Urban expressway tunnel adaptive light reduction shed

Abstract

The present application relates to a kind of urban expressway tunnel adaptive light reduction shed, the light reduction shed is set in the tunnel portal area and is divided into approach section, drive-in section, middle section and end section, the light reduction shed includes support structure, adaptive light reduction system, light reduction shed entrance transition system and visual guidance system, the support structure includes arc-shaped arch beam, longitudinal beam, load-bearing column, guardrail, cross bar and vertical rod;The guardrail is set on both sides of the tunnel, the upper portion of the guardrail is provided with cross bar, the vertical rod is evenly spaced between the guardrail and cross bar, the load-bearing column is set on both sides of the tunnel and is located on the cross bar, and the load-bearing column is evenly spaced along the tunnel and is provided with multiple ones.The light reduction shed can adjust the light environment inside the light reduction shed according to the external light condition, and adaptive adjustment is realized.The strip-shaped hollow hole at the top of the light reduction shed can form a transverse strip-shaped light shadow on the ground, combined with the inclined linear profile mark inside the guardrail on both sides, the speed and slope sense of the driver can be improved.

Description

Technical Field

[0001] This invention relates to the field of urban road traffic safety technology, and more specifically, to an adaptive light-reducing canopy for urban expressway tunnels. Background Technology

[0002] The external illuminance of urban expressway tunnels is tens of thousands of lux, while the illuminance inside the tunnel is only tens of lux. This drastic change in brightness creates a "black hole effect" during tunnel entry, causing visual shock to drivers. To mitigate this dramatic change in light environment at tunnel entrances, light-reducing structures are typically installed at the tunnel entrances. These are mainly made of reinforced concrete or steel. Reinforced concrete light-reducing canopies have wider beams, creating lateral shadows on the ground and causing noticeable flickering, resulting in lower visual comfort. They also offer poor rain protection, making the road surface slippery at the entrance. Steel-structured light-reducing canopies generally use light-reducing panels with light transmittance, and the top space is completely enclosed. This undoubtedly increases the length of the enclosed space, hindering air circulation, and also results in poor impact resistance and a shorter lifespan.

[0003] Drivers experience two dark adaptation processes when entering a tunnel: the first is entering the light-reducing canopy from the normal road section, and the second is entering the tunnel from the light-reducing canopy. Existing light-reducing canopies suffer from improper light transitions and discontinuous visual guidance during these two dark adaptation processes, resulting in poor driving safety and comfort.

[0004] Existing urban light-reducing canopies often have a relatively fixed design, generally only considering the situation at midday on sunny days. They cannot adjust their light-reducing effect according to the external environment and cannot effectively cope with various weather conditions and time of day. For example, light-reducing canopies block outside light at night, resulting in either excessively low brightness inside the canopy or the need to install the same lighting facilities as inside a tunnel, leading to high energy consumption. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide an adaptive light-reducing canopy for urban expressway tunnels, which can adjust the internal light environment of the canopy according to the external light conditions to achieve adaptive adjustment, thereby improving the driver's sense of speed and gradient.

[0006] The technical solution adopted by this invention to solve its technical problem is: constructing an adaptive light-reducing canopy for urban expressway tunnels. The light-reducing canopy is set in the tunnel entrance area and is divided into an approach section, an entry section, a middle section, and an end section. The light-reducing canopy includes a support structure, an adaptive light-reducing system, a light-reducing canopy entrance transition system, and a visual guidance system.

[0007] The supporting structure includes an arched beam, longitudinal beams, load-bearing columns, guardrails, horizontal bars, and vertical bars. The guardrails are installed on both sides of the tunnel, with horizontal bars on the upper part of the guardrails. Vertical bars are evenly spaced between the guardrails and the horizontal bars. The load-bearing columns are installed on both sides of the tunnel and on the horizontal bars. Multiple load-bearing columns are evenly spaced along the tunnel. Four longitudinal beams are installed between adjacent load-bearing walls along the arched beams. The longitudinal beams are parallel to the tunnel. An arched beam is installed between the load-bearing columns on both sides of the tunnel.

[0008] The adaptive light reduction system includes a reflector, a reflective rotating shaft, a photovoltaic light-shielding plate, an outer extension plate, a light-transmitting plate and strip-shaped perforations, a light-shielding film and a film rotating shaft, a light sensor, and an energy storage device. The outer extension plate is located on the approach section and fixed to the outside of the arc-shaped arch beam. The light-transmitting plate is located directly above the middle lane of the entry section and the middle section. The reflective rotating shaft and the reflector that can rotate around the reflective rotating shaft are located on the light-transmitting plate of the entry section and the middle section. The photovoltaic light-shielding plate is located between the longitudinal beams on both sides of the inner side of the arc-shaped arch beam. The photovoltaic light-shielding plate is located directly above the left and right lanes of the entry section and the middle section, as well as at the top of the end section. The strip-shaped perforations are located on the photovoltaic light-shielding plate of the middle section. The light-shielding film is located below the longitudinal beams on both sides of the light reduction shed. The film rotating shaft is located on the upper part of the light-shielding film. The light sensor is located on both sides of the middle area of ​​the top light-transmitting plate and outside the crossbars on both sides of the light reduction shed. The energy storage device is located in the open space outside the light reduction shed.

[0009] The light-reducing canopy entrance transition system includes fluorescent warning posts, fluorescent warning signs, and a buffer guide net; the fluorescent warning posts are set on both sides of the tunnel and gradually increase in height, the fluorescent warning signs are set on the inside of the fluorescent warning posts, and the buffer guide net is set above the guardrail near the light-reducing canopy;

[0010] The visual guidance system includes diagonal linear outline markers, reflective waistlines, linear lighting, outline light strips, and low-position linear lights. The diagonal linear outline markers are installed inside the light-reducing canopy railings and on the tunnel sidewalls. The reflective waistlines are installed on the tunnel sidewalls. The linear lighting is installed below the photovoltaic shading panels and in the middle section. The linear lighting is also continuously installed at high density in the end section and inside the tunnel. The outline light strips are installed on the load-bearing columns and inside the tunnel. The low-position linear lights are installed below the crossbars.

[0011] According to the above scheme, the upper half of the side of the extended panel is a straight line, the lower half of the side is a convex arc, and the plane is a convex curve; the horizontal distance difference between the extended panel and the starting point of the top of the light-reducing shed is 10-20m, and the vertical height difference is 3-6m; a transparent film is provided on the surface of the strip-shaped perforated hole, and the width of each strip-shaped perforated hole is 20-30cm and the spacing is 40-60cm.

[0012] According to the above scheme, both ends of the reflector and the reflective rotating shaft are fixedly installed on the longitudinal beam. The spacing between adjacent reflective rotating shafts is 0.5 to 2m. The width of the reflector is consistent with the spacing between the reflective rotating shafts. The rotation angle between the reflective rotating shaft and the longitudinal axis of the light-reducing shed is 0 to 90 degrees. The stronger the external sunlight, the lower the rotation angle. When the reflector is in the open state, the rotation angle of the reflector from the starting point to the ending point gradually decreases.

[0013] According to the above scheme, the light-blocking film and the film rotation shaft are located below the longitudinal beams on both sides of the light-reducing shed. The film rotation shaft controls the lifting and lowering of the light-blocking film, thereby controlling the length of the light-blocking film.

[0014] According to the above scheme, the buffer guide net is 6-15m long and 0.8-1.5m wide; the fluorescent warning posts are set within a range of 25-50m, with an adjacent spacing of 2-5m. The fluorescent warning posts are all red with a fluorescent yellow-green reflective film on the surface. The top of each fluorescent warning post is equipped with a flashing LED light source. Except for the 3-5 fluorescent warning posts closest to the light-reducing canopy, which have gradually increasing heights, the remaining fluorescent warning posts are 0.7-1m high. The fluorescent warning signs are 4-6m long and 0.6-0.8m wide. The fluorescent warning signs have a fluorescent yellow-green reflective film on the surface and three black arrows in the center.

[0015] According to the above scheme, the horizontal bar is set 0.8-1.5m above the guardrail inside the light-reducing shed, the width of the horizontal bar is 0.2-0.4m, and the surface of the horizontal bar is coated with reflective paint; the reflective waistline is made of colored reflective film, and the width and height of the reflective waistline are consistent with the width and height of the horizontal bar; the spacing between adjacent vertical bars is 4-6m; the low-position linear lights are LED lights, and one low-position linear light is set between every two vertical bars, the length of the low-position linear light is 0.8-1.5m; the horizontal bar is located 0.8-1.5m above the guardrail inside the light-reducing shed, the width of the horizontal bar is 0.2-0.4m, and the surface of the horizontal bar is coated with reflective paint.

[0016] According to the above scheme, the outline light strip is equipped with an LED light strip inside, and the surface of the outline light strip is a semi-circular reflective material. The outline light strip is set from the guardrail to the top of the light-reducing canopy. The outline light strip is yellow inside the light-reducing canopy and white inside the tunnel. The diagonal linear outline marker is a white or yellow reflective film. The width of the diagonal linear outline marker is 0.15 to 0.3 m. The diagonal angle of the diagonal linear outline marker is 30 to 60 degrees with the direction of travel. The length of the diagonal linear outline marker on the entry section is 1 to 2 m and the spacing is 2 to 4 m. The length and spacing of the diagonal linear outline marker in the middle section, the end section and the tunnel are half that of the entry section.

[0017] According to the above scheme, the light sensor is set on both sides of the middle area of ​​the top light-transmitting plate and on the outside of the crossbars on both sides of each section of the light-reducing canopy; the energy storage device stores the energy converted by the photovoltaic light-reducing plate, and the energy storage device provides energy for the reflective rotating shaft, the thin film rotating shaft, the fluorescent warning column, the outline light strip inside the light-reducing canopy, the linear lighting lamp, and the low-position linear light.

[0018] According to the above scheme, the reflective rotating shaft, the film rotating shaft, the fluorescent warning column, the contour light strip inside the light-reducing canopy, the linear lighting, and the low-position linear light are controlled manually or automatically based on the changes in illuminance of each detected area.

[0019] According to the above scheme, the illuminance changes in each detected area include the following five control conditions:

[0020] 1) When it is noon on a sunny day, the reflector at the starting point is at an angle of 0 to 30 degrees to the road direction, and the angle of the reflector gradually decreases afterward; the light reduction range of the light-blocking film in the entry section, the middle section and the end section is 0 to 1 / 3, 1 / 3 to 3 / 3 and 3 / 3 respectively; the fluorescent warning column, the outline light strip in the light-reducing canopy, the linear lighting and the low-position linear light are in the off active light-emitting state;

[0021] 2) When it is a sunny morning or afternoon, the reflector at the starting point is at an angle of 0 to 30 degrees to the road direction, and the angle of the reflector gradually decreases afterward; the light reduction range of the light-shielding film in the entry section, the middle section and the end section is 1 / 3 to 2 / 3, 1 / 3 to 2 / 3 and 2 / 3 to 3 / 3 respectively; the fluorescent warning column, the outline light strip in the light-reducing canopy, the linear lighting and the low-position linear light are in the off active light-emitting state;

[0022] 3) When it is cloudy or dusk, the reflector at the starting point is at an angle of 30 to 60 degrees to the road direction, and the angle of the reflector gradually decreases afterward; the light reduction range of the light-blocking film in the entry section, the middle section and the end section is 0 to 1 / 3, 1 / 3 to 2 / 3 and 2 / 3 to 3 / 3 respectively; the fluorescent warning column, the outline light strip in the light-reducing canopy and the low-position linear light are in an active light-emitting state, and the linear lighting is set to an active light-emitting state depending on the specific situation;

[0023] 4) At night, all the reflectors are at a 90-degree angle to the road direction; the light-reducing range of the light-blocking film in the entry section, the middle section, and the end section is 0-1 / 3, 1 / 3-2 / 3, and 2 / 3-3 / 3, respectively; the fluorescent warning posts, the outline light strips in the light-reducing canopy, and the low-position linear lights are in an active lighting state. If the traffic flow is high, the linear lighting lights are in an active lighting state.

[0024] 5) In rainy, foggy, or snowy weather, the reflector at the starting point is at an angle of 60 to 90 degrees to the road direction, and the angle of the reflector gradually decreases afterward; the light-reducing film has a light reduction range of 3 / 3 in the entry section, the middle section, and the end section; the fluorescent warning column, the outline light strip in the light-reducing canopy, and the low-position linear lights are in an active light-emitting state, and the linear lighting is set to an active light-emitting state depending on the specific situation.

[0025] The adaptive light-reducing canopy for urban expressway tunnels implementing the present invention has the following beneficial effects:

[0026] 1. This invention utilizes changes in spatial range and enclosure to mitigate changes in illuminance when entering a light-reducing canopy and a tunnel. An external extension plate is installed at the top of the canopy entrance, and a buffer guide net and arrow-shaped warning signs are placed above the entrance railing to mitigate the abrupt transition in space and illuminance at the canopy entrance. The reflector at the top and the light-blocking film on both sides block sunlight, with the coverage area gradually increasing from the starting point to the end point, thus gradually reducing the amount of light entering the canopy and ultimately mitigating changes in illuminance inside.

[0027] 2. This invention utilizes a rotatable reflector and a height-adjustable shading film to dynamically change the light-reducing effect of the light-reducing canopy. The reflector can rotate around a reflective axis; the stronger the external sunlight, the lower the rotation angle, thus adjusting and controlling the illuminance of the entry and middle sections of the light-reducing canopy. The length of the shading film can be raised and lowered using a film rotation axis, thereby adjusting and controlling the illuminance inside the light-reducing canopy and effectively preventing direct sunlight from the side from affecting the driver.

[0028] 3. This invention can adaptively adjust the light-reducing structure and lighting mode according to different scenarios, and combined with photovoltaic equipment, it can enhance the safety, comfort, and energy efficiency of urban tunnel entrances. The reflective rotating shaft, thin-film rotating shaft, fluorescent warning column, outline light strip inside the light-reducing canopy, and linear lighting can be manually controlled or automatically controlled based on the detected illuminance changes in each area, implementing corresponding control conditions to improve the safety and comfort of tunnel entrances;

[0029] 4. This invention combines the advantages of traditional reinforced concrete and steel structures, enhancing overall structural stability and comfort. The bottom of the light-reducing canopy uses reinforced concrete railings and support columns, resulting in good overall structural stability. The design of the top reflector not only prevents the midday sun from directly affecting drivers, but the double-sided reflective design also avoids shadows cast by the horizontal structure at the top, effectively mitigating the zebra effect and improving comfort.

[0030] 5. This invention utilizes various methods, including ground light and shadow, self-illuminating contour light strips, and variable-spacing retroreflective oblique linear contour markers, to enhance drivers' environmental perception. During the day, multiple horizontal strip light and shadows can be created using perforated road surfaces to reasonably stimulate drivers and improve their sense of speed. At night or in rainy or foggy conditions, self-illuminating contour light strips and fluorescent warning posts highlight the contours of the light-reducing canopy environment, enhancing the sense of speed and direction. The oblique linear contour markers on the inner side of the light-reducing canopy railings and the tunnel sidewalls enhance drivers' sense of speed and lateral perception of the roadside. Furthermore, the medium-sized, medium-density placement in the entry section and the small-sized, high-density placement in the middle, end, and tunnel sections encourage drivers to gradually decelerate within the light-reducing canopy area.

[0031] 6. This invention utilizes multiple facilities to achieve continuity in visual guidance at the entrance of the reduced-light canopy, enhancing the warning effect at the entrance. The fluorescent warning pillars, with progressively increasing height, are covered with fluorescent yellow-green reflective film and equipped with LED light sources at the top, capable of flashing light. This enhances visual guidance at the entrance, improves driver alertness, and increases the visibility of roadside boundaries. The fluorescent warning signs also have a fluorescent yellow-green reflective film surface and three black arrows in the center, enhancing linear and contour guidance in low-light environments at the entrance. Attached Figure Description

[0032] The present invention will be further described below with reference to the accompanying drawings and embodiments. In the accompanying drawings:

[0033] Figure 1 This is a front structural schematic diagram of the adaptive light-reducing canopy for urban expressway tunnels of the present invention;

[0034] Figure 2 This is a side view structural schematic diagram of the adaptive light-reducing canopy for urban expressway tunnels of the present invention;

[0035] Figure 3 This is a top view schematic diagram of the adaptive light-reducing canopy for urban expressway tunnels of the present invention;

[0036] Figure 4 This is a schematic diagram of the outline light strip of the present invention;

[0037] Figure 5 This is a schematic diagram of the low-position linear light structure of the present invention;

[0038] In the diagram: 1. Arched beam, 2. Longitudinal beam, 3. Load-bearing column, 4. Guardrail, 5. Horizontal bar, 6. Vertical bar, 10. Reflector, 11. Reflective rotating shaft, 12. Photovoltaic shading plate, 13. Extended shed panel, 14. Translucent plate, 15. Shading film, 16. Film rotating shaft, 17. Strip-shaped perforation, 18. Light sensor, 19. Energy storage device, 20. Fluorescent warning column, 21. Fluorescent warning sign, 22. Buffer guide net, 23. Diagonal linear outline marker, 24. Reflective waistline, 25. Linear lighting, 26. Outline light strip, 27. Low-position linear light, 261. LED light strip, 262. Reflective material. Detailed Implementation

[0039] To provide a clearer understanding of the technical features, objectives, and effects of the present invention, specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0040] like Figure 1-5 As shown, the adaptive light-reducing canopy for urban expressway tunnels of the present invention is divided into four sections: approach section, entry section, middle section and end section. The length of each section is 25 to 50m, and the total length is 75 to 150m. The light-reducing canopy includes a support structure, an adaptive light-reducing system, a light-reducing canopy entrance transition system and a visual guidance system.

[0041] The supporting structure includes an arched beam 1, longitudinal beams 2, load-bearing columns 3, guardrails 4, horizontal bars 5, and vertical bars 6. Guardrails 4 are located on both sides of the tunnel, with horizontal bars 5 on top. Vertical bars 6 are evenly spaced between guardrails 4 and horizontal bars 5. Load-bearing columns 3 are located on both sides of the tunnel and on the horizontal bars 5, with multiple columns evenly spaced along the tunnel. Four longitudinal beams 2 are evenly spaced along the arched beam 1 between adjacent load-bearing walls 3. The longitudinal beams 2 are parallel to the tunnel. Arched beams 1 are located between the load-bearing columns 3 on both sides of the tunnel. Horizontal bars 5 are located between the load-bearing columns 3 inside the light-reducing canopy, 0.8–1.5m above the guardrails 4, with a width of 0.2–0.4m, and coated with reflective paint. Vertical bars 6 are located between the horizontal bars 5 and the guardrails 4, spaced 4–6m apart, providing a sense of speed and distance. This structural design enhances the stability of the light-reducing canopy guardrails and provides sufficient visual references.

[0042] The adaptive light reduction system includes a reflector 10, a reflective rotating shaft 11, a photovoltaic shading plate 12, an outer extension plate 13, a light-transmitting plate 14, and strip-shaped perforations 17, all located on the top of the light reduction shed; a shading film 15 and a film rotating shaft 16, located on both sides of the light reduction shed; a light sensor 18; and an energy storage device 19. The reflector 10 and the reflective rotating shaft 11 are mounted on the light-transmitting plates 14 in the entry section and the middle section, and are fixed on both sides by longitudinal beams 2. The spacing between adjacent reflective rotating shafts 11 is 0.5 to 2 meters, and the width of the reflector 10 is consistent with the spacing of the reflective rotating shafts 11, allowing it to be closed in the closed state. The reflector 10 is made of reflective material on both sides. It can rotate around the reflective rotation axis 11, with a rotation angle of 0–90 degrees relative to the longitudinal axis of the light-reducing canopy. The stronger the external sunlight, the lower the rotation angle, thus adjusting and controlling the illuminance of the entry and intermediate sections of the light-reducing canopy. It also prevents direct sunlight from the midday sun from affecting the driver. The double-sided reflective design avoids shadows on the top transverse structure. When the reflector 10 is open, its rotation angle gradually decreases from the starting point to the end point, thus gradually reducing the illuminance during tunnel entry. The outer extension panel 13 is installed at the starting point of the light-reducing canopy, with a horizontal distance difference of 10-20m and a vertical height difference of 3-6m between its farthest point and the top starting point of the canopy. The upper half of the side panel is straight, while the lower half is a convex arc, forming a convex curve on the plane. It uses materials with good light-reducing effects, which can reduce the probability of the canopy being blocked by vehicles in front, increase visibility, and soften the abrupt transition in space and illuminance at the canopy entrance. The photovoltaic light-reducing panel 12, made of photovoltaic material, is installed directly above the left and right lanes of the entry and middle sections, as well as the entire top of the exit section. Strip-shaped perforations 17 are installed on the photovoltaic light-reducing panels 12 in the middle section, covered with a transparent film. Each perforation is 20-30cm wide and spaced 40-60cm apart, creating multiple horizontal stripes of light and shadow on the road surface in the middle section, effectively stimulating the driver and enhancing their sense of speed. The light-transmitting panel 14 is positioned directly above the middle lane of the entrance and intermediate sections. Made of light-transmitting material, it appropriately increases the illuminance of the first half of the light-reducing canopy, mitigating illuminance changes at the canopy entrance. The light-shielding film 15 and its rotating shaft 16 are positioned below the longitudinal beams 2 on both sides of the light-reducing canopy. The length of the light-shielding film 15 can be controlled by raising and lowering it using the rotating shaft 16, allowing for adjustment and control of the illuminance inside the canopy and effectively preventing direct sunlight from affecting drivers. Generally, the length of the light-shielding film 15 is greatest at the end section, followed by the middle section, and smallest at the entrance section, ensuring a gradual reduction in illuminance during tunnel entry. Light sensors 18 are located on both sides of the middle area of ​​the top light-transmitting panel 14 and also on the outer edges of the crossbars 5 on both sides of each section of the light-reducing canopy, allowing for real-time sensing of illuminance changes.The energy storage device 19 is installed outside the light-reducing shed. It can store the electrical energy converted by the photovoltaic light-reducing panel 12, and can also provide power for the reflective rotating shaft 11, the thin film rotating shaft 16, the fluorescent warning column 20, the outline light strip 26 inside the light-reducing shed, the linear lighting 25, and the low-position linear light 27.

[0043] The light-reducing canopy entrance transition system includes fluorescent warning posts 20, fluorescent warning signs 21, and a buffer guide net 22. The buffer guide net 22 is positioned above the guardrail 4 near the light-reducing canopy, with a range of 6–15m and a width of 0.8–1.5m. It enhances the anti-collision guidance performance of the guardrail at the entrance and mitigates changes in the obstructed space on both sides of the entrance. The fluorescent warning posts 20 are positioned inside the guardrail 4 near the light-reducing canopy, with a range of 25–50m and a spacing of 2–5m. Except for the 3–5 fluorescent warning posts 20 closest to the light-reducing canopy, which have gradually increasing heights, the remaining fluorescent warning posts 20 are 0.7–1m high, all with a red background, a fluorescent yellow-green reflective film on the surface, and LED light sources at the top that can flash, enhancing the visual guidance effect at the entrance and improving driver alertness and visibility of the roadside boundaries. Fluorescent warning signs 21 are installed inside fluorescent warning columns 20, with a length of 4 to 6 m and a width of 0.6 to 0.8 m. The surface is a fluorescent yellow-green reflective film, and there are three black arrow signs in the middle, which can enhance the linear and contour guidance of the entrance area in low-light environment.

[0044] The visual guidance system includes diagonal linear delineators 23, reflective waistlines 24, linear lighting 25, outline light strips 26, and low-position linear lights 27. The diagonal linear delineators 23 are made of white or yellow reflective film and are installed inside the light-reducing canopy guardrail 4 and on the tunnel sidewalls. They are 0.15–0.3 m wide and angled at 30–60 degrees to the direction of travel. On the entry section, they are 1–2 m long and spaced 2–4 m apart. In the middle, end, and tunnel sections, their length and spacing are half that of the entry section, prompting drivers to gradually reduce speed within the light-reducing canopy area. The reflective waistlines 24 use colored reflective film and are installed on the tunnel sidewalls. Their width and height from the ground are consistent with the crossbars 5, creating visual continuity and consistency. The linear lighting 25 is intermittently installed under the photovoltaic light-shielding panels 12 in the middle section and continuously installed at high density in the end section and tunnel. The outline light strip 26 contains an LED light strip 261 inside and a semi-circular reflective material 262 on its surface. It is installed on the load-bearing column 3 of the light-reducing canopy and inside the tunnel, extending from the height of the guardrail 4 to the top. The color is yellow inside the light-reducing canopy and white inside the tunnel to outline the contours of the light-reducing canopy and the tunnel, enhancing the sense of speed and direction. The low-position linear lights 27 use LEDs and are installed below the horizontal bars 5. One low-position linear light 27 is installed between every two vertical bars 6, with a length of 0.8 to 1.5m.

[0045] The reflective rotating shaft 11, the film rotating shaft 16, the fluorescent warning column 20, the inner contour light strip 26 of the light-reducing canopy, the linear lighting 25, and the low-position linear light 27 can be manually controlled or automatically controlled according to the illuminance changes in each detected area.

[0046] Based on the external environmental conditions, this invention categorizes control operations into the following five conditions:

[0047] 1) When it is noon on a sunny day, the reflector 10 at the starting point is at an angle of 0 to 30 degrees to the road direction, and the angle of the reflector 10 at the rear gradually decreases; the light reduction range of the light-blocking film 15 in the entry section, the middle section and the end section is 0 to 1 / 3, 1 / 3 to 3 / 3 and 3 / 3 respectively; the fluorescent warning column 20, the outline light strip 26 in the light-reducing canopy, the linear lighting 25 and the low-position linear light 27 are in the off active light-emitting state;

[0048] 2) When it is a sunny morning or afternoon, the reflector 10 at the starting point is at an angle of 0 to 30 degrees to the road direction, and the angle of the reflector 10 at the rear gradually decreases; the light reduction range of the light-blocking film 15 in the entry section, the middle section and the end section is 1 / 3 to 2 / 3, 1 / 3 to 2 / 3 and 2 / 3 to 3 / 3 respectively; the fluorescent warning column 20, the outline light strip 26 in the light-reducing canopy, the linear lighting 25 and the low-position linear light 27 are in the off active light-emitting state;

[0049] 3) When it is cloudy or dusk, the reflector 10 at the starting point is at an angle of 30 to 60 degrees to the road direction, and the angle of the reflector 10 at the rear gradually decreases; the light reduction range of the light-blocking film 15 in the entry section, the middle section and the end section is 0 to 1 / 3, 1 / 3 to 2 / 3 and 2 / 3 to 3 / 3 respectively; the fluorescent warning column 20, the outline light strip 26 in the light-reducing canopy and the low-position linear light 27 are in an active light-emitting state, and the linear lighting 25 can be set to an active light-emitting state as needed;

[0050] 4) At night, all reflectors 10 are at 90 degrees to the road direction; the light-reducing range of the light-blocking film 15 in the entry section, middle section and end section is 0 to 1 / 3, 1 / 3 to 2 / 3 and 2 / 3 to 3 / 3 respectively; the fluorescent warning column 20, the outline light strip 26 in the light-reducing canopy and the low-position line light 27 are in active lighting mode. If the traffic flow is high, the line lighting 25 is in active lighting mode.

[0051] 5) When it is raining, foggy, snowy or other weather conditions, the reflector 10 at the starting point is at an angle of 60 to 90 degrees to the road direction, and the angle of the reflector 10 at the rear gradually decreases; the light-blocking film 15 has a light reduction range of 3 / 3 in the entry section, the middle section and the end section; the fluorescent warning column 20, the outline light strip 26 in the light-reducing canopy and the low-position linear light 27 are in an active light-emitting state, and the linear lighting 25 can be set to an active light-emitting state as needed.

[0052] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. An adaptive light-reducing canopy for urban expressway tunnels, characterized in that, The light-reducing canopy is set in the area of ​​the tunnel entrance and is divided into an approach section, an entry section, a middle section and an end section. The light-reducing canopy includes a support structure, an adaptive light-reducing system, a light-reducing canopy entrance transition system and a visual guidance system. The supporting structure includes an arched beam, longitudinal beams, load-bearing columns, guardrails, horizontal bars, and vertical bars. The guardrails are installed on both sides of the tunnel, with horizontal bars on the upper part of the guardrails. Vertical bars are evenly spaced between the guardrails and the horizontal bars. The load-bearing columns are installed on both sides of the tunnel and on the horizontal bars. Multiple load-bearing columns are evenly spaced along the tunnel. Four longitudinal beams are installed between adjacent load-bearing columns along the arched beam. The longitudinal beams are parallel to the tunnel. An arched beam is installed between the load-bearing columns located on both sides of the tunnel. The adaptive light reduction system includes a reflector, a reflective rotating shaft, a photovoltaic light-shielding plate, an external extension plate, a light-transmitting plate and strip-shaped perforations, a light-shielding film and a film rotating shaft, a light sensor, and an energy storage device. The external extension plate is located on the approach section and fixed to the outside of the arched beam. The light-transmitting plate is located directly above the middle lane of the entry section and the middle section. The reflective rotating shaft and the reflector that can rotate around the reflective rotating shaft are located on the light-transmitting plate of the entry section and the middle section. The photovoltaic light-shielding plate is located between the longitudinal beams on both sides of the inner side of the arched beam. The photovoltaic shading panel is installed directly above the left and right lanes of the entry section and the middle section, as well as at the top of the end section. The strip-shaped perforated hole is installed on the photovoltaic shading panel of the middle section. The shading film and the film rotating shaft are installed below the longitudinal beams on both sides of the light-reducing canopy. The film rotating shaft is installed on the upper part of the shading film. The film rotating shaft controls the lifting and lowering of the shading film, thereby controlling the length of the shading film. The light sensor is installed on both sides of the middle area of ​​the top light-transmitting panel and outside the crossbars on both sides of the light-reducing canopy. The energy storage device is installed in the open space outside the light-reducing canopy. The light-reducing canopy entrance transition system includes fluorescent warning posts, fluorescent warning signs, and a buffer guide net; the fluorescent warning posts are set on both sides of the tunnel and gradually increase in height, the fluorescent warning signs are set on the inside of the fluorescent warning posts, and the buffer guide net is set above the guardrail near the light-reducing canopy; The visual guidance system includes diagonal linear outline markers, reflective waistlines, linear lighting, outline light strips, and low-position linear lights. The diagonal linear outline markers are installed inside the light-reducing canopy railings and on the tunnel sidewalls. The reflective waistlines are installed on the tunnel sidewalls. The linear lighting is installed below the photovoltaic shading panels and in the middle section. The linear lighting is also continuously installed at high density in the end section and inside the tunnel. The outline light strips are installed on the load-bearing columns and inside the tunnel. The low-position linear lights are installed below the crossbars.

2. The adaptive light-reducing canopy for urban expressway tunnels according to claim 1, characterized in that, The upper half of the side of the extended panel is a straight line, the lower half of the side is a convex arc, and the plane is a convex curve; the horizontal distance difference between the extended panel and the starting point of the top of the light-reducing shed is 10~20m, and the vertical height difference is 3~6m; the surface of the strip-shaped perforated hole is covered with a transparent film, the width of each strip-shaped perforated hole is 20~30cm and the spacing is 40~60cm.

3. The adaptive light-reducing canopy for urban expressway tunnels according to claim 1, characterized in that, Both ends of the reflector and the reflective rotating shaft are fixedly mounted on the longitudinal beam. The spacing between the reflective rotating shafts is 0.5~2m, and the width of the reflector is consistent with the spacing between the reflective rotating shafts. The rotation angle between the reflective rotating shaft and the longitudinal axis of the light-reducing shed is 0~90 degrees. The stronger the external sunlight, the lower the rotation angle. When the reflector is in the open state, the rotation angle of the reflector gradually decreases from the starting point to the ending point.

4. The adaptive light-reducing canopy for urban expressway tunnels according to claim 1, characterized in that, The buffer guide net is 6-15m long and 0.8-1.5m wide; the fluorescent warning posts are set within a range of 25-50m, with an adjacent spacing of 2-5m. The fluorescent warning posts are all red with a fluorescent yellow-green reflective film on the surface. The top of the fluorescent warning posts is equipped with a flashing LED light source. The fluorescent warning signs are 4-6m long and 0.6-0.8m wide. The fluorescent warning signs are equipped with a fluorescent yellow-green reflective film on the surface and have three black arrow signs in the middle.

5. The adaptive light-reducing canopy for urban expressway tunnels according to claim 1, characterized in that, The horizontal bar is positioned 0.8-1.5m above the guardrail inside the light-reducing shed, with a width of 0.2-0.4m and a reflective coating on its surface. The reflective waistline uses colored reflective film, and its width and height from the ground are consistent with the width and height of the horizontal bar. The spacing between adjacent vertical bars is 4-6m. The low-position linear lights use LEDs, with one low-position linear light positioned between every two vertical bars, and the length of the low-position linear lights is 0.8-1.5m. The horizontal bar is located 0.8-1.5m above the guardrail inside the light-reducing shed, with a width of 0.2-0.4m and a reflective coating on its surface.

6. The adaptive light-reducing canopy for urban expressway tunnels according to claim 1, characterized in that, The contour light strip has an internal LED light strip, and its surface is made of a semi-circular reflective material. The contour light strip extends from the guardrail to the top of the light-reducing canopy. The contour light strip is yellow inside the light-reducing canopy and white inside the tunnel. The diagonal linear contour marker is made of white or yellow reflective film. The width of the diagonal linear contour marker is 0.15~0.3m, and its diagonal angle is 30°~60° with the direction of travel. The length of the diagonal linear contour marker on the entry section is 1~2m and the spacing is 2~4m. The length and spacing of the diagonal linear contour marker in the middle section, the end section, and inside the tunnel are half that of the entry section.

7. The adaptive light-reducing canopy for urban expressway tunnels according to claim 1, characterized in that, The light sensor is installed on both sides of the middle area of ​​the top light-transmitting panel and on the outside of the crossbars on both sides of each section of the light-reducing canopy; the energy storage device stores the energy converted by the photovoltaic light-reducing panel and provides energy for the reflective rotating shaft, the thin film rotating shaft, the fluorescent warning column, the outline light strip inside the light-reducing canopy, the linear lighting and the low-position linear light.

8. The adaptive light-reducing canopy for urban expressway tunnels according to claim 1, characterized in that, The reflective rotating shaft, film rotating shaft, fluorescent warning column, light strip inside the light-reducing canopy, linear lighting, and low-position linear lights are either manually controlled or automatically controlled based on changes in illuminance in the detected areas.

9. The adaptive light-reducing canopy for urban expressway tunnels according to claim 8, characterized in that, The detected illuminance changes in each area include the following five control conditions: 1) When it is noon on a sunny day, the reflector at the starting point is at an angle of 0 to 30 degrees to the road direction, and the angle of the reflector gradually decreases afterward; the light reduction range of the light-blocking film in the entry section, the middle section and the end section is 0 to 1 / 3, 1 / 3 to 3 / 3 and 3 / 3 respectively; the fluorescent warning column, the outline light strip in the light-reducing canopy, the linear lighting and the low-position linear lights are in the off active light-emitting state; 2) When it is a sunny morning or afternoon, the reflector at the starting point is at an angle of 0 to 30 degrees to the road direction, and the angle of the reflector gradually decreases afterward; the light reduction range of the light-shielding film in the entry section, the middle section and the end section is 1 / 3 to 2 / 3, 1 / 3 to 2 / 3 and 2 / 3 to 3 / 3 respectively; the fluorescent warning column, the outline light strip in the light-reducing canopy, the linear lighting and the low-position linear light are in the off active light-emitting state; 3) When it is cloudy or dusk, the reflector at the starting point is at an angle of 30 to 60 degrees to the road direction, and the angle of the reflector gradually decreases afterward; the light reduction range of the light-blocking film in the entry section, the middle section and the end section is 0 to 1 / 3, 1 / 3 to 2 / 3 and 2 / 3 to 3 / 3 respectively; the fluorescent warning column, the outline light strip in the light-reducing canopy and the low-position linear light are in an active light-emitting state, and the linear lighting is set to an active light-emitting state depending on the specific situation; 4) At night, all the reflectors are at a 90-degree angle to the road direction; the light-reducing range of the light-blocking film in the entry section, middle section and end section is 0~1 / 3, 1 / 3~2 / 3 and 2 / 3~3 / 3 respectively; the fluorescent warning posts, the outline light strips in the light-reducing canopy and the low-position linear lights are in an active lighting state. If the traffic flow is high, the linear lighting lights are in an active lighting state. 5) In rainy, foggy, or snowy weather, the reflector at the starting point is at an angle of 60 to 90 degrees to the road direction, and the angle of the reflector gradually decreases afterward; the light-blocking film has a light reduction range of 3 / 3 in the entry section, the middle section, and the end section; the fluorescent warning column, the outline light strip in the light-reducing canopy, and the low-position linear lights are in an active light-emitting state, and the linear lighting is set to an active light-emitting state depending on the specific situation.

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