Tunnel photovoltaic sunshade design method capable of meeting visual safety requirement of driver

Abstract

The invention discloses a tunnel photovoltaic sunshade design method capable of meeting the visual safety requirement of a driver, and the method comprises the steps: collecting the section parameters of an entrance road section of a target tunnel, the viewpoint illumination change condition of the driver, and other information through data collection and real vehicle testing; designing a visual perception test, and establishing a visual adaptability curve meeting a safety response time threshold value; a sunshade preselection scheme is provided from the angles of the total length, the light transmittance combination scheme, the photovoltaic material laying range and the like; the method comprises the following steps: respectively acquiring data such as a viewpoint illumination change curve and annual total solar radiation quantity through simulation software Ecotect Analysis and meteorological software Meteonorm; comparing and analyzing the simulation curve, and searching a recommendation scheme meeting the visual adaptability curve; and finally, the photovoltaic generating capacity, the economic benefit and the environmental benefit corresponding to the recommendation scheme are obtained through formula calculation, and more reference bases are provided for model selection of the photovoltaic sunshade. The invention constructs a novel photovoltaic sunshade design guidance method which is widely applicable and rich in theoretical basis.

Description

Technical Field

[0001] The invention relates to the technical field of tunnel engineering, and in particular to a design method for a tunnel photovoltaic sunshade that meets the visual safety needs of drivers. Background Art

[0002] As an important part of transportation infrastructure, the safety and comfort of tunnels are of great significance to ensuring smooth traffic and improving road capacity. However, the light environment at the tunnel entrance changes dramatically, which often causes visual discomfort to drivers and even causes traffic accidents. As a light-reducing facility at the tunnel entrance, the sunshade can effectively improve the visual comfort of drivers and improve the safety level of the tunnel entrance, which has been widely recognized by scholars at home and abroad. However, there are various problems with the current design of sunshades.

[0003] According to the existing research summary, there are the following problems in the field of awning design:

[0004] (1) Research based on driver reaction time is relatively scarce. In actual driving, when a vehicle encounters an unexpected situation ahead during normal operation, the driver can only effectively avoid accidents if he or she discovers and identifies the danger in a timely manner. In this case, the most intuitive indicator to determine whether the driver is safe is the driver's reaction time.

[0005] (2) Awnings usually only use PC boards as the roof material, which does not bring direct economic benefits and wastes a lot of solar energy resources at the tunnel location.

[0006] (3) Most existing sunshade projects adopt a single transmittance method, which cannot effectively alleviate the problem of sudden changes in illumination at the tunnel entrance. In addition, there is no unified standard for the selection of transmittance combination schemes. Summary of the invention

[0007] In view of the shortcomings of the existing technology, the purpose of this invention is to take reaction time as the core research indicator and propose a tunnel photovoltaic sunshade design method that meets the driver's visual safety needs. Through scientific and reasonable transmittance combination design and photovoltaic material laying range research, the driving safety level at the tunnel entrance is effectively improved, and an energy-saving and environmentally friendly tunnel light environment is constructed.

[0008] The technical solution adopted by the present invention is as follows:

[0009] A method for designing a tunnel photovoltaic awning that meets the visual safety needs of drivers, characterized by comprising the following steps:

[0010] S1. Select the target tunnel, collect the longitude and latitude, elevation, tunnel orientation, tunnel entrance section size, and tunnel speed limit parameters; conduct a real vehicle test, collect the change of driver's viewpoint illumination from the outside of the tunnel to the inside of the tunnel, and determine the average illumination level of different sections;

[0011] S2. Design a visual perception test, simulate the change of driver's viewpoint illumination through dimmable lamps, and record the reaction time of human eyes to visual mark recognition under different viewpoint illumination changes; establish the corresponding relationship between the illumination value after the change and the illumination change difference that meets the safety reaction time threshold, and obtain the visual adaptation ability curve formula through fitting;

[0012] S3. Propose multiple sets of pre-selected solutions including the total length of the awning, light transmittance combination scheme, cross-sectional dimensions, photovoltaic material type and laying range;

[0013] S4. Use EcotectAnalysis simulation software to model the awning and tunnel, place the analysis grid at the height of the driver's viewpoint, and record the changes in the driver's viewpoint illumination under each pre-selected solution;

[0014] S5. Calculate the length of the illumination change research section based on the human eye's limit stimulus perception time, and analyze the illumination changes of all viewpoints in the research sections under each pre-selected scheme; further compare and analyze the illumination changes of each research section with the fitted visual adaptation ability curve to select the recommended scheme that meets the safety conditions;

[0015] S6. Obtain the annual total solar radiation data of the target tunnel range through the meteorological software Meteonorm, and calculate the photovoltaic power generation, economic benefits, environmental benefits and other data corresponding to the recommended solution through the formula.

[0016] Furthermore, in S1, the actual vehicle test selects a small car as the test vehicle, and requires that the illuminance meter be fixed at the position of the co-pilot's eyes to ensure that the probe is facing the road ahead and continuously collects illuminance data during driving.

[0017] Furthermore, in S2, the visual perception test process is as follows: first, select a number of illuminance values ​​as the illuminance after the change based on the actual vehicle test data, and gradually increase them to form a series of illuminance before the change; then, in each group of tests, first set the illuminance of the subject's viewpoint to a certain illuminance value before the change and maintain it for a few seconds, and then quickly adjust it to the predetermined illuminance after the change, and start the timing at the same time and display the identification sight mark on the projection screen; after the subject identifies the opening direction of the sight mark and presses the end key, the timing stops, and the recorded time is the reaction time under the illuminance change; the illuminance after the change is fixed, repeat this process, and gradually increase the illuminance value before the change, until the reaction time in a certain round of tests significantly exceeds the preset safety reaction time threshold, then the group of tests is completed; the safety reaction time threshold calculation formula is as follows:

[0018] t=t 0 -Δt

[0019] Where: t is the safety reaction time threshold, s; ​​t0 is the actual driving safety reaction time, s; Δt is the indoor perception correction time, s.

[0020] Furthermore, in S2, the visual adaptation ability curve is in xy form, the x-axis parameter is the illuminance after the change, and the y-axis parameter is the maximum illuminance before the change minus the illuminance after the change, and the average illuminance change difference obtained by calculating the average value of multiple tests.

[0021] Furthermore, in S3, the total length of the awning is calculated as follows:

[0022] L 总 =n×V 限 ×t 安

[0023] Where: L 总 is the total length of the awning, m; n is the number of light transmittance segments; V 限 is the tunnel speed limit, m / s; t 安 is the maximum safe reaction time, s.

[0024] Furthermore, in S4, the illumination change of the driver's viewpoint is selected in the middle of the lane as the research position, with 1.2m as the height and 2m or 1m as the longitudinal interval, and the changes are recorded one by one to form a scatter plot.

[0025] Furthermore, in S5, the calculation formula for the research paragraph is as follows:

[0026] x=V 限 ×t min

[0027] Where: x is the research section, m; t min The maximum stimulus perception time for the human eye, s.

[0028] Furthermore, in S6, the economic benefit is composed of two parts: the direct income from photovoltaic power generation and the government subsidy income for photovoltaic projects; the calculation formula of the photovoltaic power generation is as follows:

[0029] E P =H A ×S×K n ×K m

[0030] Where: E p is the power generation, kwh; H A is the total solar radiation for the whole year, kwh / m 2 ; S is the area of ​​PV panels, m 2 ; K n is the photoelectric conversion efficiency; K mIt is the comprehensive efficiency of the system, which is obtained by multiplying the PV module type correction factor, the module power drop correction factor caused by dust blocking the glass and temperature rise, the PV module long-term operation performance degradation correction factor, the line power consumption correction factor, and the inverter efficiency correction factor. The value is between 75% and 85%.

[0031] Furthermore, in S6, the environmental benefit is composed of standard coal saving, carbon dust reduction, carbon dioxide emission reduction, sulfur dioxide emission reduction, and nitrogen oxide emission reduction, and the calculation formula is as follows:

[0032] C=E×Q n

[0033] Where: C is various environmental benefit indicators, t; E is the total annual power generation of the photovoltaic system, kwh; Q n It is the emission reduction of various environmental benefit indicators per unit of photovoltaic power generation, t / kwh.

[0034] Compared with the prior art, the present invention has the following beneficial effects:

[0035] The present invention introduces the important indicator of reaction time into the field of awning design. Through actual vehicle tests and visual perception tests, the corresponding relationship between the illumination value after the change and the average safety illumination change difference is established, and the visual adaptability curve formula is fitted. This innovative method enables the design of the awning to accurately match the driver's visual adaptation needs and effectively alleviate the problem of sudden changes in illumination at the tunnel entrance. At the same time, through scientific and reasonable transmittance combination design and photovoltaic material laying range research, the present invention can significantly reduce the driver's visual discomfort at the tunnel entrance, improve driving safety, reduce the occurrence of traffic accidents, and realize the photovoltaic integrated design of the awning, with significant economic and environmental benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 It is a diagram of the implementation steps of the present invention;

[0037] Figure 2 This is a schematic diagram of sunlight exposure to a sunshade in an embodiment of the present invention;

[0038] Figure 3 A schematic diagram of the scatter plot of the test results of the visual perception test meeting the safety reaction time threshold in an embodiment of the present invention

[0039] Figure 4 This is a schematic diagram of a 0-500 Lux visual adaptation ability curve in an embodiment of the present invention;

[0040] Figure 5 Schematic diagram of 500-4000 Lux visual adaptation ability curve in an embodiment of the present invention;

[0041] Figure 6Schematic diagram of the light transmittance design process in an embodiment of the present invention;

[0042] Figure 7 This is a schematic diagram of the photovoltaic material laying range in an embodiment of the present invention;

[0043] Figure 8 This is a schematic diagram of the viewpoint illumination simulation change of the preselected solution in an embodiment of the present invention;

[0044] Fig. 9 Schematic diagram of the illumination difference curve at different positions of the preselected solution in the embodiment of the present invention. Example

[0045] Below is combined with the accompanying drawings (see Figure 1-9 ) give specific embodiments, which are only used to introduce the technical solutions of the present invention in detail and are not intended to limit the scope of protection of the present application.

[0046] This embodiment selects the Ying'erling Tunnel of Rongwu Expressway as the research object and designs the photovoltaic sunshade of the tunnel:

[0047] S1. Through data collection, it is known that the target tunnel is located in Laiyuan County, Baoding City, Hebei Province, in the Taihang Mountains, with an altitude of 980m. It is a six-lane expressway special long tunnel with upper and lower separation, with a speed limit of 80km / h, longitude and latitude of 114.75° and 39.29° respectively, and the direction is 20° east by north. Referring to the sunset timetable of the Baoding section of Rongwu Expressway, the actual vehicle test selected the daytime, clear sky, and maximum solar altitude time period, that is, 12:00-14:00 every day as the investigation period, the test time is two days, and 5 measurements are made every day. A test consists of four test personnel, the main driver is responsible for controlling the test vehicle; the co-driver is responsible for holding the illuminance meter, placing the light probe at the human eye position (1.2m height), facing the driving direction, and recording the illuminance values ​​of viewpoints at different road sections; the two people in the back seat are responsible for recording the time of each illuminance collection to ensure data synchronization, while maintaining the continuous operation of the VBOX data collection box. The main data collection section of this test is from 200m before the tunnel entrance to 300m inside the tunnel, that is, gradually entering the middle section of the tunnel from the outside of the tunnel. In order to ensure the uniform start position of the test, an additional staff member is arranged at 200m outside the tunnel. The test starts every time the staff member passes by and ends 15s after entering the tunnel. According to the actual vehicle test results, before the vehicle enters the tunnel, the viewpoint illumination is basically maintained at 3500Lux-4000Lux, and the change in illumination is not greatly affected by the environment. When the vehicle enters the tunnel at the position of 0m-20m, the viewpoint illumination changes most sharply, and then gradually stabilizes. The viewpoint illumination of the entrance section is 80Lux-200Lux, the viewpoint illumination of the transition section is 40Lux-60Lux, and the viewpoint illumination of the middle section is about 20Lux.

[0048] S2. Design a visual perception test, which consists of test subjects, control personnel, dark test site, dimmable lamps, projection screen, and timer. Select a C-shaped sight mark opening as the projection identification obstacle. CIE (International Commission on Illumination) recommends using a cube with a side length of 20 cm as the identification obstacle. The sight mark opening size conversion model is as follows;

[0049]

[0050] Where: H is the recommended side length of the CIE obstacle, 20 cm; SSD stopping sight distance, referring to the "Highway Route Design Specifications", it can be known that the stopping sight distance is 110 m when the speed limit is 80 km / h; x is the opening size of the Landauer ring, cm; D is the observation distance of the subject, m, which is 3 m in this test.

[0051] According to research in the field of traffic engineering, the driver's driving safety reaction time in actual driving is about 1.5 seconds. In contrast, under indoor test conditions, since the appearance of the visual target is known in advance, the search time is shortened, and there is no interference from the external environment, so the recognition time requirement can be reduced to less than 1.0 seconds (safety reaction time threshold). This includes 0.7 seconds of perception reaction time and 0.3 seconds of operation time. In other words, if the direction of the visual mark can be identified within 1.0 seconds and the button is successfully pressed, it can be considered that the change in ambient light will not have a safety impact on the visual response. According to the actual vehicle test results, this embodiment selects 20Lux-4000Lux as the viewpoint illumination value after the change, fixes the viewpoint illumination value after the change respectively, gradually increases the viewpoint illumination before the change, and finds the maximum viewpoint illumination value before the change that meets the safety reaction time.

[0052] Previous studies have shown that the greater the illumination, the stronger the human eye's ability to adapt. When conducting test grouping, in order to ensure that the research is sufficient and not to waste resources, consider encrypting the number of groups when the illumination is small, and appropriately reduce the group density when the illumination is large. The specific grouping is as follows: when the illumination after the change is 20Lux-200Lux, it gradually increases from 20Lux to 200Lux in units of 20Lux, with a total of 10 groups of tests; when the illumination after the change is 200Lux-500Lux, it gradually increases from 50Lux to 500Lux in units of 50Lux, with a total of 6 groups of tests; when the illumination after the change is 500Lux-2800Lux, it gradually increases from 100Lux to 2000Lux in units of 100Lux, with a total of 23 groups of tests; when the illumination after the change is 2800Lux-4000Lux, it gradually increases from 200Lux to 4000Lux in units of 6 groups of tests, and a total of 45 groups of tests.

[0053] The test process strictly follows the following steps: Taking the illumination of 30Lux before the change to 20Lux after the change as an example, first, the control personnel adjust the illumination of the viewpoint area to 30Lux, and keep this state stable for 10 seconds to ensure that the subjects are fully adapted to the current lighting environment. Then, adjust the lamps to achieve a rapid change of the viewpoint illumination from 30Lux to 20Lux. At this time, the C-type sight mark is immediately presented in the center of the projection screen, and the timing system is immediately started. The subjects are required to concentrate and stare at the screen. Once the direction of the C-type sight mark opening is determined, they must quickly press the stop button, which marks the end of the timing process. At this time, the time displayed on the timer is the time required for the driver to react from visual stimulation under the illumination change condition, that is, the driving reaction time. The test then continues, fixing the illumination after the change, gradually increasing the illumination level before the change, and repeating the above test process until the reaction time is observed to increase significantly to more than 1 second, which indicates that the test has reached the preset termination condition and a set of tests is completed. Finally, 45 groups of tests were completed, and a scatter plot of the test results that met the safety reaction time threshold was drawn. Figure 3 .

[0054] Observe the curve form. When the illumination changes from 20Lux to 500Lux, the curve form is roughly linear. When the illumination changes from 500Lux to 4000Lux, the curve form is nonlinear. Linear fitting is performed on the interval of 20Lux to 500Lux. The adjusted R 2 =0.991, the fitting effect is good, see Figure 4 The formula is as follows (1). Nonlinear fitting is performed in the range of 500Lux-4000Lux. After comprehensive comparison of various nonlinear functions, the second-order polynomial fitting effect is better. 2 =0.996, see Figure 5 The formula is as follows (2). The fitted curve is the visual adaptation ability curve.

[0055] y=-29.76155+1.07797x(1)

[0056] y=223.9012+0.3158x+0.00030585x 2 (2)

[0057] S3. To ensure that the illumination at each viewpoint meets safety requirements, the transmittance design scheme must meet the requirements of the fitting curve. For detailed design process, see Figure 7 According to the actual vehicle test results, the tunnel entrance viewpoint illumination E th The illumination at the viewpoint outside the cave is 200 Lux. out is 4000Lux, when n=1, E 2 =386.58Lux, when n=2, E3 =773.54Lux, when n=3, E 4 =1423.26Lux, when n=4, E 5 =2715.43Lux, when n=5, E 6 =6049.88Lux, at this time the illumination value is greater than E out The value ends the cycle. The visual adaptation curve requirement can be met after 6 illumination changes from the road section without sunshade outside the tunnel to the tunnel entrance section, of which 1 visual change is from the outside to the beginning of the sunshade section, and 1 visual change is from the end of the sunshade section to the tunnel entrance section. Therefore, it is recommended that the sunshade adopts a 4-segment transmittance combination design. According to the calculation results, the transmittance combination scheme is proposed, see Table 1.

[0058]

[0059] Regarding the design of awning length, the calculation formula is as follows:

[0060] L 总 =n×V 限 ×t 安

[0061] Where: L 总 is the total length of the awning, m; n is the number of light transmittance segments; V 限 is the tunnel speed limit, m / s; t 安 is the maximum safe reaction time, s.

[0062] In the visual perception test, 1s was selected as the maximum safe reaction time. To further ensure driving safety, it is recommended to maintain a stable illumination time of 1s after each illumination change. The speed limit of Yingerling Tunnel is 80km / h, and the driving distance in 1s is rounded to 22m. Therefore, under the 4-stage design, the total length of the awning is recommended to be 88m.

[0063] Regarding the cross-sectional dimensions of the awning, the awning studied in this embodiment is designed based on a one-way three-lane highway. The cross-sectional width is 15.25m (3.75m motor vehicle lanes × 3 + 2m inspection roads on the left and right sides + 2m lateral net width on both sides). According to the relevant instructions of the "Tunnel Design Fire Protection Code" (GB50016-2014), the height of the safety exit of public buildings should be ≥0.9m, and the net height and net width of the window for firefighters to enter should be ≥1.0m. Combined with the research of existing scholars, this embodiment selects 1.2m. This height will not significantly affect the driver's vision, and it also meets the requirements of various specifications. In order to ensure that the awning is well connected with the tunnel entrance, a straight line is connected to the arc. The length of the hypotenuse ≈7.7m can be calculated based on the width and height. This length is the radius of the arc.

[0064] In order to realize the photovoltaic integrated design of the sunshade and improve the power generation efficiency, this embodiment intends to select perovskite solar power generation glass and PC board as the roof combination material. According to the location of the tunnel, at noon in summer, the sunlight reaches the roof, at which time the solar zenith angle is about 30°, and the solar radiation surface reaches the maximum. However, in winter, the radiation surface will decrease, and some photovoltaic materials on both sides of the roof will not have a good power generation efficiency. In order to ensure that the photovoltaic material is in a good state throughout the year, refer to Figure 7 The photovoltaic material is laid out at an angle of 60°, symmetrically covering the arch along the central axis of the awning. The top is photovoltaic material, and the two sides are PC boards. The transmittance of the two materials is consistent in the same cross section.

[0065] S4. For the above design scheme, EcotectAnalysis software is used for modeling and analysis. By importing the awning frame, connecting points and lines into a surface, and defining the transmittance parameters of each surface, a simulation model of the awning and tunnel is formed. By inserting lamps and adjusting the lighting parameters of the lamps, the lighting inside the tunnel is simulated. By setting parameters such as longitude and latitude, location orientation, and simulation time, the geographical location of the tunnel and the sun exposure are simulated. The simulation effect can be seen in Figure 2 .

[0066] The analysis grid is placed at a height of 1.2m from the driver's viewpoint, and the illumination value is recorded at an analysis interval of 2m to form the viewpoint illumination change curve under each scheme. Figure 8 . From the curve, we can see that after setting up the awning, the viewpoint illumination has achieved a gradual step-by-step reduction, effectively solving the problem of cliff-like sudden changes in illumination.

[0067] S5. All simulation schemes are studied in sections. The length of the study sections is calculated as follows:

[0068] x=V 限 ×t min

[0069] Where: x is the length of the research paragraph, m; t min The maximum stimulus perception time for the human eye, s.

[0070] According to literature research, the human eye's limit stimulus perception time is about 0.2 seconds. Within this time frame, the Yingerling Tunnel sets a speed limit of 80 kilometers per hour (22.2 meters per second) for passenger cars, and the corresponding driving distance is 4.4 meters. However, in view of the prevalence of speeding in actual road environments, this distance should be conservatively estimated to be a larger value. This embodiment rounds to 6 meters as the length of the research section, focusing on analyzing the changes in illumination between the front and rear points within this distance, ensuring that within any 6-meter-long awning section, the front and rear illumination difference can meet the previously fitted visual adaptation ability curve, and thus be determined to be safe and feasible, see Fig. 9Shown is the 6m length illumination difference curve at different positions under each scheme.

[0071] Through in-depth analysis of the simulation results, we found that Scheme 1 and Scheme 2 failed to meet this visual adaptation standard in the interval of -4 meters to 2 meters from the tunnel entrance. Specifically, the illumination value of the front viewpoint at the -4-meter position is 394 Lux, while the illumination value of the rear viewpoint at the 2-meter position is 187 Lux. According to the fitted visual adaptation curve, when the illumination after the change is 187 Lux, the average illumination change difference needs to be kept below 172 Lux to ensure safety, but according to the simulation results, the actual change difference is 207 Lux, which is slightly higher than the safety threshold. In contrast, Scheme 3 shows good consistency between the front and rear viewpoint illumination change difference and the visual adaptation curve in all 6-meter length sections investigated. Therefore, this study recommends using Scheme 3 as the transmittance combination scheme, that is, the total length of the awning is 88m, the transmittance combination scheme is 0.5-0.3-0.15-0.05, and the length of each section is 22m.

[0072] S6. Use the meteorological data software Meteonorm to obtain the annual total solar radiation data of the Yingerling Tunnel location. The software calculation shows that the local annual total solar radiation is 1558kwh / m 2 The economic benefits of photovoltaic awnings come from their own power generation, and the power generation is directly related to the photovoltaic area and photoelectric conversion efficiency. The calculation formula for photovoltaic power generation is as follows:

[0073] E P =H A ×S×K n ×K m

[0074] In the formula, E p is the power generation, kwh; H A is the total solar radiation for the whole year, kwh / m 2 ; S is the area of ​​PV panels, m 2 ; K n is the photoelectric conversion efficiency. When the transmittance of the perovskite power generation glass is 0.5, 0.3, 0.15, and 0.05, the values ​​are 0.12, 0.16, 0.2, and 0.22 respectively; K m It is the overall efficiency of the system, obtained by multiplying the photovoltaic module type correction factor, the correction factor of the module power drop caused by dust blocking the glass and the temperature rise, the correction factor of the photovoltaic module long-term operation performance degradation, the correction factor of the line consumption, and the correction factor of the inverter efficiency. The value is between 75% and 85%, depending on the specific project. For general projects, in the preliminary design stage, the value can be taken as 80%. This embodiment takes 80% as an example for calculation.

[0075] See also Figure 7It can be seen that the layout range of photovoltaic materials is part of a circle. Calculation shows that the photovoltaic area of ​​each section with the same transmittance is The power generation of each section is further calculated and summed up, and the total annual power generation under the recommended scheme is E p =1558×177.39×0.12+0.16+0.2+0.22×0.8=154769.2kwh. The economic benefits are composed of the direct benefits from photovoltaic power generation and the government subsidy benefits for photovoltaic projects. According to the industrial electricity consumption of Hebei Province of 1.2 yuan / kwh and the national photovoltaic subsidy of 0.4 yuan / kwh, the annual economic benefits are =247630 yuan≈247,600 yuan.

[0076] The environmental benefits of photovoltaic awnings are composed of standard coal savings, carbon dust reduction, carbon dioxide emission reduction, sulfur dioxide emission reduction, and nitrogen oxide emission reduction. The calculation formula is as follows:

[0077] C=E×Q n

[0078] Where: C is various environmental benefit indicators, t; E is the total annual power generation of the photovoltaic system, kwh; Q n It is the emission reduction of various environmental benefit indicators per unit of photovoltaic power generation, t / kwh.

[0079] According to scientific statistics: every 1kwh of electricity saved saves 0.328kg of standard coal, and reduces pollution emissions by 0.272kg of carbon dust, 0.997kg of carbon dioxide, 0.03kg of sulfur dioxide, and 0.015kg of nitrogen oxides. The recommended solution of the photovoltaic awning in this embodiment can save 154769.2kwh of electricity. According to the formula, it is expected to save 50.8 tons of standard coal, 42.1 tons of carbon dust, 154.3 tons of carbon dioxide, 4.6 tons of sulfur dioxide, and 2.3 tons of nitrogen oxides, with significant environmental benefits.

[0080] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A tunnel photovoltaic awning design method that meets the visual safety needs of drivers, characterized in that: The following steps are involved: S1. Select the target tunnel, collect the longitude and latitude, elevation, tunnel orientation, tunnel entrance section size, and tunnel speed limit parameters; conduct a real vehicle test, collect the change of driver's viewpoint illumination from the outside of the tunnel to the inside of the tunnel, and determine the average illumination level of different sections; S2. Design a visual perception test, simulate the change of driver's viewpoint illumination through dimmable lamps, and record the reaction time of human eyes to visual mark recognition under different viewpoint illumination changes; establish the corresponding relationship between the illumination value after the change and the illumination change difference that meets the safety reaction time threshold, and obtain the visual adaptation ability curve formula through fitting; S3. Propose multiple sets of pre-selected solutions including the total length of the awning, light transmittance combination scheme, cross-sectional dimensions, photovoltaic material type and laying range; S4. Use EcotectAnalysis simulation software to model the awning and tunnel, place the analysis grid at the height of the driver's viewpoint, and record the changes in the driver's viewpoint illumination under each pre-selected solution; S5. Calculate the length of the illumination change research section based on the human eye's limit stimulus perception time, and analyze the illumination changes of all viewpoints in the research sections under each pre-selected scheme; further compare and analyze the illumination changes of each research section with the fitted visual adaptation ability curve to select the recommended scheme that meets the safety conditions; S6. Obtain the annual total solar radiation data of the target tunnel range through the meteorological software Meteonorm, and calculate the photovoltaic power generation, economic benefits, and environmental benefits data corresponding to the recommended solution through the formula.

2. A tunnel photovoltaic awning design method that meets the visual safety needs of drivers according to claim 1, characterized in that: The actual vehicle test described in step S1 selects a small car as the test vehicle, and requires that the illuminance meter be fixed at the position of the co-pilot's eyes to ensure that the probe is facing the road ahead and continuously collects illuminance data during driving.

3. A tunnel photovoltaic awning design method that meets the visual safety needs of drivers according to claim 1, characterized in that: The calculation formula of the safety reaction time threshold in step S2 is as follows: t=t0-Δt Where: t is the safety reaction time threshold, s; ​​t0 is the actual driving safety reaction time, s; Δt is the indoor perception correction time, s.

4. A tunnel photovoltaic awning design method that meets the visual safety needs of drivers according to claim 1, characterized in that: The visual adaptation ability curve in step S2 is in xy form, the x-axis parameter is the illumination after the change, and the y-axis parameter is the maximum illumination before the change minus the illumination after the change, and the average illumination change difference obtained by calculating the average value of multiple tests.

5. The method for designing a tunnel photovoltaic awning that meets the visual safety requirements of drivers according to claim 1, characterized in that: The total length calculation formula of the awning in step S3 is as follows: L 总 =n×V 限 ×t 安 Where: L 总 is the total length of the awning, m; n is the number of light transmittance segments; V 限 is the tunnel speed limit, m / s; t 安 is the maximum safe reaction time, s.

6. A tunnel photovoltaic awning design method that meets the visual safety needs of drivers according to claim 1, characterized in that: The change of the driver's viewpoint illumination in step S4 is selected in the middle of the lane as the research position, with a height of 1.2m and a longitudinal interval of 2m or 1m, and is recorded one by one to form a change scatter plot.

7. A tunnel photovoltaic awning design method that meets the visual safety needs of drivers according to claim 1, characterized in that: The calculation formula for the length of the research paragraph in step S5 is as follows: x=V 限 ×t min Where: x is the length of the research paragraph, m; t min The maximum stimulus perception time for the human eye, s.

8. The method for designing a tunnel photovoltaic awning that meets the visual safety requirements of drivers according to claim 1, characterized in that: The economic benefit in step S6 consists of two parts: the direct income from photovoltaic power generation and the government subsidy income for photovoltaic projects; the calculation formula of the photovoltaic power generation is as follows: E P =H A ×S×K n ×K m Where: E p is the power generation, kwh; H A is the total solar radiation for the whole year, kwh / m 2 ; S is the area of ​​PV panels, m 2 ; K n is the photoelectric conversion efficiency; K m It is the comprehensive efficiency of the system, which is obtained by multiplying the PV module type correction factor, the module power drop correction factor caused by dust blocking the glass and temperature rise, the PV module long-term operation performance degradation correction factor, the line power consumption correction factor, and the inverter efficiency correction factor. The value is between 75% and 85%.

9. The method for designing a tunnel photovoltaic awning that meets the visual safety requirements of drivers according to claim 1, characterized in that: The environmental benefits in step S6 are composed of standard coal savings, carbon dust reduction, carbon dioxide emission reduction, sulfur dioxide emission reduction, and nitrogen oxide emission reduction, and the calculation formula is as follows: C=E×Q n Where: C is various environmental benefit indicators, t; E is the total annual power generation of the photovoltaic system, kwh; Q n It is the emission reduction of various environmental benefit indicators per unit of photovoltaic power generation, t / kwh.

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