Bidirectional double-lane ordinary highway tunnel high beam linkage lighting device and method

Abstract

The invention belongs to the technical field of automobile active safety, and discloses a bidirectional double-lane ordinary highway tunnel high beam linkage lighting device and method, and the device comprises a dynamic high beam recognition system, a delayed tunnel lighting adjustment system and a wireless communication module. The speed, average speed and traffic flow of vehicles at each sampling point in a tunnel are calculated through a dynamic high beam recognition system, whether high beams of the vehicles are turned on or not is judged, the light intensity of the vehicles turning on the high beams is marked, and lighting control information is generated through a delayed tunnel lighting adjustment system, so that the light intensity and color temperature of a tunnel lighting device are adjusted; by means of the device and the method, dynamic delayed illumination capable of reducing negative effects of the high beam in the tunnel can be achieved, the whole adjusting process is smooth, a driver is helped to adapt to light changes, and stimulation and discomfort caused by changing of light intensity and color temperature of the illumination device are reduced.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile active safety, and relates to a high-beam linkage lighting device and method for a bidirectional double-lane ordinary highway tunnel. Background Art

[0002] Tunnels are common infrastructure in the transportation field. In ordinary two-way, two-lane highway tunnels, when a vehicle turns on its high beam, it may have a serious impact on the vision of oncoming drivers, causing almost loss of visual perception and increasing the risk of traffic accidents.

[0003] However, the existing technology can only detect vehicles with high beams turned on and punish their behavior, but there is no corresponding device and method for real-time adjustment of the light intensity and color temperature of the tunnel lighting device. When vehicles in the tunnel turn on their high beams, many traffic accidents still occur, and driving safety is poor.

[0004] In view of this, the present invention is proposed. Summary of the invention

[0005] The purpose of the present invention is to overcome the shortcomings of the above-mentioned prior art and to propose a high-beam linkage lighting device and method for a bidirectional two-lane ordinary highway tunnel, which uses a dynamic high-beam recognition system to real-time identify vehicles with high-beams turned on and a delayed tunnel lighting adjustment system, so that drivers of affected oncoming vehicles will receive smooth adjustments of the lighting device in the tunnel in advance before encountering vehicles with high-beams turned on, thereby helping drivers adapt to light changes, reducing the stimulation and discomfort caused by changing the light intensity of the lighting device, and improving driving safety.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions:

[0007] A bidirectional two-lane ordinary highway tunnel high beam linkage lighting device, comprising a dynamic high beam recognition system, a delayed tunnel lighting adjustment system and a wireless communication module, wherein the dynamic high beam recognition system, the delayed tunnel lighting adjustment system and the wireless communication module are connected by wire or wirelessly;

[0008] The dynamic high beam recognition system is used to recognize vehicles with high beams turned on in real time, and calculate the traffic volume passing through each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles;

[0009] The delayed tunnel lighting adjustment system is used to receive data information sent by the dynamic high beam recognition system, generate lighting control information, and adjust the light intensity and color temperature of each sampling point in the tunnel in real time according to the generated lighting control information;

[0010] The wireless communication module is used to realize data transmission between the dynamic high beam recognition system and the delayed tunnel lighting adjustment system.

[0011] Furthermore, the dynamic high beam recognition system includes an image acquisition module, a light intensity monitoring module and a data preprocessing unit.

[0012] The image acquisition module includes a plurality of cameras installed at the tunnel entrance and inside the tunnel, wherein the plurality of cameras are arranged at equal intervals in the direction of the incoming vehicle and the outgoing vehicle, and the cameras are used to collect image information of the vehicles in the tunnel in real time;

[0013] The light intensity monitoring module includes an optical sensor for recording changes in vehicle light intensity, and the optical sensor is used to monitor the light intensity of vehicles in the tunnel in real time;

[0014] The data preprocessing unit is used to receive data from the camera and the optical sensor in real time, and calculate the traffic volume at each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles in real time, and determine whether the vehicles in the tunnel have turned on their high beams, and mark the light intensity of the high beams of the vehicles that have turned on their high beams;

[0015] The delayed tunnel lighting adjustment system includes a lighting device capable of adjusting light intensity and color temperature, a data processing unit and a lighting control device;

[0016] The lighting devices are installed on the top and sides of the tunnel;

[0017] The data processing unit is used to receive the output information of the data pre-processing unit in real time and generate lighting control information;

[0018] The lighting control system adjusts the light intensity and color temperature of the lighting device in real time according to the lighting control information.

[0019] In addition, the present invention also provides a lighting method of a high-beam linkage lighting device for a bidirectional two-lane ordinary highway tunnel, comprising the following steps:

[0020] Step 1: The dynamic high beam recognition system identifies vehicles with high beams on and their light intensity in real time, and calculates the traffic volume at each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles, and sends this data information to the delayed tunnel lighting adjustment system through the wireless communication module;

[0021] Step 2: The delayed tunnel lighting adjustment system receives the data information sent by the dynamic high beam recognition system in real time, generates lighting control information, and adjusts the light intensity and color temperature of the lighting device in the tunnel in real time according to the lighting control information.

[0022] Furthermore, the specific steps of step 1 are as follows:

[0023] Step 1.1 Use the camera installed in the tunnel to collect image information in the tunnel in real time;

[0024] Step 1.2. Use an optical sensor to monitor the light intensity of vehicles in the tunnel in real time and record the changes in light intensity;

[0025] Step 1.3. The data preprocessing unit identifies vehicles with high beams on and their light intensity based on the image information collected by the camera and the light intensity information of the optical sensor, and calculates the speed, average speed and traffic volume of each vehicle at each sampling point in the tunnel.

[0026] Furthermore, the specific steps of step 2 are:

[0027] Step 2.1 When a certain sampling point detects that a vehicle has turned on its high beam, determine its light intensity a, and take the sampling point as the origin and calculate the time difference |Tc| between the moment when the high beam vehicle is detected at the sampling point and the moment when the oncoming vehicle at the adjacent sampling point encounters the high beam vehicle in sequence from near to far. The calculation ends when |Tc|>60s or the number of intervals with the sampling point exceeds 10;

[0028] Step 2.2 Calculate the single vehicle lighting coefficient Ka of the corresponding sampling point according to the time difference |Tc|;

[0029] Step 2.3 updates the target lighting coefficient Km and its state Bm of the sampling point in real time according to the single vehicle lighting coefficient Ka of the sampling point;

[0030] Step 2.4 updates the lighting control coefficient Kz of the lighting device in real time according to the target lighting coefficient Km and the state Bm of the sampling point;

[0031] Step 2.5: updating the light intensity and color temperature of the lighting device in real time according to the lighting control coefficient Kz of the lighting device;

[0032] Step 2.6 The lighting control system adjusts the light intensity and color temperature of the lighting device in real time according to the light intensity and color temperature information of the lighting device obtained in step 2.5.

[0033] Furthermore, in step 2.1, |Tc| is calculated as follows:

[0034] |Tc|=max(Ty[n],Td[m])+Te

[0035] Wherein, Ty[n] represents the time when the vehicle with high beam lights on reaches the nth sampling point in the direction with the sampling point of the vehicle with high beam lights on as the origin and the direction of the oncoming vehicle as the sampling axis; Td[m] represents the time when the oncoming vehicle reaches the mth sampling point in the direction from the sampling point of the oncoming vehicle to the direction of the vehicle with high beam lights on;

[0036] Te represents the time difference from the time when the vehicle with high beam lights arrives later and the sampling point closest to the road section where the oncoming vehicle meets to the time when the two vehicles meet;

[0037] The specific calculation method of Te is: compare the time it takes for the vehicle with high beam on to arrive at the sampling point closest to the encounter position with the oncoming vehicle. Assuming that the vehicle with high beam on arrives first, its average speed is v1, the leading time is T, the average speed of the oncoming vehicle is v2, and the distance between two adjacent sampling points is S, then Te = (S-v1×T) / (v1+v2).

[0038] Furthermore, in step 2.2, the calculation formula of the single vehicle lighting coefficient Ka is:

[0039] Ka=a×f1(|Tc|)

[0040] Where f1 is a cubic linear function with a maximum value of 1 and a minimum value of 0, and a is the light intensity of the vehicle with the high beam turned on.

[0041] Furthermore, in step 2.3, the target illumination coefficient Km is updated as follows:

[0042] (1) When a vehicle with high beam lights on appears and a new single vehicle lighting coefficient Ka appears at the sampling point closest to the encounter position of the oncoming vehicle in the driving direction of the oncoming vehicle, the single vehicle lighting coefficient Ka is compared with its target lighting coefficient Km, and the maximum value is taken as the updated target lighting coefficient Km. If the single vehicle lighting coefficient Ka is greater than the target lighting coefficient Km, the update state Bm of the target lighting coefficient Km is set to 1, indicating that it is being updated;

[0043] (2) When a vehicle with its high beam on does not leave the camera field of view at the sampling point, the high beam on status is continuously determined, and when its high beam is on, a new single-vehicle lighting coefficient Ka is continuously calculated and then the target lighting coefficient Km is updated.

[0044] Furthermore, in step 2.4, the target illumination coefficient Kz is updated as follows:

[0045] (1) When the target illumination coefficient Km of a sampling point is different from the illumination control coefficient Kz and the update state Bm corresponding to the target illumination coefficient Km is 1, the illumination control coefficient Kz gradually changes to the target illumination coefficient Km;

[0046] (2) When the lighting control coefficient Kz is consistent with the target lighting coefficient Km, the target lighting coefficient Km and the update state Bm are both set to 0, and the lighting control coefficient Kz is kept unchanged for 10 seconds, and then gradually reduced to 0;

[0047] (3) When the target illumination coefficient Km is updated, the above process (2) is interrupted and the illumination control coefficient Kz is gradually changed to the target illumination coefficient Km.

[0048] Furthermore, the step 2.5 is specifically as follows:

[0049] Ilight=Ibase+k*max(0,(Kz-Ts))

[0050] Among them, Ilight is the adjusted lighting intensity, Ibase is the basic lighting intensity, k is the light intensity control coefficient, Kz is the lighting control coefficient, and Ts is the minimum threshold of light intensity adjustment;

[0051] Clight=Cbase+m*max(0,(Kz-Ta))

[0052] Among them, Clight is the adjusted color temperature, Cbase is the basic color temperature, m is the color temperature adjustment coefficient, Kz is the lighting control coefficient, and Ta is the minimum threshold of color temperature adjustment.

[0053] Compared with the prior art, the present invention has the following beneficial effects:

[0054] The present invention provides a two-way two-lane ordinary highway tunnel high beam linkage lighting device and method, which realizes dynamic delayed lighting in the tunnel to reduce the negative impact of high beams through a dynamic high beam recognition system and a delayed tunnel lighting adjustment system. When the driver of the oncoming vehicle encounters the high beam, he will accept the smooth adjustment of the lighting in the tunnel in advance before encountering the vehicle with the high beam turned on. Before meeting the vehicle, the light intensity of the lighting device in the tunnel is steadily increased, making it easier for the driver of the oncoming vehicle to adapt to the impact of the high beam and reduce the stimulation caused by the rapid change of the light intensity of the lighting device in the tunnel; after the meeting, the light intensity of the lighting device is also gradually reduced to regular lighting to help the driver adapt to the light change and reduce the stimulation and discomfort caused by the change of the light intensity of the lighting device. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings are incorporated in and constitute a part of this specification and, together with the description, serve to explain the principles of the present invention.

[0056] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0057] Figure 1 An overall flow chart of a method for a high-beam linkage lighting device for a bidirectional two-lane ordinary highway tunnel provided by the present invention;

[0058] Figure 2 A flow chart of a dynamic high beam recognition system in a lighting method of a high beam linkage lighting device for a bidirectional two-lane ordinary highway tunnel provided by the present invention;

[0059] Figure 3 A flow chart of a delayed tunnel lighting adjustment system in a lighting method for a high-beam linkage lighting device in a bidirectional two-lane ordinary highway tunnel provided by the present invention. DETAILED DESCRIPTION

[0060] Here, exemplary embodiments will be described in detail, and the embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Instead, they are only examples of devices consistent with some aspects of the present invention as detailed in the appended claims.

[0061] Please refer to Figure 1 The present embodiment provides a bidirectional two-lane ordinary highway tunnel high beam linkage lighting device, including a dynamic high beam recognition system, a delayed tunnel lighting adjustment system, a wireless communication module, a power management system and a monitoring and feedback system. The dynamic high beam recognition system, the delayed tunnel lighting adjustment system, the wireless communication module, the power management system are respectively connected to the monitoring and feedback system by wired or wireless means.

[0062] In the entire device, the sampling point is the location where the image acquisition module and the light intensity monitoring module are installed.

[0063] The dynamic high beam recognition system is used to identify vehicles with high beams on in real time, mark the light intensity of vehicles with high beams on, and calculate the traffic volume passing through each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles.

[0064] The dynamic high beam recognition system includes an image acquisition module, a light intensity monitoring module and a data preprocessing unit. The image acquisition module includes multiple cameras installed at the tunnel entrance and inside the tunnel, and multiple cameras are evenly spaced in the direction of incoming and outgoing vehicles. In order to ensure that the camera can cover all lanes, it is shot at a conventional inclination angle of minus 15 degrees to minus 30 degrees. Among them, the camera is a high-resolution camera with good low-light performance (such as a CMOS or CCD camera) to collect image information of vehicles in the tunnel in real time.

[0065] The light intensity monitoring module includes a high-sensitivity photoelectric sensor, which is synchronized with the camera's position and shooting angle to ensure that the vehicle's light source can be captured. It then cooperates with the camera to monitor the light intensity of the vehicle in the tunnel in real time and record changes in light intensity.

[0066] The data preprocessing unit includes a high-performance microprocessor or an embedded system, which is used to receive data from cameras and optical sensors in real time, and calculate the traffic flow at each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles in real time, as well as determine whether the vehicles in the tunnel have turned on their high beams and mark the intensity of the high beams of vehicles that have turned on their high beams.

[0067] The delayed tunnel lighting adjustment system is used to receive data information sent by the dynamic high beam recognition system, generate lighting control information, and adjust the light intensity and color temperature of the tunnel lighting device in real time according to the generated lighting control information. Specifically, the delayed tunnel lighting adjustment system includes a lighting device capable of adjusting light intensity and color temperature, a data processing unit, and a lighting control system.

[0068] Specifically, the lighting device is a high-intensity dimmable LED lamp that supports the adjustment of light intensity and color temperature. It is evenly distributed along the top and sides of the tunnel to ensure that the lighting covers the entire lane.

[0069] The data processing unit is used to receive the output information of the data pre-processing unit in real time and generate lighting control information.

[0070] The lighting control system remotely controls and automatically adjusts the lighting device according to the lighting control information, realizing real-time adjustment of the light intensity and color temperature of the lighting device.

[0071] The wireless communication module is used to realize data transmission between the dynamic high beam recognition system and the delayed tunnel lighting adjustment system to ensure the sharing and processing of real-time data. Specifically, the wireless communication module can be Wi-Fi, Zigbee or LoRa.

[0072] The monitoring and feedback system is a visual interface for operators to view the system status and adjust parameters in the entire device. It is used to monitor the system operation status in real time, record data and provide feedback.

[0073] The power management system provides stable power to all devices to ensure the normal operation of the entire device. It has overload protection and voltage regulation functions to improve the reliability of the entire device.

[0074] In addition, this embodiment also provides a lighting method of a high-beam linkage lighting device in a bidirectional two-lane ordinary highway tunnel, comprising the following steps:

[0075] Step 1: Please refer to Figure 1 and Figure 2 The dynamic high beam recognition system identifies vehicles with high beams on and their light intensity in real time, and calculates the traffic volume at each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles, and sends this data information to the delayed tunnel lighting adjustment system through the wireless communication module.

[0076] Step 1.1 Use the camera installed in the tunnel to collect image information in the tunnel in real time;

[0077] Step 1.2. Use an optical sensor to monitor the light intensity of vehicles in the tunnel in real time and record the changes in light intensity;

[0078] Step 1.3. The data preprocessing unit identifies vehicles with high beams on and their light intensity based on the image information collected by the camera and the light intensity information of the optical sensor, and calculates the speed, average speed and traffic volume of each vehicle at each sampling point in the tunnel.

[0079] The video captured by the camera uses the YOLO algorithm and deepsort algorithm to perform vehicle recognition, obtain vehicle trajectory generation and average speed.

[0080] In step 1.3, the speed of each vehicle at each sampling point is calculated as follows: the trajectory of each vehicle passing through each sampling point is obtained according to the deepsort algorithm, and the distance between the vehicle and the sampling point is calculated according to the pre-marked calibration scale, so as to further calculate the vehicle speed. The average speed of each sampling point is calculated as follows: the sum of the average speeds of all vehicles at the sampling point / the number of vehicles at the sampling point.

[0081] The light intensity information collected by the photoelectric sensor is used to determine whether the high beam is turned on and record the high beam intensity of the vehicle with the high beam turned on. The judgment of whether the vehicle turns on the high beam is based on whether the vehicle's light intensity exceeds the maximum light intensity threshold. The threshold is used as a parameter and can be adjusted according to the actual use effect.

[0082] Specifically, in step 1.3, the specific method for identifying the high beam is as follows: set L 最大光强阈值 , the light intensity value L collected by the photoelectric sensor 光强 With L 最大光强阈值 In comparison, if L 光强 >L 最大光强阈值 , confirm that the high beam is on, use the YOLO algorithm to identify the vehicle with the high beam on in the video captured by the camera, and output the result of all the detected vehicles with the high beam on, and mark them as the high beam on state, and set their light intensity L 光强 =Photoelectric sensor reading.

[0083] Step 2: Please refer to Figure 1 and Figure 3 The delayed tunnel lighting adjustment system receives the data information sent by the dynamic high beam recognition system in real time, generates lighting control information, and adjusts the light intensity and color temperature of the lighting device in the tunnel in real time according to the lighting control information.

[0084] The delayed dynamic lighting of the delayed tunnel lighting adjustment system is based on the time difference |Tc| between the moment when the high-beam vehicle is detected and the moment when the oncoming vehicle meets the high-beam vehicle. The lighting device is adjusted with the greatest intensity when the vehicle meets the oncoming vehicle, and gradually increases from the default value before the oncoming vehicle meets the oncoming vehicle, and gradually restores the default value after the oncoming vehicle meets the oncoming vehicle, so that the oncoming vehicle gradually adapts to the high-intensity lighting, and gradually restores the lighting after the oncoming vehicle meets the oncoming vehicle. The details are as follows:

[0085] Step 2.1 When a vehicle's high beam is detected at a certain sampling point, determine its light intensity a. Calculate the time difference |Tc| between the moment when the high beam vehicle is detected and the moment when the oncoming vehicle meets the high beam vehicle for adjacent sampling points in the order from near to far from this sampling point. Finally, obtain the time series |Tc[n]| with this sampling point as the origin and adjacent sampling points as axes. Since the meeting of the oncoming vehicle and the high beam vehicle may not occur in the future, the absolute value is used to represent the time intervals of vehicles approaching and leaving the high beam vehicle simultaneously. Stop the calculation when |Tc| > 60s or the number of intervals from this sampling point exceeds n, where n is defaulted to 10 and can be adjusted according to the actual distance between sampling points, etc.

[0086] The specific calculation method of time |Tc| is as follows:

[0087] Taking the sampling point where the high beam vehicle is located as the origin, calculate the time Ty[1] from the sampling point where the high beam vehicle is located to the first sampling point in the direction of the oncoming vehicle. At the same time, calculate the time Td[1] from the sampling point of the oncoming vehicle to the first sampling point in the direction of the high beam vehicle. Compare the magnitudes of Ty[1] and Td[1], and the one with less time moves forward again to calculate the time required to reach the next sampling point. Calculate successively until the sampling points calculated by both coincide. At this time, compare the magnitudes of the times Ty[n] and Td[m] calculated by both, and the one with more time retreats one sampling point. Assume Ty[n] < Td[m], then the sampling point of the oncoming vehicle in the direction of the high beam vehicle retreats one backward to the (m - 1)-th sampling point in the direction of the high beam vehicle, and the time for retreat is Td[m - 1]. At this time, due to the recursive relationship, Td[m - 1] < Ty[n] < Td[m] is satisfied. At this time, the high beam vehicle reaches the n-th sampling point in the direction of the oncoming vehicle, and the time used is Ty[n]. The oncoming vehicle reaches the (m - 1)-th sampling point in the direction of the high beam vehicle, and the time used is Td[m - 1]. Finally, calculate the time Te from when the high beam vehicle reaches the n-th sampling point until the two vehicles meet. The specific calculation method of time |Tc| is:

[0088] |Tc| = max(Ty[n], Td[m]) + Te

[0089] Among them, Ty[n] represents the time when the vehicle with high beams on reaches the nth sampling point in the direction, with the sampling point where the vehicle with high beams on is the origin and the direction of the oncoming vehicle is the sampling axis. Since there are oncoming vehicles in the front and rear directions of the vehicle with high beams on, the direction of the oncoming vehicle is the sampling axis. Td[m] represents the time when the oncoming vehicle reaches the mth sampling point in the direction, with the sampling point where the oncoming vehicle is the origin and the direction from the sampling point of the oncoming vehicle to the vehicle with high beams on is the sampling axis.

[0090] Te represents the time difference from the time when the sampling point at which the vehicle arriving later with the high beam lights is closest to the encounter position with the oncoming vehicle to the time when the two vehicles meet.

[0091] The time Ty[n] when a vehicle with its high beam on arrives at a certain sampling point in its travel direction is calculated based on its real-time vehicle speed and the traffic volume and average vehicle speed of the first n sampling points in its travel direction.

[0092] The specific calculation method of Ty[n] is as follows: Use the GRU model for training and use, and the input is the current speed of the vehicle with high beams turned on at the sampling point, the average speed and traffic flow of the vehicle with high beams turned on at the sampling point, and the traffic flow and average speed of the first n sampling points in its driving direction. The GRU network parameters are set to two layers, with 64 nodes and 32 nodes respectively, using the tanh activation function and MSE as the loss function. Finally, a node is output, indicating the average speed of the vehicle with high beams turned on to reach the nth sampling point. The arrival time Ty[n] is calculated as the distance between the n sampling points divided by the average speed of the nth sampling point.

[0093] The time Td[n] is calculated as the sum of the time required for the oncoming vehicle to pass through each two adjacent sampling points. The time required for the oncoming vehicle to pass through each two adjacent sampling points is calculated based on the distance between the two sampling points, the average speed and the traffic volume. Specifically, the distance between the two sampling points is divided by the calculated average speed. The average speed is calculated by multiplying the average speed of the two sampling points, the absolute value of the average speed difference and the traffic volume point by the fifth-order eigenvector. The eigenvector is trained and learned as a network parameter, and MSE is used as the loss function.

[0094] The specific calculation method for the time Te required from the time when the vehicle with high beams on reaches the nth sampling point to the time when the two vehicles meet is: compare the time it takes for the vehicle with high beams on to reach the sampling point closest to the meeting point of the two vehicles with the time it takes for the oncoming vehicle to reach the sampling point. Assuming that the vehicle with high beams on arrives first, its average speed is v1, the leading time is T, the average speed of the oncoming vehicle is v2, and the distance between two adjacent sampling points is S, then Te = (S-v1×T) / (v1+v2).

[0095] Step 2.2 calculates the vehicle lighting coefficient Ka of the adjacent sampling points in step 2.1 according to the time difference |Tc|.

[0096] The calculation formula of the bicycle lighting coefficient Ka is:

[0097] Ka=a×f1(|Tc|)

[0098] Where f1 is a cubic linear function with a maximum value of 1 and a minimum value of 0, and a is the light intensity of the vehicle with the high beam turned on.

[0099] Specifically, f1=-(t-60)(t+60) / 3600, the peak is 1 at 0 and is 0 at ±60.

[0100] Step 2.3 updates the target lighting coefficient Km and its state Bm of the sampling point in real time according to the single vehicle lighting coefficient Ka of the sampling point;

[0101] The target illumination coefficient Km is updated as follows:

[0102] (1) When a vehicle with high beam lights on appears and a new single vehicle lighting coefficient Ka appears at the sampling point closest to the encounter position of the oncoming vehicle in the driving direction, the single vehicle lighting coefficient Ka is compared with its target lighting coefficient Km, and the maximum value is taken as the updated target lighting coefficient Km. If the single vehicle lighting coefficient Ka is greater than its target lighting coefficient Km, the update state Bm of the target lighting coefficient Km is set to 1, indicating that it is being updated;

[0103] (2) When the vehicle with the high beam turned on does not leave the camera field of view of the sampling point, the high beam on status of the vehicle with the high beam turned on is continuously judged, and when the high beam is turned on, the new single vehicle lighting coefficient Ka is continuously calculated and the target lighting coefficient Km is updated.

[0104] Step 2.4 updates the target lighting coefficient Km and state Bm of the lighting device in real time according to the single-vehicle lighting coefficient Ka of the sampling point;

[0105] The lighting control coefficient Kz actually controls the illumination of the lighting device and is affected by the target lighting coefficient Km. The target lighting coefficient Km is the target of the lighting control coefficient adjustment. The update method of the target lighting coefficient Kz is:

[0106] (1) When the target illumination coefficient Km of a sampling point is different from the illumination control coefficient Kz and the update state Bm corresponding to the target illumination coefficient Km is 1, the illumination control coefficient Kz gradually changes to the target illumination coefficient Km;

[0107] During this process, the default change speed of the lighting control coefficient Kz is: V 变 =-(t-10)(t+10) / 100, where t is the adjustment time.

[0108] The coefficients of this formula can be adjusted in advance through subjective experiments in the deployment tunnel to achieve a better transition of lighting changes.

[0109] The lighting control coefficient Kz gradually changes to the target lighting coefficient Km within 10 seconds;

[0110] (2) When the lighting control coefficient Kz is consistent with the target lighting coefficient Km, the target lighting coefficient Km and the update state Bm are both set to 0, and the lighting control coefficient Kz is kept unchanged for 10 seconds, and then gradually reduced to 0;

[0111] In this process, the formula for returning the lighting control coefficient Kz to zero is a cubic linear function, with 0 as the 0 point, the original value of Kz as 1 point, and the change speed V of the lighting control coefficient Kz 变 Defaults to

[0112] V 变 =-(t-30)(t+30) / 900, where t is the adjustment time.

[0113] The coefficients of this formula can be adjusted in advance through subjective experiments in the deployment tunnel to achieve a better transition of lighting changes.

[0114] (3) When the target lighting coefficient Km is updated, the above process (2) is interrupted, and the lighting control coefficient Kz gradually changes to the target lighting coefficient Km; the change speed formula is a cubic linear function with a maximum value of 1 and a minimum value of 0.

[0115] In this process, the changing speed of the lighting control coefficient Kz is by default the same as that in step (1).

[0116] After the lighting control coefficient Kz of each sampling point is confirmed, the actual lighting control coefficient of the lighting device between the sampling points is calculated by linear difference.

[0117] Step 2.5 updates the light intensity and color temperature of the lighting device according to the lighting control coefficient Kz of the lighting device.

[0118] After determining the lighting control coefficient Kz of the lighting device, the lighting control system updates the light intensity and light color of the lighting device in real time. Before meeting other vehicles, in order to reduce the visual interference caused by the high beam, the light intensity of the lighting device is gradually increased to ensure a clear field of vision and protect driving safety. At the same time, in order to reduce the stimulation of the driver's vision caused by the high brightness, the color temperature is adjusted from cold white light (such as 6000K) to warm white light (such as 3000K) to reduce visual fatigue and discomfort. After the meeting, the light intensity of the lighting device is gradually reduced to regular lighting to help the driver adapt to the light change and reduce the stimulation and discomfort caused by the change of the light intensity of the lighting device.

[0119] The specific calculation method of the light intensity and color temperature of the lighting device is as follows:

[0120] Light intensity calculation formula:

[0121] Ilight=Ibase+k*max(0,(Kz-Ts))

[0122] Among them, Ilight is the adjusted lighting intensity, Ibase is the basic lighting intensity, k is the light intensity control coefficient, Kz is the lighting control coefficient, and Ts is the minimum threshold of light intensity adjustment. k and Ts are parameters that can be adjusted according to the actual use effect.

[0123] Color temperature adjustment formula:

[0124] Clight=Cbase+m*max(0,(Kz-Ta))

[0125] Among them, Clight is the adjusted color temperature, Cbase is the basic color temperature, m is the color temperature adjustment coefficient, Kz is the lighting control coefficient, Ta is the minimum threshold of color temperature adjustment, m and Ta are parameters and can be adjusted according to the actual use effect.

[0126] Step 2.6 The lighting control system adjusts the light intensity and color temperature of the lighting device in real time according to the light intensity and color temperature information of the lighting device obtained in step 2.5, so as to realize dynamic delayed lighting in the tunnel to reduce the negative impact of high beams. The drivers of the affected oncoming vehicles will accept the lighting adjustment in the tunnel in advance before encountering the vehicles with high beams turned on, so as to more smoothly increase the light intensity of the lighting device, etc., and reduce the stimulation caused by the rapid change of the light intensity of the lighting device on the basis of easier adaptation to the impact of high beams and improved driving safety. After the meeting, the light intensity of the lighting device is also smoothly reduced to normal lighting to help the driver adapt to the light changes and reduce the stimulation and discomfort caused by the change of the light intensity of the lighting device.

[0127] The above is only a specific embodiment of the present invention, so that those skilled in the art can understand or implement the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention.

[0128] It should be understood that the present invention is not limited to what has been described above and that various modifications and changes may be made without departing from its scope. The scope of the present invention is limited only by the appended claims.

Claims

1. A high beam linkage lighting device for a bidirectional two-lane ordinary highway tunnel, characterized in that: It includes a dynamic high beam recognition system, a delayed tunnel lighting adjustment system and a wireless communication module, wherein the dynamic high beam recognition system, the delayed tunnel lighting adjustment system and the wireless communication module are connected by wire or wirelessly; The dynamic high beam recognition system is used to recognize vehicles with high beams turned on in real time, and calculate the traffic volume passing through each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles; The delayed tunnel lighting adjustment system is used to receive data information sent by the dynamic high beam recognition system, generate lighting control information, and adjust the light intensity and color temperature of each sampling point in the tunnel in real time according to the generated lighting control information; The wireless communication module is used to realize data transmission between the dynamic high beam recognition system and the delayed tunnel lighting adjustment system.

2. The high beam linkage lighting device for a bidirectional two-lane ordinary highway tunnel according to claim 1, characterized in that: The dynamic high beam recognition system includes an image acquisition module, a light intensity monitoring module and a data preprocessing unit. The image acquisition module includes a plurality of cameras installed at the tunnel entrance and inside the tunnel, wherein the plurality of cameras are arranged at equal intervals in the direction of the incoming vehicle and the outgoing vehicle, and the cameras are used to collect image information of the vehicles in the tunnel in real time; The light intensity monitoring module includes an optical sensor for recording changes in vehicle light intensity, and the optical sensor is used to monitor the light intensity of vehicles in the tunnel in real time; The data preprocessing unit is used to receive data from the camera and the optical sensor in real time, and calculate the traffic volume at each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles in real time, as well as determine whether the vehicles in the tunnel have turned on their high beams and mark the light intensity of vehicles with their high beams turned on; The delayed tunnel lighting adjustment system includes a lighting device capable of adjusting light intensity and color temperature, a data processing unit and a lighting control device; The lighting devices are installed on the top and sides of the tunnel; The data processing unit is used to receive the output information of the data pre-processing unit in real time and generate lighting control information; The lighting control system adjusts the light intensity and color temperature of the lighting device in real time according to the lighting control information.

3. A lighting method using the bidirectional two-lane ordinary highway tunnel high beam linkage lighting device according to claim 1 or 2, characterized in that: The following steps are involved: Step 1: The dynamic high beam recognition system identifies vehicles with high beams on and their light intensity in real time, and calculates the traffic volume at each sampling point in the tunnel, the speed of each vehicle and the average speed of all vehicles, and sends this data information to the delayed tunnel lighting adjustment system through the wireless communication module; Step 2: The delayed tunnel lighting adjustment system receives the data information sent by the dynamic high beam recognition system in real time, generates lighting control information, and adjusts the light intensity and color temperature of the lighting device in the tunnel in real time according to the lighting control information.

4. The lighting method according to claim 3, characterized in that: The specific steps of step 1 are as follows: Step 1.1 Use the camera installed in the tunnel to collect image information in the tunnel in real time; Step 1.

2. Use an optical sensor to monitor the light intensity of vehicles in the tunnel in real time and record the changes in light intensity; Step 1.

3. The data preprocessing unit identifies vehicles with high beams on and their light intensity based on the image information collected by the camera and the light intensity information of the optical sensor, and calculates the speed, average speed and traffic volume of each vehicle at each sampling point in the tunnel.

5. The lighting method according to claim 3, characterized in that: The specific steps of step 2 are as follows: Step 2.1 When a certain sampling point detects that a vehicle has turned on its high beam, determine its light intensity a, and take the sampling point as the origin and calculate the time difference |Tc| between the moment when the high beam vehicle is detected at the sampling point and the moment when the oncoming vehicle at the adjacent sampling point encounters the high beam vehicle in sequence from near to far. The calculation ends when |Tc|>60s or the number of intervals with the sampling point exceeds 10; Step 2.2 Calculate the single vehicle lighting coefficient Ka of the corresponding sampling point according to the time difference |Tc|; Step 2.3 updates the target lighting coefficient Km and its state Bm of the sampling point in real time according to the single vehicle lighting coefficient Ka of the sampling point; Step 2.4 updates the lighting control coefficient Kz of the lighting device in real time according to the target lighting coefficient Km and the state Bm of the sampling point; Step 2.5: updating the light intensity and color temperature of the lighting device in real time according to the lighting control coefficient Kz of the lighting device; Step 2.6 The lighting control system adjusts the light intensity and color temperature of the lighting device in real time according to the light intensity and color temperature information of the lighting device obtained in step 2.

5.

6. The lighting method according to claim 5, characterized in that: In step 2.1, |Tc| is calculated as follows: |Tc|=max(Ty[n],Td[m])+Te Wherein, Ty[n] represents the time when the vehicle with high beam lights on reaches the nth sampling point in the direction with the sampling point of the vehicle with high beam lights on as the origin and the direction of the oncoming vehicle as the sampling axis; Td[m] represents the time when the oncoming vehicle reaches the mth sampling point in the direction from the sampling point of the oncoming vehicle to the direction of the vehicle with high beam lights on; Te represents the time difference from the time when the vehicle with high beam lights arrives later and the sampling point closest to the road section where the oncoming vehicle meets to the time when the two vehicles meet; The specific calculation method of Te is: compare the time it takes for the vehicle with high beam on to arrive at the sampling point closest to the encounter position with the oncoming vehicle. Assuming that the vehicle with high beam on arrives first, its average speed is v1, the leading time is T, the average speed of the oncoming vehicle is v2, and the distance between two adjacent sampling points is S, then Te = (S-v1×T) / (v1+v2).

7. The lighting method according to claim 5, in step 2.2, the calculation formula of the single-vehicle lighting coefficient Ka is: Ka=a×f1(|Tc|) Where f1 is a cubic linear function with a maximum value of 1 and a minimum value of 0, and a is the light intensity of the vehicle with the high beam turned on.

8. The lighting method according to claim 5, characterized in that: In step 2.3, the target illumination coefficient Km is updated as follows: (1) When a vehicle with high beam lights on appears and a new single vehicle lighting coefficient Ka appears at the sampling point closest to the encounter position of the oncoming vehicle in the driving direction of the oncoming vehicle, the single vehicle lighting coefficient Ka is compared with its target lighting coefficient Km, and the maximum value is taken as the updated target lighting coefficient Km. If the single vehicle lighting coefficient Ka is greater than the target lighting coefficient Km, the update state Bm of the target lighting coefficient Km is set to 1, indicating that it is being updated; (2) When a vehicle with high beams turned on does not leave the camera field of view at the sampling point, the high beam status is continuously determined, and when the high beams are turned on, a new single-vehicle lighting coefficient Ka is continuously calculated and then the target lighting coefficient Km is updated.

9. The lighting method according to claim 5, characterized in that: In step 2.4, the target illumination coefficient Kz is updated as follows: (1) When the target illumination coefficient Km of a sampling point is different from the illumination control coefficient Kz and the update state Bm corresponding to the target illumination coefficient Km is 1, the illumination control coefficient Kz gradually changes to the target illumination coefficient Km; (2) When the lighting control coefficient Kz is consistent with the target lighting coefficient Km, the target lighting coefficient Km and the update state Bm are both set to 0, and the lighting control coefficient Kz is kept unchanged for 10 seconds, and then gradually reduced to 0; (3) When the target illumination coefficient Km is updated, the above process (2) is interrupted and the illumination control coefficient Kz is gradually changed to the target illumination coefficient Km.

10. The lighting method according to claim 5, characterized in that: The step 2.5 is specifically as follows: Ilight=Ibase+k*max(0,(Kz-Ts)) Among them, Ilight is the adjusted lighting intensity, Ibase is the basic lighting intensity, k is the light intensity control coefficient, Kz is the lighting control coefficient, and Ts is the minimum threshold of light intensity adjustment; Clight=Cbase+m*max(0,(Kz-Ta)) Among them, Clight is the adjusted color temperature, Cbase is the basic color temperature, m is the color temperature adjustment coefficient, Kz is the lighting control coefficient, and Ta is the minimum threshold of color temperature adjustment.

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