Highway exit sign adjustment method and device considering driving load balancing

Abstract

The application provides a highway exit sign adjustment method and device considering driving load balance, which comprises the following steps: determining the position information of each prescribed category sign, each recommended category sign and each unspecified category sign arranged within a preset distance extended upstream from the reference point of the target highway exit, dividing the preset distance into multiple driving load analysis units at equal intervals, obtaining the road basic driving load, sign driving load and additional driving load for each driving load analysis unit, obtaining the total driving load of the driving load analysis unit according to the road basic driving load, sign driving load and additional driving load, and determining the target position adjustment distance of each unspecified category sign according to the position information of each prescribed category sign, each recommended category sign and each unspecified category sign and each driving load total. The scientificity and objectivity of traffic sign setting are improved, and the influence of sign setting on driving load balance is reduced.

Description

Technical Field

[0001] This application relates to the field of traffic safety technology, and in particular to a method and device for adjusting highway exit signs that takes into account the balance of driving load. Background Technology

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

[0003] Currently, the placement of signs largely relies on fixed spacing or empirical rules, lacking scientific consideration of driving load, which may lead to a negative impact on the driver's driving load.

[0004] In existing technologies, when measuring the impact of sign placement on driver load, one approach is to quantify the influence of sign lead distance on driving behavior through driving simulation experiments. This reveals the pattern that insufficient lead distance leads to increased risks of sharp lane changes and deceleration, while excessive lead distance increases driver load. However, this approach only indirectly reflects operational load through steering wheel control behavior and does not incorporate physiological indicators or psychological load for comprehensive quantification. Another approach combines driving psychology and lane-changing models to establish a model for calculating the lead distance of exit warning signs. However, this approach only uses safety and comfort as indicators and does not include driver load in the model's optimization objectives.

[0005] Therefore, it is difficult to obtain the true impact of sign placement on driver load using existing methods, making it difficult to determine the location of signs that have a smaller impact on driver load. Summary of the Invention

[0006] This application provides a method and apparatus for adjusting highway exit signs that takes into account the balance of driving load, in order to solve the technical problems mentioned in the background art.

[0007] Firstly, this application provides a method for adjusting highway exit signs that takes into account driver load balance, including:

[0008] Determine the location information of each prescribed type of sign, each suggested type of sign, and each unprescribed type of sign within a preset distance upstream of the benchmark point of the target highway exit;

[0009] The preset distance is divided into multiple driving load analysis units at equal intervals;

[0010] For each driving load analysis unit, the basic driving load caused by road design, the driving load caused by individual traffic sign placement, and the additional driving load caused by overlapping effects from adjacent traffic signs placed too close together are obtained.

[0011] The total driving load of this driving load analysis unit is obtained based on the basic driving load caused by road design, the driving load caused by individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together.

[0012] Based on the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, as well as the total driving load of each driving load analysis unit, the target position adjustment distance for each unspecified type of sign is determined.

[0013] Optionally, obtaining the basic driving load caused by the road design includes:

[0014] Multiple indicator data are acquired, and each indicator data is processed to obtain standardized indicator data by dimensionless processing. The indicator data includes: accelerator pedal pressure, brake pedal pressure, pupil diameter, pupil diameter variability rate, and EEG cognitive attention.

[0015] Calculate the correlation between any two standardized indicator data based on the multiple standardized indicator data;

[0016] Based on the correlation between any two of the standardized index data, the covariance matrix is ​​obtained;

[0017] Based on the covariance matrix and the standardized index data, the target component factors related to generating the basic driving load of the road are obtained.

[0018] The basic driving load of the road is obtained based on the target component factor.

[0019] Optionally, obtaining the target component factors related to generating the basic road driving load based on the covariance matrix and the standardized index data includes:

[0020] Based on the covariance matrix, at least one eigenvalue of the covariance matrix and an eigenvector corresponding to each eigenvalue are obtained;

[0021] Based on the at least one feature value, the contribution rate of the component factor corresponding to each feature value is obtained;

[0022] The target component factor is determined based on the contribution rate of the component factor corresponding to each of the aforementioned feature values.

[0023] Optionally, obtaining the sign driving load caused by individual traffic sign settings includes:

[0024] Determine the first positional relationship between each of the driving load analysis units and the driving load analysis units with set signs;

[0025] Determine the total amount of information about the signs contained in the driving load analysis unit where the signs are set;

[0026] Based on the first positional relationship and the total amount of information, the driving load of the sign is obtained.

[0027] Optionally, the step of obtaining information about the additional driving load caused by overlapping effects from adjacent traffic signs placed too close together includes:

[0028] When the driving load analysis unit is a driving load analysis unit that sets a sign, the driving load analysis unit containing the sign adjacent to any sign in the driving load analysis unit is the target driving load analysis unit;

[0029] Determine the second positional relationship between the driving load analysis unit and the target driving load analysis unit;

[0030] Based on the second positional relationship, a target correspondence is determined from multiple correspondences between the additional driving load and the basic road driving load, and the sign driving load;

[0031] The additional driving load is obtained based on the target correspondence, the basic driving load of the road, and the driving load of the sign.

[0032] Optionally, determining the target position adjustment distance for each unspecified class sign based on the position information of each specified class sign, each suggested class sign, each unspecified class sign, and the total driving load of each driving load analysis unit includes:

[0033] Based on the position information of each specified class sign, each suggested class sign, and each unspecified class sign, as well as the position adjustment range constraint of each unspecified class sign and the distance constraint between any two signs, multiple sets of alternative position adjustment distances are determined, wherein each set of alternative position adjustment distances includes the alternative position adjustment distance of each unspecified class sign;

[0034] Adjust the distance for each group of alternative locations and update the total driving load for each driving load analysis unit;

[0035] Based on the updated total driving load of each driving load analysis unit and the preset target, a target alternative location adjustment distance is determined from multiple sets of alternative location adjustment distances. The target alternative location adjustment distance includes the target location adjustment distance for each unspecified class of marker. The preset target includes: the minimum sum of squared deviations and / or the minimum and average driving load of the multiple driving load analysis units.

[0036] Optionally, updating the total driving load of each driving load analysis unit includes:

[0037] Adjust the distance according to the alternative positions of each unspecified class of marker, and update the position of each unspecified class of marker;

[0038] The additional driving load of the sign driving load is updated based on the updated position of each unspecified class sign;

[0039] Based on the basic road driving load, the updated sign driving load, and the updated additional driving load, the updated total driving load of each driving load analysis unit is obtained.

[0040] Optional, also includes:

[0041] Based on the location information of each prescribed sign, each recommended sign, and each unprescribed sign, as well as the total driving load of each driving load analysis unit, determine the target position adjustment distance for each recommended sign.

[0042] The process involves determining multiple sets of alternative position adjustment distances based on the position information of each specified class of sign, each suggested class of sign, and each unspecified class of sign, as well as the position adjustment range constraints for each unspecified class of sign and the distance constraints between any two signs.

[0043] Based on the position information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, as well as the position adjustment range constraints for each unspecified type of sign, the distance constraints between any two signs, and the position adjustment range constraints for each suggested type of sign, multiple sets of alternative position adjustment distances are determined. The multiple sets of alternative position adjustment distances also include alternative position adjustment distances for each suggested type of sign.

[0044] Optionally, the step of obtaining the total driving load of the driving load analysis unit based on the basic driving load caused by road design, the driving load caused by individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together includes:

[0045] Based on the basic driving load caused by road design, the driving load caused by individual traffic signs, the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together, and random variables, the total driving load of this driving load analysis unit is obtained, where the random variables are normally distributed.

[0046] The step of determining the target position adjustment distance for each unspecified sign based on the position information of each specified sign, each suggested sign, each unspecified sign, and the total driving load of each driving load analysis unit includes:

[0047] The value of the random variable is adjusted multiple times. For each adjusted random variable, based on the total driving load and the location information of each specified class sign, each suggested class sign, and each unspecified class sign, the alternative location adjustment distance for each unspecified class sign is obtained.

[0048] The target position adjustment distance for each unspecified class marker is determined based on the alternative position adjustment distance for each unspecified class marker corresponding to the random variable after each adjustment.

[0049] Secondly, this application provides a highway exit sign adjustment device that takes into account driver load balancing, comprising:

[0050] The location determination module is used to determine the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign set within a preset distance upstream of the benchmark point of the target highway exit;

[0051] The road segmentation module is used to divide the preset distance into multiple driving load analysis units at equal intervals.

[0052] The acquisition module is used to acquire, for each driving load analysis unit, the basic driving load caused by road design, the sign driving load caused by individual traffic sign placement, the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together, and the total driving load of the driving load analysis unit based on 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 effects of adjacent traffic signs placed too close together.

[0053] The position adjustment module is used to determine the target position adjustment distance for each unspecified class sign based on the position information of each specified class sign, each suggested class sign, each unspecified class sign, and the total driving load of each driving load analysis unit.

[0054] Optionally, when acquiring the basic driving load caused by the road design, the acquisition module is specifically used for:

[0055] Multiple indicator data are acquired, and each indicator data is processed to obtain standardized indicator data by dimensionless processing. The indicator data includes: accelerator pedal pressure, brake pedal pressure, pupil diameter, pupil diameter variability rate, and EEG cognitive attention.

[0056] Calculate the correlation between any two standardized indicator data based on the multiple standardized indicator data;

[0057] Based on the correlation between any two of the standardized index data, the covariance matrix is ​​obtained;

[0058] Based on the covariance matrix and the standardized index data, the target component factors related to generating the basic driving load of the road are obtained.

[0059] The basic driving load of the road is obtained based on the target component factor.

[0060] Optionally, when the acquisition module obtains the target component factors related to generating the basic road driving load based on the covariance matrix and the standardized index data, it is specifically used for:

[0061] Based on the covariance matrix, at least one eigenvalue of the covariance matrix and an eigenvector corresponding to each eigenvalue are obtained;

[0062] Based on the at least one feature value, the contribution rate of the component factor corresponding to each feature value is obtained;

[0063] The target component factor is determined based on the contribution rate of the component factor corresponding to each of the aforementioned feature values.

[0064] Optionally, when acquiring the sign driving load caused by individual traffic sign settings, the acquisition module is specifically used for:

[0065] Determine the first positional relationship between each of the driving load analysis units and the driving load analysis units with set signs;

[0066] Determine the total amount of information about the signs contained in the driving load analysis unit where the signs are set;

[0067] Based on the first positional relationship and the total amount of information, the driving load of the sign is obtained.

[0068] Optionally, when the acquisition module acquires information about the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together, it is specifically used for:

[0069] When the driving load analysis unit is a driving load analysis unit that sets a sign, the driving load analysis unit containing the sign adjacent to any sign in the driving load analysis unit is the target driving load analysis unit;

[0070] Determine the second positional relationship between the driving load analysis unit and the target driving load analysis unit;

[0071] Based on the second positional relationship, a target correspondence is determined from multiple correspondences between the additional driving load and the basic road driving load, and the sign driving load;

[0072] The additional driving load is obtained based on the target correspondence, the basic driving load of the road, and the driving load of the sign.

[0073] When determining the target position adjustment distance for each unspecified class sign based on the position information of each specified class sign, each suggested class sign, each unspecified class sign, and the total driving load of each driving load analysis unit, the position adjustment module is specifically used for:

[0074] Based on the position information of each specified class sign, each suggested class sign, and each unspecified class sign, as well as the position adjustment range constraint of each unspecified class sign and the distance constraint between any two signs, multiple sets of alternative position adjustment distances are determined, wherein each set of alternative position adjustment distances includes the alternative position adjustment distance of each unspecified class sign;

[0075] Adjust the distance for each group of alternative locations and update the total driving load for each driving load analysis unit;

[0076] Based on the updated total driving load of each driving load analysis unit and the preset target, a target alternative location adjustment distance is determined from multiple sets of alternative location adjustment distances. The target alternative location adjustment distance includes the target location adjustment distance for each unspecified class of marker. The preset target includes: the minimum sum of squared deviations and / or the minimum and average driving load of the multiple driving load analysis units.

[0077] Optionally, when updating the total driving load of each driving load analysis unit, the acquisition module is specifically used for:

[0078] Adjust the distance according to the alternative positions of each unspecified class of marker, and update the position of each unspecified class of marker;

[0079] The additional driving load of the sign driving load is updated based on the updated position of each unspecified class sign;

[0080] Based on the basic road driving load, the updated sign driving load, and the updated additional driving load, the updated total driving load for each driving load analysis unit is obtained.

[0081] Optionally, the position adjustment module is also used for:

[0082] Based on the location information of each prescribed sign, each recommended sign, and each unprescribed sign, as well as the total driving load of each driving load analysis unit, determine the target position adjustment distance for each recommended sign.

[0083] When determining multiple sets of alternative position adjustment distances based on the position information of each specified type of marker, each suggested type of marker, and each unspecified type of marker, as well as the position adjustment range constraints for each unspecified type of marker and the distance constraints between any two markers, the position adjustment module is specifically used for:

[0084] Based on the position information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, as well as the position adjustment range constraints for each unspecified type of sign, the distance constraints between any two signs, and the position adjustment range constraints for each suggested type of sign, multiple sets of alternative position adjustment distances are determined. The multiple sets of alternative position adjustment distances also include alternative position adjustment distances for each suggested type of sign.

[0085] Optionally, when the acquisition module obtains the total driving load of the driving load analysis unit based on the basic driving load caused by road design, the driving load caused by individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together, it is specifically used for:

[0086] Based on the basic driving load caused by road design, the driving load caused by individual traffic signs, the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together, and random variables, the total driving load of this driving load analysis unit is obtained, where the random variables are normally distributed.

[0087] When determining the target position adjustment distance for each unspecified class sign based on the position information of each specified class sign, each suggested class sign, each unspecified class sign, and the total driving load of each driving load analysis unit, the position adjustment module is specifically used for:

[0088] The value of the random variable is adjusted multiple times. For each time variable after adjustment, based on the total driving load and the location information of each specified class sign, each suggested class sign, and each unspecified class sign, the alternative location adjustment distance for each unspecified class sign is obtained.

[0089] The target position adjustment distance for each unspecified class marker is determined based on the alternative position adjustment distance for each unspecified class marker corresponding to the random variable after each adjustment.

[0090] Thirdly, this application provides an electronic device, including: a processor and a memory;

[0091] The memory stores the instructions that the computer executes;

[0092] The processor executes computer execution instructions stored in memory, causing the processor to perform the method as described in any of the first aspects.

[0093] Fourthly, embodiments of this application provide a readable storage medium including a program or instructions that, when run on a computer, execute the method described in any of the first aspects above.

[0094] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the method described in any of the first aspects.

[0095] The highway exit sign adjustment method and apparatus considering balanced driving load provided in this application determine the position information of each prescribed sign, each suggested sign, and each unspecified sign set within a preset distance upstream of the benchmark point of the target highway exit. 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 overlapping effects from adjacent traffic signs placed too close together are obtained. The basic driving load considers five indicators: driver's accelerator pedal pressure, brake pedal pressure, pupil diameter, pupil diameter variability, and EEG cognitive attention, allowing the basic driving load to reflect the driver's psychology and behavior. Then, based on the basic driving load, sign driving load, and additional driving load, the total driving load of the driving load analysis unit is obtained. Finally, based on the position information of each prescribed sign, each suggested sign, and each unspecified sign, and the total driving load of each driving load analysis unit, the target position adjustment distance for each unspecified sign is determined. Because the driver's psychology and behavior are taken into account in the basic driving load of the road, the target position adjustment distance is more reasonable. This makes the position of the sign after adjustment based on the target position adjustment distance more scientific and objective, reducing the impact on the driver and the impact of sign setting on the balance of driving load. Attached Figure Description

[0096] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0097] Figure 1 A flowchart of a highway exit sign adjustment method considering driver load balancing provided in an embodiment of this application;

[0098] Figure 2 A flowchart illustrating a method for obtaining basic road driving load according to an embodiment of this application;

[0099] Figure 3 A flowchart illustrating a method for obtaining driving load according to an embodiment of this application;

[0100] Figure 4 A flowchart illustrating a method for obtaining additional driving load according to an embodiment of this application;

[0101] Figure 5 A schematic diagram of a highway exit sign adjustment device considering driver load balancing provided in an embodiment of this application;

[0102] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0103] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application are described clearly and completely below. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are also within the scope of protection of this application.

[0104] Terminology Explanation:

[0105] Exit area designated signs, referred to in this application as designated signs: traffic signs that are set up in accordance with regulations and whose locations are fixed: 2km, 1km, and 500m exit advance signs and exit direction signs;

[0106] Recommended signs for export areas, referred to as recommended signs in this application: traffic signs that are recommended for installation but whose locations are not specified in the regulations: speed limit signs and tourist area signs;

[0107] The term "unspecified type of sign" in this application refers to traffic signs that are not specified in the regulations for placement in highway exit areas, such as billboards, traffic broadcast signs, and lane direction signs.

[0108] In existing technologies, one approach to measuring the impact of traffic sign placement on driver workload is to quantify the influence of sign lead distance on driving behavior through driving simulation experiments. This reveals the pattern that insufficient lead distance leads to increased risks of sharp lane changes and deceleration, while excessive lead distance increases driver workload. However, this approach only indirectly reflects operational workload through steering wheel control behavior and does not incorporate physiological indicators or psychological workload for comprehensive quantification. Another approach combines driving psychology and lane-changing models to establish a model for calculating the lead distance of exit warning signs. However, this approach only uses safety and comfort as indicators and does not include driver workload in the model's optimization objectives.

[0109] To address the technical problems in existing technologies, this application proposes a method and device for adjusting highway exit signs that considers driver load balance. By collecting and quantifying driver physiological and behavioral data, the method considers driver physiological and behavioral data when measuring driver load, making the load more consistent with the driver's actual driving load. This results in a more reasonable, scientific, and objective adjustment of traffic sign positions based on driver load. Furthermore, this application balances driver load balance and minimizes driver load when adjusting sign positions, reducing driver load fluctuations and improving driving safety and comfort.

[0110] Figure 1 This is a flowchart illustrating a highway exit sign adjustment method considering driver load balancing, provided as an embodiment of this application. The execution entity of this method may be, for example, a server. Figure 1 As shown, the method includes:

[0111] S101. Determine the location information of each prescribed type of sign, each recommended type of sign, and each unprescribed type of sign within a preset distance upstream of the benchmark point of the target highway exit.

[0112] In this step, the target highway can be any highway, and the benchmark setting scheme is as follows:

[0113] (1) For a direct single lane, the starting point of the exit transition section is used as the calculation reference point;

[0114] (2) For parallel single lanes, the starting point of the deceleration lane at the exit is used as the calculation reference point;

[0115] (3) Assume that the auxiliary lane is a parallel two-lane road, with the starting point of the deceleration lane at the exit as the calculation reference point;

[0116] (4) Assume the auxiliary lane is a direct two-lane road, with the starting point of the deceleration lane at the exit as the calculation reference point;

[0117] (5) When the main line branches off, the starting point of the transition section (with shared lanes) or the branching point (without shared lanes) shall be used as the calculation reference point;

[0118] (6) In complex situations, it has been demonstrated that a portion of the hard shoulder can be used as a transition section or auxiliary lane, with the same calculation reference point as above;

[0119] (7) When following lane guidance, the exit direction sign is moved to the starting point of one or two lane widths, and the calculation reference point is the same as above.

[0120] It should be noted that the reference points of this invention are set in accordance with the "Road Traffic Signs and Markings Part 2: Road Traffic Signs" (GB 5768.2-2022).

[0121] The upstream of the benchmark point is the road that runs in the opposite direction to the driving direction, with the benchmark point as the origin.

[0122] In this embodiment, for example, a preset distance is extended upstream from the reference point as the origin. This preset distance can be set according to the type of highway exit area; this application does not limit this. In this embodiment, the preset distance is 2km. The distances of each specified type of sign, each suggested type of sign, and each unspecified type of sign within this 2km range from the reference point are obtained, thereby determining the position information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, forming corresponding position coordinates. Wherein, B1 i Indicates the first i The original position coordinates of each specified type of marker, B2 j Indicates the first j The original position coordinates of the suggestion class marker, B3 i Indicates the first k The original position coordinates of an unspecified class of marker.

[0123] S102. Divide the preset distance into multiple driving load analysis units at equal intervals.

[0124] In this step, this embodiment divides the road into units considering driving load characteristics and traffic sign requirements. Generally, the time for a driver to generate a stress response is 0.5s-1s, and the time to generating driving operation awareness is generally no more than 1.5s. The speed limit for ramps is mostly 40km / h. The calculated minimum distance for a driver to generate a cognitive response is 17m. For ease of calculation, this embodiment uses 10m as the driving load analysis unit, that is, quantifying the driving load every 10m within a 2km range upstream of the reference point. Optionally, distances of 20m, 30m, etc., can also be used as driving load analysis units; this application does not limit this.

[0125] Each 10-meter section is considered a driving load analysis unit, and 2km is divided into 200 driving load analysis units.

[0126] S103. For each driving load analysis unit, obtain the basic driving load caused by road design, the driving load caused by individual traffic sign settings, and the additional driving load caused by the overlapping effects of adjacent traffic signs being too close together.

[0127] In this step, for any driving load analysis unit, there may be no traffic signs or at least one traffic sign. The traffic signs may be one or more of the following: prescribed signs, suggested signs, and unprescribed signs.

[0128] Basic driving load is obtained from five indicators: accelerator pedal pressure, brake pedal pressure, pupil diameter, pupil diameter variability, and EEG cognitive attention. For details, please refer to [link / reference]. Figure 2 .

[0129] The driving load of traffic signs is obtained through the positional relationship between this driving load analysis unit and other driving load analysis units that have traffic signs set up. See details in [reference needed]. Figure 3 Since the driver's workload for traffic signs is related to their location, the driver's workload changes when the location of a traffic sign is adjusted.

[0130] Additional driving load is obtained through the positional relationship between driving load analysis units with traffic signs and other driving load analysis units with traffic signs, as well as the basic road driving load and sign driving load. See details in [reference needed]. Figure 4 Since the additional driving load is related not only to the location of traffic signs but also to the driving load associated with those signs, changes in the location of traffic signs will also affect the additional driving load.

[0131] S104. Based on the basic driving load of the road, the driving load of the sign, and the additional driving load, obtain the total driving load of the driving load analysis unit.

[0132] In this step, the total driving load can be, for example, the sum of the basic road driving load, the sign driving load, and the additional driving load, and its formula is:

[0133] R = R a + R b + R c Formula 1

[0134] in, R Indicates the total driving load. R a This indicates the basic driving load caused by road design. R b This indicates the driver workload caused by the placement of a separate traffic sign. R c This indicates that adjacent traffic signs placed too close together cause overlapping effects and additional driving load.

[0135] S105. Based on the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, as well as the total driving load of each driving load analysis unit, determine the target position adjustment distance for each unspecified type of sign.

[0136] In this step, the location of the prescribed signs is that of traffic signs set up in the highway exit area in accordance with national standards. The location of these signs is required by national standards, therefore, the location of the prescribed signs cannot be adjusted.

[0137] For suggested signs, which are traffic signs that are recommended by national standards to be installed in highway exit areas but are not mandatory, the placement of suggested signs can be adjusted.

[0138] For unspecified signs, national standards do not stipulate their placement in highway exit areas; therefore, the location of unspecified signs can be adjusted.

[0139] Since "unspecified" signs are those not specified in national standards, when adjusting the position of signs, priority should be given to adjusting the position of "unspecified" signs, followed by "suggested" signs.

[0140] Therefore, based on the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, the positions of the suggested type of signs and the unspecified type of signs are adjusted. This changes the number of signs in the driving load analysis unit, thereby adjusting the total driving load.

[0141] Based on the changes in total driving load, determine the target position adjustment distance for each unspecified type of sign, and adjust the position of the corresponding unspecified type of sign according to the target position adjustment distance for each unspecified type of sign.

[0142] In this embodiment, by determining the location information of each prescribed type of sign, each suggested type of sign, and each unspecified type of sign set within a preset distance upstream of the benchmark point of the target highway exit, the preset distance is 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 settings, and the additional driving load caused by the overlapping effects of adjacent traffic signs being too close together are obtained. Among them, the basic driving load of the road is considered by taking into account five indicators: the driver's accelerator pedal pressure, the brake pedal pressure, the pupil diameter, the pupil diameter variation rate, and the EEG cognitive attention. This allows the basic driving load of the road to reflect the driver's psychology and behavior. Then, based on the basic driving load of the road, the sign driving load, and the additional driving load, the total driving load of the driving load analysis unit is obtained. Based on the location information of each prescribed type of sign, each suggested type of sign, and each unspecified type of sign, as well as the total driving load of each driving load analysis unit, the target position adjustment distance of each unspecified type of sign is determined. Because the driver's psychology and behavior are taken into account in the basic driving load of the road, the target position adjustment distance is more reasonable. This makes the position of traffic signs after adjustment based on the target position adjustment distance more scientific and objective, reducing the impact on the driver and the impact of sign setting on the balance of driving load.

[0143] Figure 2 This is a flowchart illustrating a method for obtaining basic road driving load according to an embodiment of this application. Figure 2 As shown, the method includes:

[0144] S201. Obtain multiple indicator data and perform dimensionless processing on each indicator data to obtain standardized indicator data.

[0145] The indicators include: accelerator pedal pressure, brake pedal pressure, pupil diameter, pupil diameter variability, and EEG cognitive attention.

[0146] In this step, this embodiment is based on a driving simulation of a real highway exit scenario, and selects five indicators as the basic data of driving load: accelerator pedal pressure, brake pedal pressure, pupil diameter, pupil diameter variation rate, and EEG cognitive attention.

[0147] Among them, the accelerator pedal amplitude and brake pedal amplitude: the brake and accelerator pedal amplitude recorded by UC-win / Road are taken between [0,1], and the data is recorded at a frequency of 60Hz (about 60 times per second).

[0148] Pupil diameter and pupil diameter variability: The pupil diameter of the driver was measured in real time during the experiment using SMI eye-tracking glasses. To eliminate the influence of individual differences in pupil diameter, this embodiment selected the pupil diameter variability per second to characterize the fluctuation of the driver's pupil diameter. The higher the pupil diameter variability per unit time, the greater the fluctuation of the driver's emotional or attentional state, and the higher the driving load.

[0149] Formula 2

[0150] In the formula: D v σ is the pupil diameter variation rate; v The standard deviation of pupil diameter per unit time (1 second); μ v The average pupil diameter per unit time (1 second).

[0151] EEG Cognitive Attention: Drivers wear a TGAM EEG acquisition module on their forehead, and EEG equipment collects and records specific frequency bands of alpha, beta, delta, theta, and gamma waves, which are then converted into the "EEG Attention Index" E. c This indicates the intensity of the user's mental "attention level," ranging from 0 to 100.

[0152] Formula 3

[0153] In the formula: α, β, and θ represent the frequency band power of α wave, β wave, and θ wave, respectively.

[0154] After obtaining the data for the five indicators, each indicator data is standardized, for example, by making it dimensionless:

[0155] Formula 4

[0156] in, w mn For the first n In the first driving load analysis unit m The dimensionless standardized indicator data corresponding to each indicator data; For the first m The average value of each indicator data; S m For the first m The standard deviation of each indicator data.

[0157] S202. Based on multiple standardized indicator data, calculate the correlation between any two standardized indicator data.

[0158] In this step, the correlation between two standardized indicator data can reflect the relationship between the two indicator data. By obtaining the correlation between any two standardized indicator data, we can obtain indicator data that is highly correlated with other indicator data, thereby determining the main component factors affecting the basic driving load of the road.

[0159] The correlation between any two standardized indicator data can be obtained using the following formula:

[0160] Formula 5

[0161] in, K ml Indicates the first m The data of the first indicator and the first l The correlation of individual indicator data w mn Indicates the first n In the first driving load analysis unit m The dimensionless standardized indicator data corresponding to each indicator data point. w m Indicates the first m The average of a standardized indicator data w ln Indicates the first n In the first driving load analysis unit l The dimensionless standardized indicator data corresponding to each indicator data point. w l Indicates the first l The average value of a standardized indicator.

[0162] S203. Obtain the covariance matrix based on the correlation between any two standardized index data.

[0163] In this step, the correlation between any two standardized index data is used as an element of the covariance matrix to construct the covariance matrix. K Among them, the covariance matrix K The Middle m OK l Column elements K ml Corresponding to the m The data of the first indicator and the first l The correlation of individual indicator data.

[0164] S204. Based on the covariance matrix and standardized index data, obtain the target component factors related to the generation of basic driving load on the road.

[0165] In this step, the weights of each standardized index data in the target component factor are obtained through the covariance matrix, and the target component factor is obtained based on the weights of each standardized index data and the standardized index data.

[0166] One specific implementation of S204 is as follows:

[0167] S2041. Based on the covariance matrix, obtain at least one eigenvalue of the covariance matrix and the eigenvector corresponding to each eigenvalue.

[0168] Specifically, for the covariance matrix K Solve the characteristic equation | λE - K If |=0, at least one eigenvalue is obtained. λ and the eigenvalue λ Sort by size, assuming the result is... P There are eigenvalues, with λ 1≥ λ 2⋯≥ λ p ≥0.

[0169] Then, based on each feature value, the corresponding feature vector is obtained.

[0170] S2042. Based on at least one eigenvalue, obtain the contribution rate of the component factor corresponding to each eigenvalue.

[0171] Specifically, for P Given 10 eigenvalues, calculate the contribution rate of each eigenvalue:

[0172] Formula 6

[0173] in, Indicates the first p The contribution rate of the component factors corresponding to each eigenvalue. λ p Indicates the first p Each feature value.

[0174] S2043. Determine the target component factor based on the contribution rate of the component factor corresponding to each eigenvalue.

[0175] Specifically, the first p The contribution rate of the component factor corresponding to the i-th feature value is compared with the contribution rate threshold. When the i-th feature value is... p When the contribution rate of the component factor corresponding to the eigenvalue is greater than or equal to the contribution rate threshold, it indicates that the eigenvalue is... p The component factors corresponding to each characteristic value can be used to determine the basic driving load of the road.

[0176] For example, based on the contribution rate and contribution rate threshold of the component factors corresponding to the eigenvalues, two target component factors are identified. r 1 and r 2, the corresponding contribution rates are respectively and The eigenvectors determined based on the corresponding eigenvalues ​​are: 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:

[0177] r 1= a 1 w 1+ a 2 w 2+ a 3 w 3+ a 4 w 4+ a 5 w 5

[0178] r 2= b 1 w 1+ b 2 w 2+ b 3 w 3+ b 4 w 4+ b 5 w 5

[0179] in, w 1~ w 5 represents the average value of the standardized indicator data corresponding to the 5 indicator data.

[0180] S205. Obtain the basic driving load of the road based on the target component factors.

[0181] Specifically, after obtaining the target component factors, the comprehensive variable is obtained according to the following formula:

[0182] Formula 7

[0183] In this embodiment, data on the driver's accelerator and brake pedal inputs, pupil diameter, pupil diameter variability, and EEG cognitive attention levels are collected. After standardizing the collected data, target component factors are obtained, ultimately leading to the basic road driving load. This basic road driving load, derived from the driver's accelerator and brake pedal inputs, pupil diameter, pupil diameter variability, and EEG cognitive attention levels, takes the driver's psychology and behavior into account. This ensures that the adjustment distance for traffic signs is determined with the driver's psychology and behavior considered, resulting in a more scientific and objective adjustment of the traffic sign positions and improved driving safety.

[0184] Figure 3 This is a flowchart illustrating a method for obtaining driving load indicators according to an embodiment of this application. Figure 3 As shown, based on the above embodiments, the method includes:

[0185] S301. Determine the first positional relationship between each driving load analysis unit and the driving load analysis unit that sets traffic signs.

[0186] Specifically, for any driving load analysis unit n The driving load analysis unit n Traffic signs may or may not be set up, depending on any driving load analysis unit. n and any driving load analysis unit that sets traffic signs q Location information to determine any driving load analysis unit n Is it a driver load analysis unit for any traffic sign setting? q The driving load analysis unit is within a preset range, thereby determining any driving load analysis unit. n and any driving load analysis unit that sets traffic signs q Positional relationship.

[0187] S302. Determine the total amount of traffic sign information contained in the driving load analysis unit for setting traffic signs.

[0188] Specifically, for any driving load analysis unit with traffic signs set up... q The total amount of its traffic sign information V q for:

[0189] Formula 8

[0190] in, e i This indicates the driving load analysis unit with any setting flag. q The first of all the signsi The information weight of each element, including: Chinese characters, symbols, arrows, Arabic numerals, English letters, etc.

[0191] The information weights of each element are shown in the table below:

[0192] element Chinese character symbol arrow Arabic numerals English color Weight 0.25 0.28 0.26 0.09 0.07 0.05

[0193] x i Indicates the first i Each element has possible state variables. For example, if the element is a number, there are 10 state variables from 0 to 9. If the element is a color, there are 7 colors commonly used in traffic signs, which means there are 7 state variables.

[0194] y i This represents a driver load analysis unit for any traffic sign display. q The first of all traffic signs i The number of elements.

[0195] S303. Based on the first positional relationship and the total amount of information, obtain the sign driving load.

[0196] Specifically, the driving load of the vehicle is obtained according to the following formula. R b :

[0197]

[0198] in,

[0199] For example:

[0200] If any driving load analysis unit n The 10th of 200 driving load analysis units, any driving load analysis unit with traffic signs set up. q The 14th of 200 driving load analysis units, since 14-5=9 and 14+10=24, is located within the range [9, 24]. In other words, the 10th driving load analysis unit is positioned within the range [9, 24] of the 14th driving load analysis unit. δ ( n , q The value is 1.

[0201] If any driving load analysis unit n The 10th of 200 driving load analysis units, any driving load analysis unit with a flag set. qThe 20th of 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 and 20th driving load analysis units is that the 10th driving load analysis unit is not within the range [15, 30] of the 20th driving load analysis unit. δ ( n , q The value is 0.

[0202] When any driving load analysis unit n When setting up a labeled driving load analysis unit, δ ( n , q The value is 1.

[0203] It should be noted that when There are multiple driving load analysis units that meet this range and allow for the setting of any traffic sign. q When this happens, there are multiple δ(n, q) = 1, thus allowing for the analysis of driving load for each traffic sign-setting unit. q (0.036) Vq (+1.49) is accumulated.

[0204] In this embodiment, the driving load of traffic signs is obtained based on the location information of each prescribed type of sign, each suggested type of sign, and each unprescribed type of sign, as well as the information corresponding to the elements on the signs. This allows the driving load of traffic signs to change according to the adjustment of the traffic sign positions, making it easier to optimize the positions of traffic signs based on the driving load.

[0205] Figure 4 A flowchart illustrating a method for obtaining additional driving load according to an embodiment of this application. Figure 4 As shown, based on the above embodiments, the method includes:

[0206] S401. When the driving load analysis unit is a driving load analysis unit that sets traffic signs, the driving load analysis unit containing any traffic sign adjacent to any traffic sign in the driving load analysis unit is obtained as the target driving load analysis unit.

[0207] Specifically, the additional driving load is the driving load exerted on the driver between two closely spaced traffic signs. Therefore, for any traffic sign location, the driving load analysis unit... q It is necessary to obtain information from the driving load analysis unit. q The driving load analysis unit containing any traffic sign adjacent to another traffic sign is identified as the target driving load analysis unit.

[0208] For example, for any driving load analysis unit that sets traffic signs q If it is the 20th driving load analysis unit out of 200 driving load analysis units, and if at least two traffic signs are 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.

[0209] If there is only one traffic sign in the 20th driving load analysis unit, then the traffic sign closest to the 20th driving load analysis unit is determined, and the driving load analysis unit containing that traffic sign 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.

[0210] S402. Determine the second positional relationship between the driving load analysis unit and the target driving load analysis unit.

[0211] Specifically, after determining the target driving load analysis unit, a second positional relationship is determined between the driving load analysis unit and the target driving load analysis unit, for example:

[0212] For the 20th driving load analysis unit, if the target driving load analysis unit is the 20th driving load analysis unit, then the second correspondence is that the 20th driving load analysis unit is one of the 20th driving load analysis unit and its upstream 1st driving load analysis unit;

[0213] For the 20th driving load analysis unit, if the target driving load analysis unit is the 25th driving load analysis unit, the second correspondence is that the 25th driving load analysis unit is the 5th driving load analysis unit upstream of the 20th driving load analysis unit;

[0214] For the 20th driving load analysis unit, if the target driving load analysis unit is the 28th driving load analysis unit, the second correspondence is that the 28th driving load analysis unit is the 8th driving load analysis unit upstream of the 20th driving load analysis unit;

[0215] For the 20th driving load analysis unit, if the target driving load analysis unit is the 35th driving load analysis unit, the second correspondence is that the 35th driving load analysis unit is the 15th driving load analysis unit upstream of the 20th driving load analysis unit;

[0216] For the 20th driving load analysis unit, if the target driving load analysis unit is the 5th driving load analysis unit, the second correspondence is that the 5th driving load analysis unit is the 15th driving load analysis unit downstream of the 20th driving load analysis unit;

[0217] For the 20th driving load analysis unit, if the target driving load analysis unit is the 15th driving load analysis unit, the second correspondence is that the 15th driving load analysis unit is the 5th driving load analysis unit downstream of the 20th driving load analysis unit.

[0218] S403. Determine the target correspondence from multiple correspondences between the additional driving load and the basic driving load of the road and the driving load of the sign, based on the second positional relationship.

[0219] Specifically, there are multiple correspondences between the additional driving load and the basic road driving load and the sign driving load. The corresponding relationship used when calculating the additional driving load is determined by the second positional relationship. Among these, traffic signs can increase the driving load by 10%-20%. Considering the variety of traffic sign types in exit areas, this application calculates that setting up a single traffic sign increases the driving load by 10%-20% within 100m upstream and 50m downstream. The closer the adjacent traffic signs are, the greater the additional driving load they generate. Therefore, the formula for calculating the additional driving load is:

[0220] Formula 9

[0221] For example, when the second correspondence is that the 20th driving load analysis unit is one of the 20th driving load analysis unit and its upstream 1st driving load analysis unit, the target correspondence is: R c =0.2 ( R a + R b );

[0222] When the second correspondence is that the 28th driving load analysis unit is the 8th driving load analysis unit upstream of the 20th driving load analysis unit, the target correspondence is: R c =0.12 ( R a + R b );

[0223] When the second correspondence is that the 5th driving load analysis unit is the 15th driving load analysis unit downstream of the 20th driving load analysis unit, the target correspondence is: R c =0;

[0224] When the second correspondence is that the 15th driving load analysis unit is the 5th driving load analysis unit downstream of the 20th driving load analysis unit, the target correspondence is: R c =0.1 ( R a + R b ).

[0225] S404. Obtain additional driving load based on target correspondence, basic road driving load, and sign driving load.

[0226] Specifically, based on the target correspondence determined by S403, the basic driving load and sign driving load are incorporated into the target correspondence to obtain additional driving load.

[0227] In this embodiment, by placing adjacent traffic signs closer together, the additional driving load increases the driving load on the driver, which is used to adjust the position of the traffic signs. Furthermore, the additional driving load is also related to the basic driving load of the road and the driving load of the signs, further enhancing the driver's psychological and behavioral awareness, as well as the influence of the position of a single traffic sign on the overall position of the traffic signs, making the adjusted position of the traffic signs more reasonable.

[0228] Optionally, one specific implementation of S105 is as follows:

[0229] S501. Based on the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, as well as the location adjustment range constraints for each unspecified type of sign and the distance constraints between any two traffic signs, determine multiple sets of alternative location adjustment distances.

[0230] The adjustment distance for each set of alternative locations includes the adjustment distance for each alternative location of an unspecified type of sign.

[0231] Specifically, the range of position adjustment for each unspecified class of marker is constrained as follows:

[0232] Formula 10

[0233] in, h 3 indicates an unspecified class of marker. h 3k Indicates the first k The adjustable position and distance of an unspecified type of sign.

[0234] The distance constraint between any two traffic signs is:

[0235] Formula 11

[0236] in, h 2j This represents the adjustable position adjustment distance for the j-th suggested class marker, when only the position of unspecified class markers is adjusted. h 2j The value is 0;

[0237] j 1. j 2 represents the numbering of different suggestion class markers;

[0238] k 1. k 2 represents the numbering of different unspecified categories of symbols;

[0239] l min The minimum spacing between two adjacent signs in the highway exit area is selected according to Section 2.3.2 of the "Specifications for Setting Highway Traffic Signs and Markings" (JTG D82-2009): Traffic signs should maintain a reasonable spacing. The spacing between traffic signs on highways with a design speed of 80 km / h or higher should not be less than 60 m, and the spacing between traffic signs on other highways should not be less than 30 m.

[0240] Within the two constraints mentioned above, the position of the unspecified class sign can be adjusted to determine multiple sets of alternative position adjustment distances. Each set of alternative position adjustment distances includes the alternative position adjustment distance for each unspecified class sign. The alternative position adjustment distance includes the direction of movement and the distance of movement. For example, if the alternative position adjustment distance is -5m, it means that the unspecified class sign moves 5m downstream from its current position.

[0241] S502. Adjust the distance for each group of alternative locations and update the total driving load for each driving load analysis unit.

[0242] Specifically, when the location of unspecified traffic signs is adjusted, the total driving load of each driving load analysis unit will change because the total driving load of each unit is related to the location of the traffic signs. Therefore, it is necessary to recalculate the total driving load of each unit to obtain an updated total driving load.

[0243] Alternatively, one possible implementation of S502 is:

[0244] S5021. Adjust the distance according to the alternative positions of each unspecified class sign, and update the position of each unspecified class sign.

[0245] Specifically, the adjusted position of each unspecified class sign is determined based on the distance adjustment of the alternative positions for each unspecified class sign and the original position coordinates of each unspecified class sign.

[0246] It should be noted that the calculation yielded... or Explanation of the first k If the adjusted location of an unspecified type of sign is not within 2km upstream of the reference point, then the sign is removed. k An undefined category of marker.

[0247] S5022. Update the sign driving load and additional driving load based on the updated position of each unspecified class sign.

[0248] Specifically, after the location of each unspecified sign is updated, the number of traffic signs in each driving load analysis unit will change, according to... Figure 3 The method shown recalculates the sign driving load; and according to Figure 4 The additional driving load is recalculated in the manner shown.

[0249] S5023. Based on the basic road driving load, the updated sign driving load, and the updated additional driving load, obtain the total driving load of each driving load analysis unit after the update.

[0250] 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 into the total driving load of each updated driving load analysis unit to obtain the total driving load of each unit.

[0251] S503. Based on the updated total driving load of each driving load analysis unit and the preset target, determine the target alternative position adjustment distance from multiple sets of alternative position adjustment distances.

[0252] The target alternative location adjustment distance includes the target location adjustment distance for each unspecified type of marker.

[0253] The preset objectives include: minimizing the sum of squared deviations and / or minimizing the minimum and average driving load of multiple driving load analysis units.

[0254] Specifically, the preset objectives include a primary objective function and a secondary objective function. The primary objective function minimizes the sum of squared deviations of the total driving load for each driving load analysis unit. The calculation formula is as follows:

[0255] Formula 12

[0256] in, This represents the average driving load corresponding to the total driving load of 200 driving load analysis units within a 2km radius;

[0257] The secondary objective function is to minimize the average driving load in the highway exit area. The calculation formula is as follows:

[0258] Formula 13

[0259] Based on the two objective functions mentioned above, and the updated total driving load of each driving load analysis unit obtained from the adjustment distance of each set of candidate positions, the target candidate position adjustment distance that satisfies the two objective functions is obtained. Therefore, the position of each unspecified class sign is adjusted according to the target position adjustment distance of each unspecified class sign included in the target candidate position adjustment distance.

[0260] It should be noted that in practice, the objective function corresponding to Formula 12 has a higher priority than 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.

[0261] In this embodiment, by setting an objective function and constraining the location of traffic signs in highway exit areas, the target location adjustment distance for each unspecified type of sign is determined. This ensures that when adjusting the location of traffic signs, the driving load is balanced as much as possible. Specifically, by rationally distributing the driver's load during driving, the load is kept at a stable level, thereby guaranteeing driving safety and efficiency. Stability has two meanings: first, maintaining a relatively stable total driving load across all driving load analysis units; and second, minimizing the average driving load of the driver in highway exit areas.

[0262] Optionally, based on the above embodiments, the method further includes:

[0263] S106. Based on the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, as well as the total driving load of each driving load analysis unit, determine the target position adjustment distance for each suggested type of sign.

[0264] For details on the specific implementation of S106, please refer to S105; it will not be elaborated here.

[0265] Accordingly, S501 is implemented as follows: based on the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, as well as the location adjustment range constraints of each unspecified type of sign, the distance constraints between any two traffic signs, and the location adjustment range constraints of each suggested type of sign, multiple sets of alternative location adjustment distances are determined.

[0266] The multiple sets of alternative location adjustment distances also include the alternative location adjustment distances for each suggested sign.

[0267] Specifically, based on S501, an additional constraint is added: a constraint on the range of position adjustment for each suggested class of flags, with the following formula:

[0268] Formula 14

[0269] At this point, for the distance constraint formula between any two traffic signs, i.e., in Formula 11, due to the adjustment of the position of the suggestion-type signs, therefore... h 2j The value is no longer 0.

[0270] Then, by using the location information of each prescribed sign, each suggested sign, and each unprescribed sign, as well as the location adjustment range constraints for each unprescribed sign, the distance constraints between any two traffic signs, and the location adjustment range constraints for each suggested sign, multiple sets of alternative location adjustment distances are obtained. These alternative location adjustment distances include not only the alternative location adjustment distances for each unprescribed sign but also the alternative location adjustment distances for each suggested sign.

[0271] Then, adjust the distance based on the target candidate locations determined according to S502-S503.

[0272] In this embodiment, in addition to adjusting the positions of unspecified signs, the positions of suggested signs are also adjusted, further making the adjusted positions of traffic signs more reasonable.

[0273] Optionally, based on the above embodiments, one possible implementation of S104 is as follows:

[0274] S1041. Based on the basic road driving load, sign driving load, additional driving load, and random variables, obtain the total driving load of this driving load analysis unit.

[0275] Among them, the random variable follows a normal distribution.

[0276] Specifically, when obtaining the total driving load of the driving load analysis unit 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:

[0277] R = R a + R b + R c +ε formula 15

[0278] Correspondingly, another specific implementation of S105 is as follows:

[0279] S1051. Adjust the value of the random variable multiple times. For each time variable after adjustment, based on the total driving load and the position information of each specified class sign, each suggested class sign, and each unspecified class sign, obtain the alternative position adjustment distance for each unspecified class sign.

[0280] 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 may also be included to obtain the adjustment distance of the alternative positions for each unspecified class marker.

[0281] S1052. Based on the alternative position adjustment distances for each unspecified class marker corresponding to the random variable after each adjustment, determine the target position adjustment distance for each unspecified class marker.

[0282] Specifically, the value of the random variable ε is adjusted randomly multiple times, and there are multiple adjustment distances for each candidate position for each unspecified class of marker. For each unspecified class of marker, there may be multiple candidate position adjustment distances that make Formula 12 and Formula 13 optimal. Therefore, the candidate position adjustment distance with the highest frequency obtained according to Formula 12 and Formula 13 is selected as the target position adjustment distance.

[0283] In this embodiment, by adding random variables to the total driving load and adjusting the values ​​of these random variables, the obtained target position adjustment distance is made to be as optimal as possible, thus making the driving load more balanced.

[0284] Figure 5 This is a schematic diagram of a highway exit sign adjustment device considering driver load balancing, provided as an embodiment of this application. Wherein, as... Figure 5 As shown, the highway exit sign adjustment device that considers driver load balancing includes: a location determination module 510, a road division module 520, an acquisition module 530, and a location adjustment module 540.

[0285] The location determination module 510 is used to determine the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign set within a preset distance upstream of the benchmark point of the target highway exit;

[0286] The road division module 520 is used to divide the preset distance into multiple driving load analysis units at equal intervals.

[0287] The acquisition module 530 is used to acquire, for each driving load analysis unit, the basic driving load caused by road design, the sign driving load caused by individual traffic sign settings, the additional driving load caused by the overlapping effects of adjacent traffic signs set too close together, and the total driving load of the driving load analysis unit based on the basic driving load caused by road design, the sign driving load caused by individual traffic sign settings, and the additional driving load caused by the overlapping effects of adjacent traffic signs set too close together.

[0288] The position adjustment module 540 is used to determine the target position adjustment distance for each unspecified class sign based on the position information of each specified class sign, each suggested class sign, each unspecified class sign, and the total driving load of each driving load analysis unit.

[0289] Optionally, when acquiring the basic driving load caused by the road design, the acquisition module 530 is specifically used for:

[0290] Multiple indicator data are acquired, and each indicator data is processed to obtain standardized indicator data by dimensionless processing. The indicator data includes: accelerator pedal pressure, brake pedal pressure, pupil diameter, pupil diameter variability rate, and EEG cognitive attention.

[0291] Calculate the correlation between any two standardized indicator data based on the multiple standardized indicator data;

[0292] Based on the correlation between any two of the standardized index data, the covariance matrix is ​​obtained;

[0293] Based on the covariance matrix and the standardized index data, the target component factors related to generating the basic driving load of the road are obtained.

[0294] The basic driving load of the road is obtained based on the target component factor.

[0295] Optionally, when the acquisition module 530 obtains the target component factors related to generating the basic road driving load based on the covariance matrix and the standardized index data, it is specifically used for:

[0296] Based on the covariance matrix, at least one eigenvalue of the covariance matrix and an eigenvector corresponding to each eigenvalue are obtained;

[0297] Based on the at least one feature value, the contribution rate of the component factor corresponding to each feature value is obtained;

[0298] The target component factor is determined based on the contribution rate of the component factor corresponding to each of the aforementioned feature values.

[0299] Optionally, when acquiring the sign driving load caused by individual traffic sign settings, the acquisition module 530 is specifically used for:

[0300] Determine the first positional relationship between each of the driving load analysis units and the driving load analysis units with set signs;

[0301] Determine the total amount of information about the signs contained in the driving load analysis unit where the signs are set;

[0302] Based on the first positional relationship and the total amount of information, the driving load of the sign is obtained.

[0303] Optionally, when the acquisition module 530 acquires information about the additional driving load caused by the overlapping effects of adjacent traffic signs being set too close together, it is specifically used for:

[0304] When the driving load analysis unit is a driving load analysis unit that sets a sign, the driving load analysis unit containing the sign adjacent to any sign in the driving load analysis unit is the target driving load analysis unit;

[0305] Determine the second positional relationship between the driving load analysis unit and the target driving load analysis unit;

[0306] Based on the second positional relationship, a target correspondence is determined from multiple correspondences between the additional driving load and the basic road driving load, and the sign driving load;

[0307] The additional driving load is obtained based on the target correspondence, the basic driving load of the road, and the driving load of the sign.

[0308] When determining the target position adjustment distance for each unspecified class sign based on the position information of each specified class sign, each suggested class sign, each unspecified class sign, and the total driving load of each driving load analysis unit, the position adjustment module 540 is specifically used for:

[0309] Based on the position information of each specified class sign, each suggested class sign, and each unspecified class sign, as well as the position adjustment range constraint of each unspecified class sign and the distance constraint between any two signs, multiple sets of alternative position adjustment distances are determined, wherein each set of alternative position adjustment distances includes the alternative position adjustment distance of each unspecified class sign;

[0310] Adjust the distance for each group of alternative locations and update the total driving load for each driving load analysis unit;

[0311] Based on the updated total driving load of each driving load analysis unit and the preset target, a target alternative location adjustment distance is determined from multiple sets of alternative location adjustment distances. The target alternative location adjustment distance includes the target location adjustment distance for each unspecified class of marker. The preset target includes: the minimum sum of squared deviations and / or the minimum and average driving load of the multiple driving load analysis units.

[0312] Optionally, when updating the total driving load of each driving load analysis unit, the acquisition module 530 is specifically used for:

[0313] Adjust the distance according to the alternative positions of each unspecified class of marker, and update the position of each unspecified class of marker;

[0314] The additional driving load of the sign driving load is updated based on the updated position of each unspecified class sign;

[0315] Based on the basic road driving load, the updated sign driving load, and the updated additional driving load, the updated total driving load of each driving load analysis unit is obtained.

[0316] Optionally, the position adjustment module 540 is also used for:

[0317] Based on the location information of each prescribed sign, each recommended sign, and each unprescribed sign, as well as the total driving load of each driving load analysis unit, determine the target position adjustment distance for each recommended sign.

[0318] When determining multiple sets of alternative position adjustment distances based on the position information of each specified type of marker, each suggested type of marker, and each unspecified type of marker, as well as the position adjustment range constraints for each unspecified type of marker and the distance constraints between any two markers, the position adjustment module 540 is specifically used for:

[0319] Based on the position information of each specified type of sign, each suggested type of sign, and each unspecified type of sign, as well as the position adjustment range constraints for each unspecified type of sign, the distance constraints between any two signs, and the position adjustment range constraints for each suggested type of sign, multiple sets of alternative position adjustment distances are determined. The multiple sets of alternative position adjustment distances also include alternative position adjustment distances for each suggested type of sign.

[0320] Optionally, when the acquisition module 530 acquires the total driving load of the driving load analysis unit based on the basic driving load caused by road design, the driving load caused by individual traffic signs, and the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together, it is specifically used for:

[0321] Based on the basic driving load caused by road design, the driving load caused by individual traffic signs, the additional driving load caused by the overlapping effects of adjacent traffic signs placed too close together, and random variables, the total driving load of this driving load analysis unit is obtained, where the random variables are normally distributed.

[0322] When determining the target position adjustment distance for each unspecified class sign based on the position information of each specified class sign, each suggested class sign, each unspecified class sign, and the total driving load of each driving load analysis unit, the position adjustment module 540 is specifically used for:

[0323] The value of the random variable is adjusted multiple times. For each time variable after adjustment, based on the total driving load and the location information of each specified class sign, each suggested class sign, and each unspecified class sign, the alternative location adjustment distance for each unspecified class sign is obtained.

[0324] The target position adjustment distance for each unspecified class marker is determined based on the alternative position adjustment distance for each unspecified class marker corresponding to the random variable after each adjustment.

[0325] The highway exit sign adjustment device considering driver load balancing provided in this application embodiment can be referred to the above method embodiment for its specific implementation process. Its implementation principle and technical effect are similar, and will not be repeated here.

[0326] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device includes a processor 610 and a memory 620.

[0327] The memory 620 stores computer-executed instructions.

[0328] The processor 610 executes the computer execution instructions stored in the memory 620, causing the processor 610 to perform the method described in any of the above embodiments.

[0329] The electronic device provided in this application embodiment can be referred to the above method embodiment for its specific implementation process. The implementation principle and technical effect are similar, and will not be repeated here.

[0330] In the above Figure 6In the illustrated embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0331] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage.

[0332] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0333] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the method shown in the above-described method embodiments.

[0334] The aforementioned computer-readable storage medium can be implemented by any type of volatile or non-volatile storage 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 readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0335] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0336] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to 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; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0337] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this 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 type of sign, each suggested type of sign, and each unprescribed type of sign within a preset distance upstream of the benchmark point of the target highway exit; The preset distance is divided into multiple driving load analysis units at equal intervals; For each driving load analysis unit, the following are obtained: the basic driving load caused by road design, the driving load caused by individual traffic sign placement, and the additional driving load caused by overlapping effects from adjacent traffic signs placed too close together. This includes: when the driving load analysis unit is a driving load analysis unit that sets up signs, obtaining the driving load analysis unit containing any sign adjacent to any sign in the driving load analysis unit as the target driving load analysis unit; determining a second positional relationship between the driving load analysis unit and the target driving load unit; and determining a target correspondence relationship from multiple correspondence relationships between the additional driving load and the basic driving load of the road, and the driving load of the signs, based on the second positional relationship. The additional driving load is obtained based on the target correspondence, the basic driving load of the road, and the driving load of the sign. The total driving load of the driving load analysis unit is obtained based on the basic driving load of the road, the driving load of the signs, and the additional driving load. Based on the location 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, determine the target position adjustment distance for each unspecified class sign, including: Based on the location information of each prescribed sign, each recommended sign, and each unprescribed sign, as well as the total driving load of each driving load analysis unit, determine the target position adjustment distance for each recommended sign. Based on the position information of each specified class sign, each suggested class sign, and each unspecified class sign, as well as the position adjustment range constraints for each unspecified class sign, the distance constraints between any two signs, and the position adjustment range constraints for each suggested class sign, multiple sets of alternative position adjustment distances are determined. These multiple sets of alternative position adjustment distances include the alternative position adjustment distances for each suggested class sign and the alternative position adjustment distances for each unspecified class sign. For each group of candidate locations, adjust the distance; based on the adjustment distance of each candidate location for each unspecified type of sign, update the position of each unspecified type of sign; based on the updated position of each unspecified type of sign, update the additional driving load of the sign driving load; based on the basic road driving load, the updated sign driving load, and the updated additional driving load, obtain the updated 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 location adjustment distance is determined from multiple sets of alternative location adjustment distances. The target alternative location adjustment distance includes the target location adjustment distance for each unspecified class of marker. The preset target includes: the minimum sum of squared deviations and / or the minimum and average driving load of the multiple driving load analysis units.

2. The method according to claim 1, characterized in that, The acquisition of the basic driving load caused by the road design includes: Multiple indicator data are acquired, and each indicator data is processed to obtain standardized indicator data by dimensionless processing. The indicator data includes: accelerator pedal pressure, brake pedal pressure, pupil diameter, pupil diameter variability rate, and EEG cognitive attention. Calculate the correlation between any two standardized indicator data based on the multiple standardized indicator data; Based on the correlation between any two of the standardized index data, the covariance matrix is ​​obtained; Based on the covariance matrix and the standardized index data, the target component factors related to generating the basic driving load of the road are obtained. The basic driving load of the road is obtained based on the target component factor.

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

4. The method according to claim 1, characterized in that, The acquisition of the sign driving load caused by individual traffic sign settings includes: Determine the first positional relationship between each of the driving load analysis units and the driving load analysis units that set up traffic signs; Determine the total amount of traffic sign information included in the driving load analysis unit for setting traffic signs; Based on the first positional relationship and the total amount of information, the driving load of the sign is obtained.

5. The method according to any one of claims 1-4, characterized in that, The step of obtaining the total driving load of the driving load analysis unit based on the basic driving load of the road, the driving load of the signs, and the additional driving load includes: Based on the basic driving load of the road, the driving load of the sign, the additional driving load, and the random variable, the total driving load of the driving load analysis unit is obtained, wherein the random variable belongs to a normal distribution; The step of determining the target position adjustment distance for each unspecified sign based on the position information of each specified sign, each suggested sign, each unspecified sign, and the total driving load of each driving load analysis unit includes: The value of the random variable is adjusted multiple times. For each adjusted random variable, based on the total driving load and the location information of each specified class sign, each suggested class sign, and each unspecified class sign, the alternative location adjustment distance for each unspecified class sign is obtained. The target position adjustment distance for each unspecified class marker is determined based on the alternative position adjustment distance for each unspecified class marker corresponding to the random variable after each adjustment.

6. A highway exit sign adjustment device that considers driver load balancing, characterized in that, include: The location determination module is used to determine the location information of each specified type of sign, each suggested type of sign, and each unspecified type of sign set within a preset distance upstream of the benchmark point of the target highway exit; The road segmentation module is used to divide the preset distance into multiple driving load analysis units at equal intervals. The acquisition module is used to acquire, 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 overlapping effects of adjacent traffic signs placed too close together. Based on the basic driving load, the sign driving load, and the additional driving load, it acquires the total driving load of the driving load analysis unit. Specifically, when the driving load analysis unit is a driving load analysis unit with a sign, it acquires the driving load analysis unit containing any sign adjacent to any sign in the driving load analysis unit as the target driving load analysis unit; and determines a second positional relationship between the driving load analysis unit and the target driving load unit. Based on the second positional relationship, a target correspondence is determined from multiple correspondences between the additional driving load and the basic road driving load, and the sign driving load; The additional driving load is obtained based on the target correspondence, the basic driving load of the road, and the driving load of the sign. The position adjustment module, used to determine the target position adjustment distance for each unspecified class sign based on the position information of each specified class sign, each suggested class sign, and each unspecified class sign, as well as the total driving load of each driving load analysis unit, specifically for: Based on the location information of each prescribed sign, each recommended sign, and each unprescribed sign, as well as the total driving load of each driving load analysis unit, determine the target position adjustment distance for each recommended sign. Based on the position information of each specified class sign, each suggested class sign, and each unspecified class sign, as well as the position adjustment range constraints for each unspecified class sign, the distance constraints between any two signs, and the position adjustment range constraints for each suggested class sign, multiple sets of alternative position adjustment distances are determined. These multiple sets of alternative position adjustment distances include the alternative position adjustment distances for each suggested class sign and the alternative position adjustment distances for each unspecified class sign. For each group of candidate locations, adjust the distance; based on the adjustment distance of each candidate location for each unspecified type of sign, update the position of each unspecified type of sign; based on the updated position of each unspecified type of sign, update the additional driving load of the sign driving load; based on the basic road driving load, the updated sign driving load, and the updated additional driving load, obtain the updated 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 location adjustment distance is determined from multiple sets of alternative location adjustment distances. The target alternative location adjustment distance includes the target location adjustment distance for each unspecified class of marker. The preset target includes: the minimum sum of squared deviations and / or the minimum and average driving load of the multiple driving load analysis units.

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