An urban traffic safety lighting system

Abstract

This application relates to the field of new lighting technologies, and particularly to an urban traffic safety lighting system. The system includes: a traffic flow collection module for collecting the traffic flow monitored in real time by each master lamp in the road lighting system and the actual power when each master lamp is working; a master lamp association module for determining each incoming master lamp corresponding to any master lamp and calculating the average vehicle time consumption; a street lamp power adjustment module for predicting the traffic flow on the road where the master lamp is located and adjusting the power of the lighting street lamps in real time, including: determining the intersection diversion weight to obtain a diversion weight vector, estimating the road traffic flow vector, and predicting the traffic flow density vector; determining the minimum lighting power, target power, and power adjustment speed to adjust the power of the lighting street lamps. This application adjusts the power of the lighting street lamps through real-time traffic flow, avoids excessive changes in lighting power caused by sudden changes in traffic flow, reduces driver visual fatigue, and enhances traffic safety.

Description

Technical Field

[0001] This application relates to the field of new lighting technologies, and particularly to an urban traffic safety lighting system. Background Art

[0002] With the acceleration of the urbanization process, the number of urban lighting street lamps has increased rapidly, and the power consumption has increased rapidly. Therefore, a lighting management system is needed to manage the street lamps, reduce the energy consumption of the street lamps, and improve road safety and lighting efficiency. The traffic flow on the road at night shows significant timeliness characteristics, that is, the traffic flow is large during certain time periods, and high-brightness lighting conditions are required to provide drivers with sufficient road details; the traffic flow is small during certain time periods, and the lighting brightness can be reduced to achieve the effect of energy conservation and environmental protection.

[0003] Existing methods monitor vehicles at intersections in real time, then judge the magnitude of the traffic flow entering the road, and then adjust the power of the lighting street lamps in real time to achieve energy conservation and environmental protection. In the traditional urban traffic lighting system, the control of the brightness of street lamps usually depends on the real-time traffic flow situation to adjust the lighting brightness. This method will respond frequently according to changes in traffic conditions, and the adjustment range of the lighting street lamps is too large, which will cause additional stress and wear on the electrical components of the street lamps, resulting in a shortened service life of the street lamps. Secondly, this frequent brightness change may cause visual interference to drivers, increase visual fatigue, and thus pose potential safety hazards to urban traffic. Therefore, there are problems with unreasonable control of the brightness of street lamps in the traditional urban traffic safety lighting system, which will lead to a decrease in the service life of street lamps, cause visual interference to drivers, and thus affect road traffic safety. Summary of the Invention

[0004] To solve the above technical problems, an urban traffic safety lighting system is provided to solve the existing problems.

[0005] The solution of this application to solve the technical problems is to provide an urban traffic safety lighting system, and the system includes:

[0006] A traffic flow collection module, which is used to collect the traffic flow monitored in real time by each master lamp in the road lighting system, as well as the actual power when each master lamp is working;

[0007] A master lamp association module, which is used to determine the inflowing master lamp corresponding to each master lamp through the flow path of vehicles between each master lamp, and calculate the average vehicle time according to the average time for multiple vehicles to travel between each inflowing master lamp of any master lamp and the any master lamp;

[0008] A street lamp power adjustment module, which is used to predict the traffic flow on the road where the master lamp is located and adjust the power of the lighting street lamps in real time, including:

[0009] (1) Determine the intersection diversion weight of any master lamp at each moment based on the proportion of the traffic flow of the any master lamp at each moment in the traffic flow of all its inflowing master lamps. Based on the intersection diversion weights of each master lamp at all moments within multiple days, construct the diversion weight vector of each master lamp.

[0010] (2) Analyze the traffic flow changes of all inflowing master lamps corresponding to each master lamp within a local time period before the current moment, and the elements at the corresponding moment in the diversion weight vector, determine the estimated road traffic flow vector of the next moment corresponding to each master lamp at the current moment. Through multiple iterative calculations, obtain the estimated road traffic flow vectors of each master lamp at multiple moments after the current moment. Based on the average level of the elements within the estimated road traffic flow vectors of each master lamp at all moments after the current moment, obtain the estimated traffic flow density vector of each master lamp at the current moment.

[0011] (3) Determine the minimum illumination power corresponding to each element within the estimated traffic flow density vector based on the estimated traffic flow conditions of each element within the estimated traffic flow density vector and the power range of the lighting street lamps; based on the minimum illumination power, determine the target power of each master lamp at the next moment at the current moment; based on the actual power and the target power, determine the power adjustment speed of each master lamp at the current moment, and adjust the power of the lighting street lamps.

[0012] Preferably, the determination of the inflowing master lamp corresponding to each master lamp includes: if a vehicle can travel from the starting master lamp to the any master lamp without passing through other master lamps, then determine the starting master lamp as the inflowing master lamp corresponding to the any master lamp.

[0013] Preferably, the intersection diversion weight of any master lamp at each moment includes:

[0014] Denote the difference between the average vehicle travel time of any inflowing master lamp corresponding to each master lamp at each moment as a specific moment; use the traffic flow of the any inflowing master lamp at the specific moment as the basic traffic flow of the any inflowing master lamp.

[0015] Use the sum of the basic traffic flows of all inflowing master lamps corresponding to each master lamp at each moment as the total basic traffic flow of each master lamp at each moment.

[0016] Use the ratio of the traffic flow of each master lamp at each moment to the total basic traffic flow as the intersection diversion weight of each master lamp at each moment.

[0017] Preferably, the construction method of the diversion weight vector of each master lamp is:

[0018] Compose the intersection diversion weights of each master lamp at all moments within each day into the intersection traffic flow vector of each master lamp per day.

[0019] Calculate the mean value of the elements in the same dimension of the traffic flow vectors of the intersection over multiple days for each master lamp, and form the traffic diversion weight vector for each master lamp.

[0020] Preferably, the determining of the estimated road traffic flow vector for the next moment corresponding to each master lamp at the current moment includes:

[0021] Take the mean value of the average travel time of vehicles from any one of the master lamps to all the other master lamps without passing through other master lamps as the travel time of the section of any one of the master lamps.

[0022] Form the road traffic flow vector of any one of the master lamps at the current moment with the traffic flow at each moment within the travel time of the section of any one of the master lamps before the current moment.

[0023] Take the first element in the road traffic flow vector of any one of the inflowing master lamps corresponding to each master lamp at the current moment as the estimated basic traffic flow of any one of the inflowing master lamps at the current moment.

[0024] Take the sum value of the estimated basic traffic flows of all the inflowing master lamps corresponding to each master lamp at the current moment as the estimated total basic traffic flow of each master lamp at the current moment.

[0025] Denote each element in the traffic diversion weight vector of each master lamp as the estimated traffic diversion weight of each master lamp at each moment.

[0026] Take the product of the estimated traffic diversion weight of each master lamp at the current moment and the estimated total basic traffic flow as the estimated number of inflowing vehicles for the next moment corresponding to each master lamp at the current moment; remove the first element in the road traffic flow vector of each master lamp at the current moment, and take the estimated number of inflowing vehicles as the last element in the road traffic flow vector, to obtain the estimated road traffic flow vector for the next moment corresponding to each master lamp at the current moment.

[0027] Preferably, the obtaining of the estimated road traffic flow vectors for multiple moments after the current moment for each master lamp includes:

[0028] Based on the estimated road traffic flow vector for the next moment corresponding to each master lamp at the current moment and the estimated traffic diversion weight, through multiple iterative calculations, obtain the estimated road traffic flow vectors for multiple moments after the current moment for each master lamp.

[0029] Preferably, the obtaining of the estimated traffic flow density vector of each master lamp at the current moment includes:

[0030] Calculate the mean value of all the elements in the estimated road traffic flow vector of any one of the master lamps at any moment after the current moment, and denote it as the traffic flow density at any moment.

[0031] Form the estimated traffic flow density vector of each master lamp at the current moment with the traffic flow density of each master lamp at all moments after the current moment.

[0032] Preferably, the calculation method of the minimum lighting power corresponding to each element in the estimated traffic flow density vector is as follows:

[0033] Obtain the power range during the operation of the lighting street lamp to get the minimum power and the maximum power; take the difference between the maximum power and the minimum power of the lighting street lamp as the power adjustment amount of the lighting street lamp;

[0034] The minimum lighting power P corresponding to the f-th element in the estimated traffic flow density vector of the n-th master lamp at the current moment t n,t,f The calculation method is: where LP is the minimum power of the lighting street lamp, HP is the maximum power of the lighting street lamp, CP is the power adjustment amount of the lighting street lamp, and ρ n,t,f is the f-th element in the estimated traffic flow density vector of the n-th master lamp at the current moment t, and min() is the minimum value function.

[0035] Preferably, determining the target power of each master lamp at the next moment at the current moment includes:

[0036] Count the number of all elements in the estimated traffic flow density vector, and take the ratio of the power adjustment amount to the number as the maximum power adjustment speed;

[0037] The minimum target power TP corresponding to the f-th element in the estimated traffic flow density vector at t + 1 moment t+1,f The calculation method is: TP t+1,f = P n,t,f - V×(f - 1), where P n,t,f is the minimum lighting power corresponding to the f-th element in the estimated traffic flow density vector of the n-th master lamp at the current moment t, V is the maximum power adjustment speed, and f is the position serial number corresponding to the element in the estimated traffic flow density vector;

[0038] Take the maximum value of the minimum target power corresponding to all elements in the estimated traffic flow density vector of each master lamp at the next moment at the current moment as the target power of each master lamp at the next moment at the current moment.

[0039] Preferably, the power adjustment speed of each master lamp at the current moment is the change rate between the actual power at the current moment and the target power at the next moment.

[0040] This application has at least the following beneficial effects:

[0041] This application determines each inflowing mother lamp corresponding to each mother lamp through the flow path between mother lamps of the vehicle. The beneficial effect is that it reflects the path relationship between different mother lamps, illustrates the flow trend when the vehicle is driving. According to the average time for multiple vehicles to travel between each inflowing mother lamp of any mother lamp and the said any mother lamp, the average vehicle time consumption is calculated. The beneficial effect is that it takes into account the time consumed by the vehicle when traveling between two mother lamps, so as to reflect how long the traffic flow passing through the road where each inflowing mother lamp is located may flow into the road where the said any mother lamp is located; based on the proportion of the traffic flow of each inflowing mother lamp corresponding to any mother lamp at each moment in the traffic flow of all inflowing mother lamps, the intersection diversion weight of each mother lamp at each moment is determined. The beneficial effect is that it takes into account the proportion of the traffic flow on all roads where the inflowing mother lamps are located finally flowing into the road where the said any mother lamp is located, so as to reflect the possibility of the traffic flow on the roads where other inflowing mother lamps are located flowing into the road where the said any mother lamp is located at this time; based on the intersection diversion weights of each mother lamp at all moments within multiple days, a diversion weight vector of each mother lamp is constructed. The beneficial effect is that it takes into account the law of the traffic flow on the road where the mother lamp is located flowing in the historical period, so as to reflect the proportion degree of the traffic flow diversion of the road where each mother lamp is located at each moment within a day; analyze the traffic flow change of all inflowing mother lamps corresponding to the said any mother lamp within a local time period before the current moment, and the elements at the corresponding moment in the diversion weight vector, determine the estimated road traffic flow vector of each mother lamp at the next moment corresponding to the current moment. Through multiple iterative calculations, the estimated road traffic flow vectors of each mother lamp at multiple moments after the current moment are obtained. Based on the average level of the elements within the estimated road traffic flow vectors of each mother lamp at all moments after the current moment, the estimated traffic flow density vector of each mother lamp at the current moment is obtained. The beneficial effect is that it takes into account the change situation of the traffic flow on the road where each mother lamp is located at this time, so as to predict the traffic flow situation on the road where the mother lamp is located for a period of time after the current moment. The said estimated traffic flow density vector estimates the traffic flow on the road where the mother lamp is located by integrating the traffic flow situations of the surrounding roads, so as to adjust the power of the corresponding mother lamp through the predicted traffic flow later, expanding the time scale of the road lighting system in monitoring the traffic flow ability, leaving enough redundant time for the mother lamp to adjust the lamp group power, which helps to reduce the adjustment speed of the lamp group power; based on the predicted traffic flow situations of the elements within the said estimated traffic flow density vector and the power range of the lighting street lamps, determine the minimum lighting power corresponding to each element within the said estimated traffic flow density vector. The beneficial effect is that through the predicted traffic flow situation, clarify the lighting conditions that the power of the lighting street lamps on the road where the mother lamp is located should meet at the subsequent moment; based on the said minimum lighting power, determine the target power of each mother lamp at the next moment corresponding to the current moment. The beneficial effect is that if the power of the mother lamp at the subsequent moment is to meet the lighting conditions, when the power change range of the lighting street lamp is not drastic, the power condition that the power of the lighting street lamp at the next moment of the current moment should reach, so as to enable the lighting street lamp to complete the lighting task;Based on the difference between the actual power at the current moment and the target power, determine the power adjustment speed of each master lamp at the current moment, and adjust the power of the lighting street lamp. The beneficial effect is to adjust the power of the lighting street lamp according to the real-time traffic flow, avoid the problem of too large a change in lighting power caused by sudden changes in traffic flow, reduce the visual fatigue of drivers at the same time, and enhance traffic safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The following further describes in detail a urban traffic safety lighting system according to the present application with reference to the accompanying drawings.

[0043] Figure 1 A block diagram of a urban traffic safety lighting system provided by an embodiment of the present application;

[0044] Figure 2 A schematic layout diagram of master-slave interactive street lamps provided by an embodiment of the present application;

[0045] Figure 3 A step flow chart of a lighting lamp power module provided by an embodiment of the present application;

[0046] Figure 4 A step flow chart of a method for obtaining the intersection diversion weight of each master lamp provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0047] In order to make the objectives, technical solutions and advantages of the present application more clear and understandable, the following further describes in detail a urban traffic safety lighting system proposed by the present application with reference to the accompanying drawings and implementation examples. It should be understood that the specific implementation examples described herein are only used to explain the present application and are not used to limit the present application.

[0048] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs.

[0049] Please refer to Figure 1 , which shows a block diagram of a urban traffic safety lighting system provided by an embodiment of the present application. The system includes: a traffic flow collection module, a master lamp association module, and a street lamp power adjustment module.

[0050] The traffic flow collection module is used to collect the traffic flow monitored in real time by each master lamp in the road lighting system, as well as the actual power of each master lamp in real time.

[0051] In the traffic road lighting system, the regulation of street lamps is generally set according to the traffic flow situation. Therefore, the traffic flow can be monitored in real time according to the monitoring equipment on the road street lamps. In this embodiment, the layout structure of the road street lamps adopts a master-slave interactive street lamp layout. The schematic layout diagram of the master-slave interactive street lamp is asFigure 2 As shown Figure 2 In the figure is the street lamp layout at a three-way intersection. If a section of road has one direction, it has a group of street lamps; if a section of road has two directions, it has two groups of street lamps. A group of street lamps is usually divided into a front area, a master lamp, and a rear area. Usually, the first street lamp or the first few street lamps at the entrance position of a section of road form the front area, that is Figure 2 A in Figure 2 represents the front area. The first street lamp after the front area A is the master lamp, that is Figure 2 the street lamps in area B in

[0052] are the master lamps. All the street lamps after the master lamp are recorded as the rear area, that is

[0053] C in

[0054] represents the rear area. Except for the master lamp, the rest are only lighting sub-lamps. A special traffic flow monitoring device is installed on the master lamp to monitor the number of vehicles passing through in real time for a period of time. The monitoring device on the master lamp transmits the monitored traffic flow to the road lighting system

[0055] Thus, in the road lighting system, there are N master lamps, and the traffic flow is transmitted to the road lighting system every T time, and the traffic flow monitored by each master lamp at each moment is obtained

[0056] The master lamp association module is used to determine the inflowing master lamp corresponding to each master lamp through the flow path of vehicles between each master lamp, and calculate the average vehicle time-consuming according to the average time for multiple vehicles to travel between each inflowing master lamp of any master lamp and the any master lamp

[0057] If a vehicle does not pass through other master lamps when traveling from the nth master lamp to the mth master lamp, there is a directly connected road R between the nth master lamp and the mth master lamp n→m , if a vehicle needs to pass through multiple master lamps when traveling from the nth master lamp to the mth master lamp, there is no directly connected road between the nth master lamp and the mth master lamp. Thus

[0058] If a vehicle can travel from the starting master lamp to any master lamp without passing through other master lamps, the starting master lamp is determined as the inflowing master lamp corresponding to the any master lamp. Thus, there are multiple inflowing master lamps for the any master lamp

[0059] It should be noted that assuming that when a vehicle travels from the nth master lamp to the mth master lamp without passing through other master lamps, the nth master lamp is the inflow master lamp of the mth master lamp.

[0060] The average time taken for multiple vehicles to travel from the respective inflow master lamps of any master lamp to the said any master lamp is denoted as the average vehicle consumption time.

[0061] It should be noted that the average vehicle consumption time is calculated by technical personnel when constructing the road lighting system based on historical vehicle travel data, and the average vehicle consumption time is imported into the road lighting system in the form of external data.

[0062] It should be noted that there is no directly connected road between the nth master lamp and itself, that is, there is no R n→n , even if the vehicle makes a U-turn, the U-turning vehicle enters the other side of the road, but it will not be detected by the nth master lamp. It can be regarded as a vehicle leaving the traffic flow after reaching the destination on the road where the nth master lamp is located, and at the same time, a vehicle starts and joins the traffic flow on the road on the opposite side of the nth master lamp.

[0063] It should be noted that for a two-way traffic road, there are respective master lamps on both sides of the road. Therefore, the traffic flow measured by the nth master lamp has a direction. Therefore, there is a directly connected road R between the nth master lamp and the mth master lamp n→m When there is no road R m→n .

[0064] Thus, the respective inflow master lamps corresponding to each master lamp, and the average vehicle consumption time between the respective inflow master lamps corresponding to any master lamp and the said any master lamp are obtained.

[0065] The lighting power module is used to adjust the power of the lighting street lamp in real time by predicting the traffic flow on the road where the master lamp is located. The step flow chart of the lighting power module provided in this application is as Figure 3 shown.

[0066] Step 1: Determine the intersection diversion weight of any master lamp at each moment based on the proportion of the traffic flow of any master lamp at each moment in the traffic flow of all its inflow master lamps, and construct a diversion weight vector for each master lamp based on the intersection diversion weights of each master lamp at all moments over multiple days.

[0067] In traditional lighting system control methods, by monitoring the vehicle flow entering the road in real time and adjusting the power of the lighting street lamps, when the vehicle flow changes significantly, it will cause the power adjustment speed of the lighting street lamps to be too high. Moreover, the more drastic the brightness change of the lighting street lamps, the more likely it is to cause visual fatigue of drivers and pose a safety hazard. Therefore, in this embodiment, the vehicle flow about to enter the street lamp area is estimated, and sufficient buffer time is left for the power adjustment of the lighting street lamps based on the estimated vehicle flow, reducing the power adjustment speed of the lighting street lamps.

[0068] There is a clear correlation between the vehicle flows on various roads in urban traffic, which is reflected by the traffic flow distribution at intersections. Therefore, by analyzing the diversion situation of the vehicle flow at intersections, the intersection diversion weight of each master lamp is determined to reflect the degree to which the vehicle flows from other sections converge to the section where the corresponding master lamp is located. The step flowchart of the method for obtaining the intersection diversion weight of each master lamp provided in this application is as Figure 4 shown, and specifically includes:

[0069] The difference between each moment and the average vehicle time for any vehicle flowing into the master lamp corresponding to each master lamp is recorded as a specific moment;

[0070] The vehicle flow of the any vehicle flowing into the master lamp at the specific moment is used as the basic vehicle flow of the any vehicle flowing into the master lamp;

[0071] It should be noted that for easy understanding, assume that at the t0 moment, the master lamps corresponding to the inflowing master lamps of the nth master lamp are the g1st master lamp, the g2nd master lamp, and the g3rd master lamp respectively. Among them, the average vehicle time for the vehicle to flow from the g1st inflowing master lamp to the nth master lamp is ct g1→n , the average vehicle time for the vehicle to flow from the g2nd inflowing master lamp to the nth master lamp is ct g2→n , the average vehicle time for the vehicle to flow from the g3rd inflowing master lamp to the nth master lamp is ct g3→n , the vehicle flow flowing into the g1st inflowing master lamp at the t0 - ct g1→n moment is used as the basic vehicle flow of the g1st inflowing master lamp, indicating that the vehicle flow at the t0 - ct g1→n moment of the g1st inflowing master lamp may reach the road where the nth master lamp is located at the t0 moment after ct g1→n .

[0072] The sum of the basic vehicle flows of all the inflowing master lamps corresponding to each master lamp at each moment is used as the total basic vehicle flow of each master lamp at each moment;

[0073] The ratio of the vehicle flow of each master lamp at each moment to the total basic vehicle flow is used as the intersection diversion weight of each master lamp at each moment.

[0074] It should be noted that the total base traffic flow represents all traffic flow conditions that may flow into the roads where each master lamp is located. The greater the intersection diversion weight, the more the traffic flow flowing into the roads where the other master lamps are located at this time tends to converge into the roads where the corresponding master lamps are located.

[0075] Furthermore, the intersection diversion weight reflects the flow characteristics of the traffic flow. In urban roads, the flow characteristics of the traffic flow usually show certain rules in cycles of days and months. Therefore, based on the intersection diversion weights at all times within each day, a diversion weight vector is constructed. Specifically:

[0076] The intersection diversion weights of each master lamp at all times within each day are combined to form the intersection traffic flow vector of each master lamp per day;

[0077] Preferably, in this embodiment, the intersection diversion weight is calculated once every 1 minute. There are 1440 moments of intersection diversion weights within a day. Therefore, the length of the intersection traffic flow vector is 1440.

[0078] The mean values of the elements in the same dimension of the intersection traffic flow vectors of each master lamp over multiple days are calculated to form the diversion weight vector of each master lamp;

[0079] Preferably, in this embodiment, the mean values of the elements in the same dimension of the intersection traffic flow vectors of each master lamp over 30 days are calculated to form the diversion weight vector of each master lamp.

[0080] It should be noted that the length of the diversion weight vector is also 1440; for ease of understanding, the 30 intersection traffic flow vectors corresponding to 30 days are scaled to 3, and the length of the intersection traffic flow vector 1440 is scaled to 3. Therefore, the three intersection traffic flow vectors are [α1,α2,α3], [β1,β2,β3], [γ1,γ2,γ3], respectively, and the diversion weight vector is where the t-th element in the diversion weight vector represents the diversion situation of the traffic flow at the intersection of each master lamp at the t-th moment.

[0081] Thus, the diversion weight vector of each master lamp is obtained.

[0082] Step 2: Analyze the traffic flow changes within the local time period before the current moment of all the traffic flows flowing into any master lamp, and the elements at the corresponding moments in the diversion weight vector, determine the estimated road traffic flow vector at the next moment corresponding to each master lamp at the current moment. Through multiple iterative calculations, the estimated road traffic flow vectors at multiple moments after the current moment of each master lamp are obtained. Based on the average level of the elements in the estimated road traffic flow vectors of each master lamp at all moments after the current moment, the estimated traffic flow density vector of each master lamp at the current moment is obtained.

[0083] Further, based on the shunt weight vector, estimate the traffic flow change situation after the current moment, specifically:

[0084] Take the average value of the average time taken by vehicles to travel from the nth master lamp to all other master lamps without passing through other master lamps as the section time consumption of the nth master lamp;

[0085] Form the traffic flow vector of the nth master lamp at the current moment with the traffic flow at each moment within the section time consumption of the nth master lamp before the current moment;

[0086] It should be noted that assuming the section time consumption of the nth master lamp is μT n , form the traffic flow vector of the nth master lamp at the current moment t with the traffic flow at each moment within the μT n time period before the current moment t in chronological order. Assuming μT n = 5, then form the traffic flow vector of the nth master lamp at the current moment t with the traffic flow at t - 5 moment, t - 4 moment, t - 3 moment, t - 2 moment, and t - 1 moment, which represents the vehicle distribution on the road where the nth master lamp is located; among them, the length of the road traffic flow vector is μT n .

[0087] Take the first element in the road traffic flow vector of any inflow master lamp corresponding to the nth master lamp at the current moment t as the estimated basic traffic flow of the any inflow master lamp at the current moment t;

[0088] Take the sum value of the estimated basic traffic flows of all inflow master lamps corresponding to the nth master lamp at the current moment t as the estimated total basic traffic flow of the nth master lamp at the current moment t;

[0089] It should be noted that the estimated total basic traffic flow reflects the estimated situation of vehicle inflow of the nth master lamp at the current moment t.

[0090] Record each element in the shunt weight vector of the nth master lamp as the estimated shunt weight of the nth master lamp at each moment;

[0091] It should be noted that the tth element in the shunt weight vector represents the shunt situation of the traffic flow at the intersection at the tth minute, corresponding to the tth moment of the day. Therefore, each element in the shunt weight vector of each master lamp is the estimated shunt weight of each master lamp at each moment.

[0092] Take the product of the estimated shunt weight of the nth master lamp at the current moment t and the estimated total basic traffic flow as the estimated number of incoming vehicles of the nth master lamp at the t + 1 moment;

[0093] Remove the first element from the road traffic flow vector of the nth master lamp at the current moment t, and use the estimated number of incoming vehicles as the last element in the road traffic flow vector to obtain the estimated road traffic flow vector of the nth master lamp at the moment t+1;

[0094] It should be noted that for ease of understanding, assume that at the moment t, the road traffic flow vectors of the g1st incoming master lamp, the g2nd incoming master lamp, and the g3rd incoming master lamp corresponding to the nth master lamp are [ω1,ω2,ω3,ω4,ω5], [e1,e2,e3,e4], and [h1,h2,h3,h4,h5,h6,h7] respectively. Take ω1, e1, and h1 as the estimated basic traffic flow, take the sum of ω1, e1, and h1 as the estimated total basic traffic flow, and take the product of the estimated diversion weight of the nth master lamp at the moment t and the estimated total basic traffic flow as the estimated number of incoming vehicles of the nth master lamp at the moment t+1, denoted as y. If the road traffic flow vector of the nth master lamp at the moment t is [q1,q2,q3,q4,q5,q6], then the estimated road traffic flow vector of the nth master lamp at the moment t+1 is [q2,q3,q4,q5,q6,y].

[0095] It should be noted that removing the first element from the road traffic flow vector reflects the vehicles that have exited the section where the nth master lamp is located at the moment t, and the newly added element represents the number of vehicles entering the section where the nth master lamp is located at the moment t. Therefore, the estimated road traffic flow vector at the moment t+1 is the traffic flow distribution of the road at the moment t+1 estimated through simulation calculation.

[0096] Furthermore, based on the estimated road traffic flow vector, through iterative calculation, obtain the estimated road traffic flow vectors at multiple moments after each moment, specifically:

[0097] From the above process, at the current moment t, obtain the estimated road traffic flow vector of the nth master lamp at the moment t+1;

[0098] Based on the estimated road traffic flow vector of the nth master lamp at the moment t+1, through the estimated road traffic flow vector of any incoming master lamp corresponding to the nth master lamp at the moment t+1 and the (t+1)th element in the diversion weight vector of the nth master lamp, obtain the estimated road traffic flow vector of each master lamp at the moment t+2, and perform multiple iterative operations in sequence to obtain the estimated road traffic flow vectors of the nth master lamp at multiple moments after the current moment t;

[0099] Preferably, in this embodiment, through iterative calculation, obtain the estimated road traffic flow vectors of the nth master lamp at 20 moments after the current moment t; that is, obtain 20 estimated road traffic flow vectors corresponding to the nth master lamp within 20 minutes after the current moment t.

[0100] Calculate the mean value of all elements in the estimated road traffic flow vector at any moment after the current moment t for the nth master lamp, and denote it as the traffic flow density at any moment.

[0101] Form the estimated traffic flow density vector of the nth master lamp at the current moment t with the traffic flow densities at all moments after the current moment t for the nth master lamp.

[0102] It should be noted that the estimated traffic flow density vector reflects the change of the traffic flow density on the road where the nth master lamp is located in the subsequent time. Among them, the fth element in the estimated traffic flow density vector represents the traffic flow condition at the moment t + f.

[0103] So far, the estimated traffic flow density vectors of each master lamp at the current moment are obtained.

[0104] Step 3: Determine the minimum illumination power corresponding to each element in the estimated traffic flow density vector based on the estimated traffic flow conditions of each element in the estimated traffic flow density vector and the power range of the lighting street lamps; determine the target power of each master lamp at the next moment at the current moment based on the minimum illumination power; determine the power adjustment speed of each master lamp at the current moment based on the actual power and the target power, and adjust the power of the lighting street lamps.

[0105] Furthermore, estimate the road traffic flow conditions in a subsequent period through the estimated traffic flow density vector, so as to adjust the power of the road street lamps, so that the power of the street lamps can have enough time to adjust the power size before the traffic flow arrives, and reduce the severity of the change in the power of the lighting lamps. In this embodiment, the power is adjusted according to the adjustment rules of the traditional power adjustment method of the lighting street lamps. The traditional power adjustment rule is: when there are no vehicles on the road, the power of the lighting street lamp is in the lowest state, so that the lighting street lamp is in the minimum power; when the number of vehicles entering the road per minute reaches 10 or more, the lighting street lamp is in the maximum power.

[0106] Based on the above analysis, according to the estimated traffic flow density vector of each master lamp, referring to the traditional power adjustment rule, obtain the minimum illumination power corresponding to each element in the estimated traffic flow density vector, specifically:

[0107] Obtain the power range during the operation of the lighting street lamp to get the minimum power and the maximum power;

[0108] Take the difference between the maximum power and the minimum power of the lighting street lamp as the power adjustment amount of the lighting street lamp;

[0109] The calculation method of the minimum illumination power corresponding to each element in the estimated traffic flow density vector of each master lamp at the current moment is: Among them, P n,t,fis the minimum lighting power corresponding to the f-th element in the estimated traffic flow density vector of the n-th master lamp at the current moment t, LP is the minimum power of the lighting street lamp, HP is the maximum power of the lighting street lamp, CP is the power adjustment amount of the lighting street lamp, and ρ n,t,f is the f-th element in the estimated traffic flow density vector of the n-th master lamp at the current moment t, and min() is the function to take the minimum value.

[0110] Preferably, in this embodiment, the lighting street lamps on both sides of the road are LED lamps with a power range of 120W to 200W. Then, the minimum power LP of the lighting street lamp is 120W, the maximum power HP of the lighting street lamp is 200W, and CP is 80W.

[0111] It should be noted that P n,t,f represents the lighting power that the n-th master lamp should meet at the moment t + f.

[0112] Among them, according to the traditional power adjustment rule, according to the vehicle estimation result of the estimated traffic flow density vector, the power of the lighting street lamp on the road where the n-th master lamp is located at the moment t + f should not be lower than the minimum lighting power P n,t,f to complete the lighting task.

[0113] Furthermore, when adjusting the power of the lighting lamp, if the adjustment amplitude is too large, it will affect the service life of the lighting street lamp and cause visual fatigue of the driver. Therefore, based on the power adjustment amount, the maximum power adjustment speed is determined, specifically:

[0114] Count the number of all elements in the estimated traffic flow density vector, and take the ratio of the power adjustment amount to the number as the maximum power adjustment speed;

[0115] It should be noted that if the adjustment amplitude exceeds the maximum power adjustment speed, it will affect the service life of the lighting street lamp and cause visual fatigue of the driver, affecting driving safety.

[0116] Furthermore, in order to enable the master lamp to reach the lighting requirement at the moment t + f on the basis that the power adjustment speed does not exceed the maximum power adjustment speed, there should be a corresponding minimum target power for the master lamp at the moment t + 1. If the lighting power of the master lamp at the moment t + 1 is lower than this minimum target power, even if the n-th master lamp increases the lighting power at the maximum power adjustment speed from the moment t + 1 to the moment t + f, it cannot reach the minimum lighting power P n,t,f .

[0117] The calculation method of the minimum target power corresponding to the f-th element in the estimated traffic flow density vector at the moment t + 1 is: TP t+1,f = P n,t,f - V×(f - 1), where TPt+1,f is the minimum target power corresponding to the f-th element in the predicted traffic flow density vector at the moment t + 1, P n,t,f is the minimum lighting power corresponding to the f-th element in the predicted traffic flow density vector of the n-th master lamp at the current moment t, V is the maximum power adjustment speed, and f is the position serial number corresponding to the element in the predicted traffic flow density vector.

[0118] It should be noted that V×(f - 1) represents the maximum adjustment amount of adjusting the lighting lamp at the maximum power adjustment speed from the moment t + 1 to the moment t + f, simulating that the n-th master lamp increases the lighting power at the maximum power adjustment speed from the moment t + 1 to the moment t + f; subtracting the maximum adjustment amount from the minimum lighting power at the moment t + f, the minimum target power corresponding to the moment t + f at the moment t + 1 is obtained. If the lighting power of the n-th master lamp at the moment t + 1 is less than the minimum target power, the n-th master lamp cannot reach the minimum lighting power corresponding to the moment t + f at the moment t + f.

[0119] Taking the maximum value of the minimum target powers corresponding to all elements in the predicted traffic flow density vector of the n-th master lamp at the current moment t at the moment t + 1 as the target power of the n-th master lamp at the moment t + 1;

[0120] It should be noted that the minimum target powers corresponding to all elements in the predicted traffic flow density vector are the minimum power requirements for the lighting power of the n-th master lamp at the moment t + 1. As long as the lighting power of the n-th master lamp at the moment t + 1 meets the maximum value among them, the requirements of the minimum target powers of each element at the moment t + 1 can be met.

[0121] Furthermore, based on the power of each master lamp at the current moment t and the target power at the moment t + 1, determine the power adjustment speed to control the power of each master lamp and all lighting street lamps in its front area and rear area, specifically:

[0122] Obtain the actual power of each master lamp at the current moment t; calculate the interval duration between the current moment t and the next moment;

[0123] Calculate the difference between the target power and the actual power, denoted as the power deviation, and take the ratio of the power deviation to the interval duration as the power adjustment speed of each master lamp at the current moment t; control the power of the corresponding master lamp and all lighting street lamps in its front area and rear area based on the power adjustment speed. Thus, the lighting power adjustment method using real-time traffic flow avoids the excessive change in lighting power caused by sudden changes in traffic flow, resulting in visual fatigue of drivers and enhancing traffic safety.

[0124] It should be understood that although Figure 1The steps in the flowchart are shown in sequence according to the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, Figure 1 At least some of the steps in Figure 1 may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed alternately or in rotation with at least some of the sub-steps or stages of other steps or other steps.

[0125] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as falling within the scope described in this specification.

[0126] The above-described embodiments merely represent several implementation manners of the present application. The description is relatively specific and detailed, but it should not be construed as a limitation of the present application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made. Therefore, any simple modification, equivalent change, and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application all fall within the protection scope of the technical solution of the present application.

Claims

1. An urban traffic safety lighting system, characterized in that, The system includes: A traffic flow collection module, which is used to collect the traffic flow monitored in real time by each master lamp in the road lighting system and the actual power when each master lamp is working; wherein, the first street lamp or the first few street lamps at the entry position of a section of road constitute the front area, and the first street lamp after the front area is the master lamp; A master lamp association module, when a vehicle can travel from the starting master lamp to any master lamp without passing through other master lamps, determines the starting master lamp as the inflow master lamp corresponding to the any master lamp, and calculates the average vehicle time-consuming according to the average time for multiple vehicles to travel between each inflow master lamp of any master lamp and the any master lamp; A street lamp power adjustment module, which is used to predict the traffic flow on the road where the master lamp is located and adjust the power of the lighting street lamps in real time, including: (1) Determine the intersection diversion weight of any master lamp at each moment according to the proportion of the traffic flow of any master lamp at each moment in the traffic flow of all its inflow master lamps, and construct a diversion weight vector for each master lamp based on the intersection diversion weights of each master lamp at all moments in multiple days; (2) Obtain the time-consuming of each master lamp for vehicles to pass through to determine the section time-consuming of each master lamp; construct a road traffic flow vector of each inflow master lamp at the current moment based on the traffic flow at each moment within the section time-consuming before the current moment; Determine the estimated total basic traffic flow of each master lamp at the current moment through the first element in the road traffic flow vector of the inflow master lamp at the current moment; Based on each element in the diversion weight vector of each master lamp and the estimated total basic traffic flow, calculate the estimated number of inflowing vehicles at the next moment corresponding to each master lamp at the current moment; based on the updated result of the road traffic flow vector for the estimated number of inflowing vehicles, determine the estimated road traffic flow vector of each master lamp at the next moment corresponding to the current moment; through multiple iterative calculations, obtain the estimated road traffic flow vectors of each master lamp at multiple moments after the current moment, calculate the mean value of all elements in the estimated road traffic flow vector of each master lamp at any moment after the current moment, and record it as the traffic flow density at that moment; Form the traffic flow density of each master lamp at all moments after the current moment into a predicted traffic flow density vector of each master lamp at the current moment; (3) Determine the lowest lighting power corresponding to each element in the predicted traffic flow density vector according to the predicted traffic flow situation of each element in the predicted traffic flow density vector and the power range of the lighting street lamps; count the number of all elements in the predicted traffic flow density vector, and use the ratio of the power adjustment amount to the number as the maximum power adjustment speed; The minimum target power TP corresponding to the f-th element in the predicted traffic flow density vector at time t+1 t+1,f is calculated as follows: TP t+1,f = P n,t,f - V×(f - 1), where P n,t,f is the minimum lighting power corresponding to the f-th element in the predicted traffic flow density vector of the n-th master lamp at the current time t, V is the maximum power adjustment speed, and f is the position serial number corresponding to the element in the predicted traffic flow density vector; Take the maximum value of the lowest target power corresponding to all elements in the predicted traffic flow density vector of each master lamp at the current moment at the next moment as the target power of each master lamp at the next moment corresponding to the current moment; based on the actual power and the target power, determine the power adjustment speed of each master lamp at the current moment, and adjust the power of the lighting street lamps.

2. The urban traffic safety lighting system according to claim 1, wherein, The intersection diversion weight of any master lamp at each moment includes: The difference between each moment and the average vehicle time consumed for any vehicle flowing into the master lamp corresponding to each master lamp is denoted as a specific moment; the traffic flow of any vehicle flowing into the master lamp at the specific moment is used as the basic traffic flow of any vehicle flowing into the master lamp. The sum of the basic traffic flows of all vehicles flowing into the master lamp corresponding to each master lamp at each moment is used as the total basic traffic flow of each master lamp at each moment. The ratio of the traffic flow of each master lamp at each moment to the total basic traffic flow is used as the intersection diversion weight of each master lamp at each moment.

3. A urban traffic safety lighting system according to claim 1, characterized in that, The construction method of the diversion weight vector of each master lamp is as follows: The intersection diversion weights of each master lamp at all moments within a day are combined to form the intersection traffic flow vector of each master lamp per day. The mean value of the elements in the same dimension of the intersection traffic flow vectors of each master lamp over multiple days is calculated to form the diversion weight vector of each master lamp.

4. A urban traffic safety lighting system according to claim 1, characterized in that, The determination of the estimated road traffic flow vector of the next moment corresponding to each master lamp at the current moment includes: The mean value of the average vehicle time consumed for the vehicle to travel from any master lamp to all other master lamps without passing through other master lamps is used as the section time consumption of any master lamp. The traffic flows of each moment within the section time consumption of any master lamp before the current moment are combined to form the road traffic flow vector of any master lamp at the current moment. The first element in the road traffic flow vector at the current moment of any vehicle flowing into the master lamp corresponding to each master lamp is used as the estimated basic traffic flow of any vehicle flowing into the master lamp at the current moment. The sum value of the estimated basic traffic flows of all vehicles flowing into the master lamp corresponding to each master lamp at the current moment is used as the estimated total basic traffic flow of each master lamp at the current moment. Each element in the diversion weight vector of each master lamp is denoted as the estimated diversion weight of each master lamp at each moment. The product of the estimated diversion weight of each master lamp at the current moment and the estimated total basic traffic flow is used as the estimated number of incoming vehicles of each master lamp at the next moment corresponding to the current moment; the first element in the road traffic flow vector of each master lamp at the current moment is removed, and the estimated number of incoming vehicles is used as the last element in the road traffic flow vector to obtain the estimated road traffic flow vector of each master lamp at the next moment corresponding to the current moment.

5. The urban traffic safety lighting system according to claim 4, characterized in that, The obtaining of the estimated road traffic flow vectors of each master lamp at multiple moments after the current moment includes: Based on the estimated road traffic flow vector of the next moment corresponding to each master lamp at the current moment and the estimated diversion weight, the estimated road traffic flow vectors of each master lamp at multiple moments after the current moment are obtained through multiple iterative calculations.

6. The urban traffic safety lighting system according to claim 1, characterized in that, The calculation method of the minimum illumination power corresponding to each element in the estimated traffic flow density vector is as follows: Obtain the power range during the operation of the lighting street lamp to get the minimum power and the maximum power; the difference between the maximum power and the minimum power of the lighting street lamp is used as the power adjustment amount of the lighting street lamp. The minimum lighting power P corresponding to the f-th element in the estimated traffic flow density vector of the n-th master lamp at the current moment t n,t,f is calculated as follows: where LP is the minimum power of the lighting street lamp, HP is the maximum power of the lighting street lamp, CP is the power adjustment amount of the lighting street lamp, and ρ n,t,f is the f-th element in the estimated traffic flow density vector of the n-th master lamp at the current moment t, and min() is the minimum value function.

7. The urban traffic safety lighting system according to claim 1, characterized in that, The power adjustment speed of each master lamp at the current moment is the change rate between the actual power at the current moment and the target power at the next moment.

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