[0021] Embodiment 2: The control system obtains the information of the lane indicators on the road to be controlled through the API interface of the traffic management platform, including the following steps: The control system establishes a connection with the traffic management platform to ensure that the system can access the interface of the platform. Usually, this involves using an API key or an OAuth authentication mechanism for authentication.

[0022] Ensure that the control system can communicate with the traffic management platform safely and effectively, preventing unauthorized access.

[0023] The control system sends a request to obtain the relevant information of the lane indicators on a specific road by calling the API of the traffic management platform. This information may include: The current status of the current lane indicator (e.g., left turn, straight ahead, etc.).

[0024] The historical status data of the lane indicator (such as the traffic pattern in the past period).

[0025] Obtain the current status information of the lane indicators that need to be controlled or adjusted, providing basic data for subsequent decision-making.

[0026] Suppose the control system needs to access the traffic management platform of a certain city to obtain real-time traffic data and lane indicator information. To establish secure communication, the control system first conducts authentication. Example: The control system uses an API key or an OAuth authentication mechanism for authentication. For example, the control system sends a request to the authentication server of the traffic management platform, attaching an API key (such as abc123xyz) or using the OAuth2.0 standard for user authorization. After successful authentication, the system obtains an access token, ensuring that all subsequent requests can legally access the resources of the traffic management platform. The relevant code is as follows: API request: POST - https: / / traffic-management-platform.com / oauth / token Body: { "client_id": "control_system_123", "client_secret": "super_secret_key", "grant_type": "client_credentials" } Response: { "access_token": "eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9...", "token_type": "Bearer", "expires_in": 3600 } Through the above steps, the control system obtains an access token (access_token), and then it can use this token to request data from the traffic management platform.

[0027] The control system requests the status of the lane signs on a specific road through an API. Suppose the control system wants to obtain information about the lane signs on the "City Center Highway" (e.g., the left - turn, straight - ahead, or lane - closed status of a certain section of the road). Example: The control system calls the API interface to request the status of the lane signs on this road. This information includes: The current status of the lane signs (e.g., whether a certain lane indicates a left - turn or straight - ahead).

[0028] The historical status data of the lane signs, such as the traffic flow change trend of the lane in the past 24 hours. The relevant code is as follows: API Request: GET - https: / / traffic-management-platform.com / api / v1 / lane-signals?road_id=city-center-highway Authorization: Bearer eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9... Response: {"road_id":"city-center-highway","lane_signals": [{"lane_id":1,"signal":"left_turn","status":"active","last_updated":"2025-01-04T10:15:00Z"}, {"lane_id":2,"signal":"straight","status":"active","last_updated":"2025-01-04T10:15:00Z"}, {"lane_id":3,"signal":"closed","status":"inactive","last_updated":"2025-01-04T10:15:00Z"}]} In the code, lane_id represents different lanes. signal represents the type of road sign for the current lane (e.g., left_turn for left turn, straight for straight, closed for closed). status represents the current status of the lane sign, which can be active (enabled) or inactive (disabled). last_updated represents the timestamp of the last update of the lane sign status.

[0029] Through the above steps, the control system successfully obtained the required lane sign information by calling the API of the traffic management platform. This information includes the current status of the lane signs (such as left turn, straight, etc.), historical traffic flow data, and the historical change history of the lane sign status. These data provide an important basis for subsequent traffic flow optimization and road sign adjustment, enabling the system to make more accurate and efficient decisions based on real-time and historical data.

[0030] Generating the initial road signs for the lane signs (the initial road signs are straight road signs or left turn road signs) based on the traffic conditions of the road over a period of history includes the following steps: Obtaining the left turn priority coefficient and the straight priority coefficient obtained at multiple time points in the road history. After calculating the mean value of the left turn priority coefficient and the standard deviation of the left turn priority coefficient based on the left turn priority coefficients at multiple time points, calculating the left turn amplitude, and the expression is: , where is the left turn amplitude, is the mean value of the left turn priority coefficient, is the standard deviation of the left turn priority coefficient.

[0031] Obtain the straight-ahead priority coefficients and straight-ahead priority coefficients obtained at multiple time points in the road history. After calculating the mean value of the straight-ahead priority coefficients and the standard deviation of the straight-ahead priority coefficients based on the straight-ahead priority coefficients at multiple time points, calculate the straight-ahead amplitude value. The expression is as follows: , where in the formula, is the straight-ahead amplitude value, is the mean value of the straight-ahead priority coefficients, is the standard deviation of the straight-ahead priority coefficients.

[0032] Compare the obtained left-turn amplitude value with the straight-ahead amplitude value. If , the initial road sign of the lane indicator is a straight-ahead road sign. If , the initial road sign of the lane indicator is a left-turn road sign.

[0033] During the real-time use of the lane indicator, the control system obtains the left-turn traffic data and straight-ahead traffic data of the current road through a camera device, including the following steps: The control system obtains the left-turn traffic data of the current road through a camera device. The left-turn traffic data includes the mean value of the left-turn vehicle queue length, the mean value of the left-turn departure speed, the vehicle density of the left-turn entering road, the mean value of the left-turn entering road driving speed, and the left-turn influence factor in the current road; The control system obtains the straight-ahead traffic data of the current road through a camera device. The straight-ahead traffic data includes the mean value of the straight-ahead vehicle queue length, the mean value of the straight-ahead departure speed, the vehicle density of the straight-ahead entering road, the mean value of the straight-ahead entering road driving speed, and the straight-ahead influence factor in the current road.

[0034] In this application: For the left-turn lane: The calculation logic of the mean value of the left-turn vehicle queue length is as follows: During the red light time of the left-turn lane, obtain the number of vehicles on each left-turn lane, sum up the number of vehicles on all left-turn lanes to obtain the total number of left-turn vehicles, and divide the total number of left-turn vehicles by the number of left-turn lanes to obtain the mean value of the left-turn vehicle queue length; The mean value of the left-turn vehicle queue length mainly reflects the traffic congestion degree, that is, the vehicle queue situation on each left-turn lane during the red light time. The larger this mean value is, the more serious the vehicle queue phenomenon on the left-turn lane is, there may be a traffic bottleneck, the vehicle queue is long, and the waiting time is long.

[0035] When the average number of queuing left-turning vehicles is relatively high, it means that vehicles are stagnating on the lane for a long time, and the queuing phenomenon on the lane is relatively serious. This may be due to unreasonable signal settings, insufficient lane capacity, or peak traffic demand periods. This usually indicates that signal timing needs to be improved, lanes need to be expanded, or other traffic flow optimization measures need to be taken. On the contrary, a lower average queuing number indicates that the traffic flow on the left-turn lane is relatively smooth, the waiting time of vehicles is shorter, and the utilization efficiency of the lane is higher.

[0036] The calculation logic of the average left-turn departure speed is as follows: within the green light time of the left-turn lane, obtain the number of all vehicles leaving the left-turn lane, and obtain the speed of each vehicle leaving the left-turn lane. Sum up the speeds of all vehicles leaving the left-turn lane to obtain the total departure speed value. Divide the total departure speed value by the number of all vehicles leaving the left-turn lane to obtain the average left-turn departure speed; The average left-turn departure speed reflects the traffic efficiency of the lane, that is, the average speed at which vehicles leave the left-turn lane during the green light period. The higher this average value, the higher the traffic efficiency of vehicles on the left-turn lane and the better the smoothness of the lane.

[0037] If the average left-turn departure speed is relatively high, it usually indicates that the traffic mobility on the left-turn lane is relatively strong, vehicles can quickly pass through the left-turn lane, and the traffic efficiency during the green light cycle is good. Usually, this also indicates that the lane capacity of this section of the road is sufficient, the signal cycle is reasonable, and the traffic flow matches the lane appropriately. If the average left-turn departure speed is relatively low, it indicates that vehicles pass through the left-turn lane slowly during the green light period. This may be because there is a traffic bottleneck on the left-turn lane, the green light cycle is insufficient, or the traffic flow is too large, resulting in vehicles being unable to effectively leave the lane. This usually means that the traffic capacity of this lane needs to be improved, and it may be necessary to add left-turn lanes, extend the green light time, or optimize the signal control strategy.

[0038] The calculation logic of the vehicle density of left-turning vehicles entering the road is as follows: at the time point when the left-turn traffic light changes from red to green, obtain the number of vehicles within the monitoring length of the left-turning road through a camera device, and divide the number of vehicles by the monitoring length of the left-turning road to obtain the vehicle density of left-turning vehicles entering the road; The vehicle density of left-turning vehicles entering the road reflects the distribution of vehicles entering the subsequent left-turning road within a specific monitoring length. A higher vehicle density means that vehicles are relatively concentrated on this section of the road, with poor mobility, which may lead to traffic congestion. A lower vehicle density indicates that this section of the road is relatively unobstructed, with a larger vehicle spacing and better mobility.

[0039] When the vehicle density of left-turning vehicles entering the road is relatively high, it means that the vehicles entering this road are relatively dense, which may lead to traffic jams and a decrease in driving speed. Especially when the density is too high, there may be traffic flow stagnation, an increase in vehicle queues, and an impact on the traffic efficiency of the entire road.

[0040] A high vehicle density may cause vehicles in the left-turn lane to be unable to enter the subsequent road quickly, increasing the queue length and waiting time in the left-turn lane. If there is already congestion on the subsequent road, the vehicles in the left-turn lane may also be hindered, resulting in a decrease in the lane capacity.

[0041] If the vehicle density is low, it indicates that the intervals between vehicles turning left into the road are large, the traffic flow is relatively balanced, and the lane passing efficiency is high. A low vehicle density usually means that vehicles can pass through the left-turn into the road relatively quickly, thus reducing the queue time of vehicles in the left-turn lane. The larger vehicle spacing is conducive to the vehicles in the left-turn lane driving out quickly and keeping the lane unobstructed.

[0042] The calculation logic of the average driving speed of vehicles turning left into the road is as follows: within the green light time of the left-turn lane, obtain the number of all vehicles turning left into the road, and obtain the average driving speed of each vehicle in the monitoring length of the left-turn into the road. Sum up the average driving speeds of all vehicles in the monitoring length of the left-turn into the road to obtain the total sum of the average driving speeds, and divide the total sum of the average driving speeds by the number of all vehicles turning left into the road to obtain the average driving speed of vehicles turning left into the road; The average driving speed of vehicles turning left into the road reflects the average driving speed of vehicles passing through the left-turn into the road when the green light is on. A higher average driving speed means better road mobility and unobstructed traffic; while a lower average driving speed means that there may be bottlenecks on this section of the road, resulting in blocked traffic flow.

[0043] If the average driving speed of vehicles turning left into the road is high, it indicates that vehicles can pass through this section of the road at a high speed, the traffic flow is smooth, and the traffic pressure on this section is small. A high average driving speed usually indicates that vehicles entering the left-turn into the road can quickly enter this section of the road, reducing the queue time in the left-turn lane. The vehicles in the left-turn lane can pass quickly, reducing the left-turn waiting time, thereby improving the passing efficiency of the entire left-turn lane.

[0044] If the average driving speed is low, it means that the driving speed of vehicles is slow, which may be due to reasons such as overly dense traffic flow on the road, unreasonable traffic signals, or other road bottlenecks. A low average driving speed may indicate congestion or excessive traffic flow on the left-turn into the road, resulting in slow passage of vehicles entering the road and increasing the queue time in the left-turn lane. If the driving speed of the subsequent road is too low, the vehicles in the left-turn lane may not be able to enter quickly, causing delays in the left-turn lane, and further affecting the passing capacity of the left-turn lane and the overall traffic fluency.

[0045] The calculation logic of the left-turn influence factor is as follows: Obtain the traffic accident frequency and the frequency of road obstacles on the left-turn road. After normalizing the traffic accident frequency and the frequency of road obstacles, sum the traffic accident frequency and the frequency of road obstacles to obtain the left-turn influence factor; When the left-turn influence factor is high, it indicates that there is a high traffic accident frequency or a high frequency of obstacles on this road. Generally, it shows that the traffic condition of this section is poor, the safety risk is high, and the smoothness is poor. It may lead to difficulties in vehicle passage on the left-turn lane, frequent accidents, and aggravated traffic congestion.

[0046] For the straight lane: The calculation logic of the average value of the queuing quantity of straight-going vehicles is as follows: During the red-light time of the straight lane, obtain the number of vehicles on each straight lane, sum the number of vehicles on all straight lanes to obtain the total number of straight-going vehicles, and divide the total number of straight-going vehicles by the number of straight lanes to obtain the average value of the queuing quantity of straight-going vehicles; The average value of the queuing quantity of straight-going vehicles mainly reflects the degree of traffic congestion, that is, the queuing situation of vehicles on each straight lane during the red-light time. The larger this average value is, the more serious the queuing phenomenon of vehicles on the straight lane is, there may be a traffic bottleneck, long vehicle queues, and long waiting times.

[0047] When the average value of the queuing quantity of straight-going vehicles is high, it means that vehicles are stagnant on the lane for a long time, and the queuing phenomenon on the lane is relatively serious. It may be due to unreasonable signal settings, insufficient lane capacity, or peak traffic demand periods. This usually indicates that signal timing needs to be improved, lanes need to be expanded, or other traffic flow optimization measures need to be taken. On the contrary, a lower average value of the queuing quantity indicates that the traffic flow on the left-turn lane is relatively smooth, the waiting time of vehicles is shorter, and the utilization efficiency of the lane is higher.

[0048] The calculation logic of the average value of the straight-going departure speed is as follows: During the green-light time of the straight lane, obtain the number of all vehicles departing from the straight lane, and obtain the speed of each vehicle departing from the straight lane. Sum the speeds of all vehicles departing from the straight lane to obtain the total departure speed value, and divide the total departure speed value by the number of all vehicles departing from the straight lane to obtain the average value of the straight-going departure speed; The average value of the straight-going departure speed reflects the traffic efficiency of the lane, that is, the average speed of vehicles departing from the left-turn lane during the green-light period. The higher this average value is, the higher the traffic efficiency of vehicles on the left-turn lane is, and the better the smoothness of the lane is.

[0049] If the average value of the straight-ahead departure speed is relatively high, it usually indicates that the traffic flow on the left-turn lane is relatively strong, vehicles can pass through the left-turn lane quickly, and the passing efficiency during the green-light cycle is good. Generally, this also means that the lane capacity of this section of the road is sufficient, the signal cycle is reasonable, and the traffic flow matches the lanes appropriately. If the average value of the straight-ahead departure speed is relatively low, it indicates that the vehicles pass through the left-turn lane slowly during the green-light period, which may be due to traffic bottlenecks in the left-turn lane, insufficient green-light cycles, or excessive traffic flow, resulting in vehicles being unable to leave the lane effectively. This usually means that the passing capacity of this lane needs to be improved, and it may be necessary to add left-turn lanes, extend the green-light time, or optimize the signal control strategy.

[0050] The calculation logic of the vehicle density of vehicles entering the straight-ahead road is as follows: at the time point when the straight-ahead traffic light changes from red to green, the number of vehicles within the monitoring length of the straight-ahead road is obtained through a camera device, and the vehicle density of the straight-ahead road is obtained by dividing the number of vehicles by the monitoring length of the straight-ahead road. The vehicle density of vehicles entering the straight-ahead road reflects the distribution of vehicles entering the subsequent straight-ahead road within a specific monitoring length. A higher vehicle density means that vehicles are relatively concentrated on this section of the road, with poor mobility, which may lead to traffic congestion. A lower vehicle density indicates that this section of the road is relatively unobstructed, with a larger vehicle spacing and better mobility.

[0051] When the vehicle density of vehicles entering the straight-ahead road is relatively high, it means that the vehicles entering this road are relatively dense, which may lead to traffic jams and a decrease in driving speed. Especially when the density is too high, there may be traffic flow stagnation, an increase in vehicle queues, and an impact on the passing efficiency of the entire road.

[0052] A high vehicle density may cause the vehicles on the straight-ahead lane to be unable to enter the subsequent road quickly, increasing the number of queues and waiting time on the straight-ahead lane. If there is already congestion on the subsequent road, the vehicles on the straight-ahead lane may also be hindered, resulting in a decrease in the passing capacity of the lane.

[0053] If the vehicle density is relatively low, it means that the vehicle spacing of vehicles entering the straight-ahead road is relatively large, the traffic flow is relatively balanced, and the passing efficiency of the lane is relatively high. A low vehicle density usually means that vehicles can pass through the straight-ahead road relatively quickly, thereby reducing the vehicle queuing time on the straight-ahead lane. A larger vehicle spacing is conducive to the vehicles on the straight-ahead lane to drive out quickly and keep the lane unobstructed.

[0054] The calculation logic for the average driving speed of vehicles directly entering the road is as follows: During the green light time of the straight lane, obtain the number of all vehicles entering the road directly, and obtain the average driving speed of each vehicle in the monitoring length of the road directly entered. Sum up the average driving speeds of all vehicles in the monitoring length of the road directly entered to obtain the total sum of the average driving speeds, and divide the total sum of the average driving speeds by the number of all vehicles entering the road directly to obtain the average driving speed of the road directly entered; The average driving speed of the road directly entered reflects the average driving speed of vehicles passing through the road directly entered during the green light. A higher average driving speed means better traffic flow and smooth traffic on this road; while a lower average driving speed means there may be bottlenecks on this section of the road, resulting in blocked traffic flow.

[0055] If the average driving speed of the road directly entered is high, it indicates that vehicles can pass through this section of the road at a higher speed, the traffic flow is smooth, and the traffic pressure on this section is small. A high average driving speed usually means that vehicles entering the road directly entered can quickly drive into this section of the road, reducing the queuing time on the straight lane. Vehicles on the straight lane can pass quickly, reducing the straight waiting time, thereby improving the traffic efficiency of the entire left-turn lane.

[0056] If the average driving speed is low, it means that the driving speed of vehicles is slow, which may be due to overly dense traffic flow on the road, unreasonable traffic signals, or other road bottlenecks. A low average driving speed may indicate congestion or excessive traffic flow on the road directly entered, resulting in slow passage of vehicles entering the road and increasing the queuing time on the straight lane. If the driving speed of the subsequent road is too low, vehicles on the straight lane may not be able to enter quickly, causing delays in the left-turn lane, and further affecting the traffic capacity of the straight lane and the overall traffic smoothness.

[0057] The calculation logic for the straight-ahead influence factor is as follows: Obtain the frequency of traffic accidents and the frequency of road obstacles on the straight road. After normalizing the frequency of traffic accidents and the frequency of road obstacles, sum up the frequency of traffic accidents and the frequency of road obstacles to obtain the straight-ahead influence factor; When the straight-ahead influence factor is high, it indicates a high frequency of traffic accidents or road obstacles on this road. Generally, it means that the traffic conditions on this section are poor, the safety risk is high, and the smoothness is poor. It may lead to difficulties in vehicle passage on the straight lane, frequent accidents, and increased traffic congestion.

[0058] After analyzing the left-turn traffic data and the straight-ahead traffic data through an edge computing device, combined with the road sign information currently displayed on the lane indicator, determine whether to dynamically change the road signs, including the following steps: After the edge computing device obtains the average value of the queuing quantity of left-turning vehicles, the average value of the leaving speed of left-turning vehicles, the vehicle density of the left-turning incoming road, the average value of the driving speed of the left-turning incoming road, and the left-turning influence factor, the left-turning priority coefficient is obtained through comprehensive calculation. The expression is as follows: , where is the left-turning priority coefficient, is the left-turning influence factor, is the average value of the queuing quantity of left-turning vehicles, is the average value of the leaving speed of left-turning vehicles, is the vehicle density of the left-turning incoming road, is the average value of the driving speed of the left-turning incoming road, and are adjustment coefficients, and and are both greater than 0.

[0059] The larger the left-turning priority coefficient, the more severe the overall driving problems (such as congestion) of left-turning vehicles on the current road. The left-turning priority coefficient is compared with the preset left-turning priority threshold. The left-turning priority threshold is used to determine whether to change the lane indicator to a left-turn road sign. If the left-turning priority coefficient is less than the left-turning priority threshold, it is determined that there is no need to change the lane indicator to a left-turn road sign. If the left-turning priority coefficient is greater than or equal to the left-turning priority threshold, it is determined that the lane indicator needs to be changed to a left-turn road sign; If the current road sign shown on the lane indicator is a left-turn road sign and it is determined that the lane indicator needs to be changed to a left-turn road sign, there is no need to change the displayed road sign of the lane indicator. If the current road sign shown on the lane indicator is a straight-ahead road sign and it is determined that the lane indicator needs to be changed to a left-turn road sign, the lane indicator needs to be changed to a left-turn road sign.

[0060] After the edge computing device obtains the average value of the queuing quantity of straight-ahead vehicles, the average value of the leaving speed of straight-ahead vehicles, the vehicle density of the straight-ahead incoming road, the average value of the driving speed of the straight-ahead incoming road, and the straight-ahead influence factor, the straight-ahead priority coefficient is obtained through comprehensive calculation. The expression is as follows: , where is the straight-ahead priority coefficient, is the straight-ahead influence factor, is the average value of the queuing quantity of straight-ahead vehicles, is the average value of the leaving speed of straight-ahead vehicles, is the vehicle density of the straight-ahead incoming road, is the average value of the driving speed of the straight-ahead incoming road, and are adjustment coefficients, and and are both greater than 0; The larger the straight - ahead priority coefficient is, it indicates that the overall driving problems (such as congestion) of straight - ahead vehicles on the current road are more severe. The straight - ahead priority coefficient is compared with a preset straight - ahead priority threshold. The straight - ahead priority threshold is used to determine whether to change the lane indicator sign to a straight - ahead road sign. If the straight - ahead priority coefficient is less than the straight - ahead priority threshold, it is determined that there is no need to change the lane indicator sign to a straight - ahead road sign. If the straight - ahead priority coefficient is greater than or equal to the straight - ahead priority threshold, it is determined that it is necessary to change the lane indicator sign to a straight - ahead road sign; If the road sign currently displayed on the lane indicator sign is a straight - ahead road sign, and when it is determined that it is necessary to change the lane indicator sign to a straight - ahead road sign, there is no need to change the displayed road sign of the lane indicator sign. If the road sign currently displayed on the lane indicator sign is a left - turn road sign, and when it is determined that it is necessary to change the lane indicator sign to a straight - ahead road sign, it is necessary to change the lane indicator sign to a straight - ahead road sign.

[0061] When it is analyzed that the lane indicator sign needs to be changed to a left - turn road sign and a straight - ahead road sign simultaneously, the left - turn traffic data and the straight - ahead traffic data are substituted into the comparison model for analysis, and then corresponding control strategies are generated according to the analysis results, including the following steps: When the left - turn priority coefficient is greater than or equal to the left - turn priority threshold, and the straight - ahead priority coefficient is greater than or equal to the straight - ahead priority threshold, it is analyzed that the lane indicator sign needs to be changed to a left - turn road sign and a straight - ahead road sign simultaneously. Since the lane indicator sign can only display one road sign, therefore, the left - turn priority coefficient and the straight - ahead priority coefficient are substituted into the comparison model. The comparison model outputs a signal according to the comparison result of the left - turn priority coefficient and the straight - ahead priority coefficient. The model expression is: , where is the output signal value, is the left - turn priority coefficient, is the straight - ahead priority coefficient. If , it indicates that the left - turn priority coefficient is less than the straight - ahead priority coefficient. The control strategy is: control the lane indicator sign to display a straight - ahead road sign (if the road sign currently displayed on the lane indicator sign is a straight - ahead road sign, there is no need to change). If , it indicates that the left - turn priority coefficient is greater than the straight - ahead priority coefficient. The control strategy is: control the lane indicator sign to display a left - turn road sign (if the road sign currently displayed on the lane indicator sign is a left - turn road sign, there is no need to change). If 0, it indicates that the left - turn priority coefficient is equal to the straight - ahead priority coefficient, then keep the lane indicator sign to continue displaying the current road sign (that is, no dynamic adjustment is made).

[0062] Embodiment 3: The lane indicator sign change control system based on edge computing described in this embodiment includes an initialization module, a road sign change judgment module, and a comparison control module; Initialization module: Obtain the lane sign information on the road to be controlled through the API interface of the traffic management platform, and generate the initial road signs (the initial road signs are straight road signs or left-turn road signs) of the lane signs according to the traffic conditions on the road over a period of time. The initial road sign information is sent to the road sign change judgment module and the comparison control module; Road sign change judgment module: During the real-time use of the lane signs, obtain the left-turn traffic data and straight traffic data of the current road through the camera device. After analyzing the left-turn traffic data and straight traffic data through the edge computing device, determine whether it is necessary to dynamically change the road signs in combination with the current road sign information displayed on the lane signs, and send the judgment result to the comparison control module; Comparison control module: When analyzing that the lane signs need to be changed to left-turn road signs and straight road signs at the same time, substitute the left-turn traffic data and straight traffic data into the comparison model for analysis, and generate corresponding control strategies according to the analysis results.

[0063] The above formulas are all dimensionless and take their numerical values for calculation. The formulas are obtained by collecting a large amount of data for software simulation to get a formula closest to the real situation. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0064] It should be understood that the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. Among them, A and B can be singular or plural. In addition, the character " / " in this article generally represents an "or" relationship between the front and rear associated objects, but it may also represent an "and / or" relationship, which can be specifically understood with reference to the context before and after.

[0065] It should be understood that in various embodiments of the present application, the magnitudes of the sequence numbers of the above processes do not mean the order of execution. The execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0066] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed in this article can be implemented by electronic hardware, or by a combination of computer software and electronic hardware. Whether these functions are executed in hardware or software depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but this implementation should not be considered to exceed the scope of this application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0067] As described above, it is only the specific implementation manner of the present application. However, the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claimed rights.

Claims

1. A lane sign change control method based on edge computing, characterized in that: The control method comprises the following steps: The control system obtains the lane sign information on the required controlled road through the API interface of the traffic management platform, and generates the initial road signs of the lane sign according to the traffic conditions of the road over a period of time; During the real-time use of lane signs, the control system obtains the left-turn traffic data and straight-through traffic data of the current road through the camera equipment, analyzes the left-turn traffic data and straight-through traffic data through the edge computing equipment, and determines whether the road sign needs to be changed dynamically based on the road sign information currently displayed on the lane sign; When analyzing that the lane signs need to be changed to left-turn signs and straight-ahead signs at the same time, the left-turn traffic data and the straight-ahead traffic data are substituted into the comparative model for analysis, and the corresponding control strategy is generated based on the analysis results.

2. The lane sign change control method based on edge computing according to claim 1 is characterized in that: The control system obtains the left-turn traffic data of the current road through a camera device, and the left-turn traffic data includes the average number of left-turn vehicle queues in the current road, the average left-turn exit speed, the vehicle density of the left-turn entry road, the average left-turn entry road speed and the left-turn influencing factor.

3. The lane sign change control method based on edge computing according to claim 2 is characterized in that: The control system obtains the through traffic data of the current road through the camera device, and the through traffic data includes the average number of through vehicles queued in the current road, the average through speed, the density of through vehicles entering the road, the average through speed entering the road and the through influence factor.

4. The lane sign change control method based on edge computing according to claim 2 is characterized in that: After analyzing the left-turn traffic data through the edge computing device, combined with the road sign information currently displayed on the lane sign, it is determined whether the road sign needs to be changed dynamically, including the following steps: After the edge computing device obtains the average number of left-turn vehicle queues, the average left-turn exit speed, the vehicle density of the left-turn entry road, the average left-turn entry road speed, and the left-turn influencing factor, it comprehensively calculates and obtains the left-turn priority coefficient, which is expressed as follows: , where is the left turn priority coefficient, is the left turn influence factor, is the mean number of left-turn vehicles in queue, is the mean speed of the left turn, is the density of vehicles turning left into the road, is the average speed of the road turning left, , is the adjustment coefficient, and , All are greater than 0; The obtained left turn priority coefficient is compared with the preset left turn priority threshold. The left turn priority threshold is used to determine whether it is necessary to change the lane sign to a left turn sign. If the left turn priority coefficient is less than the left turn priority threshold, it is determined that it is not necessary to change the lane sign to a left turn sign. If the left turn priority coefficient is greater than or equal to the left turn priority threshold, it is determined that it is necessary to change the lane sign to a left turn sign. If the road sign currently displayed on the lane sign is a left turn sign, and it is determined that the lane sign needs to be changed to a left turn sign, there is no need to change the displayed road sign on the lane sign. If the road sign currently displayed on the lane sign is a straight ahead sign, and it is determined that the lane sign needs to be changed to a left turn sign, the lane sign needs to be changed to a left turn sign.

5. The lane sign change control method based on edge computing according to claim 3 is characterized in that: After analyzing the straight traffic data through the edge computing device, combined with the road sign information currently displayed on the lane sign, it is determined whether the road sign needs to be changed dynamically, including the following steps: After the edge computing device obtains the average number of through vehicles in the queue, the average speed of through vehicles leaving the road, the density of through vehicles entering the road, the average speed of through vehicles entering the road, and the through influence factor, it comprehensively calculates and obtains the through priority coefficient, which is expressed as: , where is the straight priority coefficient, is the vertical impact factor, is the mean number of through-going vehicles in queue, is the mean straight-line speed, is the density of vehicles entering the straight road, is the average speed of the straight-entering road, , is the adjustment coefficient, and , All are greater than 0; The obtained straight-ahead priority coefficient is compared with a preset straight-ahead priority threshold value. The straight-ahead priority threshold value is used to determine whether it is necessary to change the lane sign to a straight-ahead road sign. If the straight-ahead priority coefficient is less than the straight-ahead priority threshold value, it is determined that it is not necessary to change the lane sign to a straight-ahead road sign. If the straight-ahead priority coefficient is greater than or equal to the straight-ahead priority threshold value, it is determined that it is necessary to change the lane sign to a straight-ahead road sign. If the road sign currently displayed on the lane sign is a straight ahead sign, and it is determined that the lane sign needs to be changed to a straight ahead sign, there is no need to change the displayed road sign on the lane sign; if the road sign currently displayed on the lane sign is a left turn sign, and it is determined that the lane sign needs to be changed to a straight ahead sign, the lane sign needs to be changed to a straight ahead sign.

6. The lane sign change control method based on edge computing according to claim 4 or 5 is characterized in that: When analyzing that the lane signs need to be changed to left turn signs and straight ahead signs at the same time, the left turn traffic data and the straight ahead traffic data are substituted into the comparison model for analysis, and the corresponding control strategy is generated according to the analysis results, including the following steps: When the left turn priority coefficient is greater than or equal to the left turn priority threshold, and the straight drive priority coefficient is greater than or equal to the straight drive priority threshold, the lane sign needs to be changed to a left turn sign and a straight drive sign at the same time, and the left turn priority coefficient and the straight drive priority coefficient are substituted into the comparison model. The comparison model outputs a signal based on the comparison result of the left turn priority coefficient and the straight drive priority coefficient. ; like , indicating that the left turn priority coefficient is less than the straight priority coefficient. The control strategy is: control the lane sign to display the straight sign. If , indicating that the left turn priority coefficient is greater than the straight priority coefficient. The control strategy is: control the lane sign to display the left turn sign. If 0, indicating that the left turn priority coefficient is equal to the straight priority coefficient, and the lane sign continues to display the current road sign.

7. The lane sign change control method based on edge computing according to claim 6 is characterized in that: The model expression of the comparison model is: , where is the output signal value, is the left turn priority coefficient, is the straight-ahead priority coefficient.

8. The lane sign change control method based on edge computing according to claim 7 is characterized in that: Generating initial road signs for lane signs based on the traffic conditions over a period of road history includes the following steps: Obtain the left-turn priority coefficient and the straight-ahead priority coefficient obtained at multiple time points in the history of the road. After calculating the mean value and the standard deviation of the left-turn priority coefficient based on the left-turn priority coefficients at multiple time points, calculate the left-turn amplitude. The expression is: , where is the left turn amplitude, is the mean value of left turn priority coefficient, is the standard deviation of the left turn priority coefficient; Obtain the straight priority coefficients and straight priority coefficients obtained at multiple time points in the history of the road. After calculating the mean and standard deviation of the straight priority coefficients based on the straight priority coefficients at multiple time points, calculate the straight amplitude. The expression is: , where is the straight line amplitude, is the mean value of the straight priority coefficient, is the standard deviation of the straight priority coefficient; Compare the obtained left turn amplitude with the straight amplitude. If , the initial road sign of the lane sign is the straight road sign, if , the initial sign of the lane sign is the left turn sign.

9. The lane sign change control method based on edge computing according to claim 8 is characterized in that: The control system obtains the lane sign information on the required control road through the API interface of the traffic management platform, including the following steps: The control system establishes a connection with the traffic management platform, calls the API of the traffic management platform, and sends a request to obtain relevant information about the road lane signs. The relevant information includes: the status of the current lane sign and the historical status data of the lane sign.

10. A lane sign change control system based on edge computing, used to implement the control method of claim 4 or 5, characterized in that: It includes an initialization module, a road sign change judgment module, and a comparison control module; Initialization module: obtains lane sign information on the required controlled road through the API interface of the traffic management platform, and generates initial lane signposts based on the traffic conditions of the road over a period of time; Road sign change judgment module: During the real-time use of lane signs, the left-turn traffic data and straight-through traffic data of the current road are obtained through camera equipment. After the left-turn traffic data and straight-through traffic data are analyzed by edge computing equipment, it is determined whether the road sign needs to be changed dynamically based on the road sign information currently displayed on the lane sign; Comparative control module: When analyzing that the lane signs need to be changed to left-turn signs and straight-ahead signs at the same time, the left-turn traffic data and the straight-ahead traffic data are substituted into the comparative model for analysis, and the corresponding control strategy is generated based on the analysis results.

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