Subway auxiliary lighting control system

Abstract

The invention relates to the technical field of subway light control, and discloses a subway auxiliary lighting control system, which comprises an environment data acquisition module, an environment data analysis module, a lighting control module and an early warning module, and is characterized in that the environment data acquisition module comprises an environment brightness acquisition unit, a personnel quantity acquisition unit and a fault damage acquisition unit. According to the system, illumination brightness of different areas in a compartment in a subway is collected, an illumination brightness set is constructed, meanwhile, the number of people in the current subway compartment and the number of people at the next stop of the subway are recognized, and then an illumination adjustment coefficient is obtained through analysis and calculation based on the illumination brightness set; the personnel influence coefficient and the fault coefficient are obtained through corresponding calculation, whether first-time early warning is carried out or not is judged through the fault coefficient, meanwhile, light is adjusted through the illumination adjustment coefficient and the personnel influence coefficient, and therefore it is guaranteed that light is supplemented in time for insufficient light sources caused by abnormity, and meanwhile the brightness of a compartment without passengers is lowered.

Description

Technical Field

[0001] The invention relates to the technical field of subway lighting control, in particular to a subway auxiliary lighting control system. Background Art

[0002] In modern life, people have higher requirements for the comfort of riding. As people's living standards improve, people begin to consider travel comfort more;

[0003] Currently, the lighting control in subway cars mostly adopts centralized control. When the light source in the car is abnormal, it cannot be adjusted in time, and the brightness cannot be dynamically adjusted according to whether there are passengers in the car. Summary of the invention

[0004] In view of the deficiencies of the prior art, the present invention provides a subway auxiliary lighting control system, which has the advantages of dynamically adjusting brightness and solves the above-mentioned technical problems.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a subway auxiliary lighting control system, comprising an environmental data acquisition module, an environmental data analysis module, a lighting control module and an early warning module;

[0006] The environmental data collection module includes an environmental brightness collection unit, a personnel number collection unit and a fault damage collection unit. The environmental brightness collection unit is used to collect the light brightness of different areas in the subway car and construct a light brightness set. The personnel number collection unit is used to identify the number of people in the current subway car and the number of people at the next subway stop. The fault damage collection unit is used to collect the light fault damage data in the current subway car.

[0007] The environmental data analysis module includes an environmental brightness analysis unit, a personnel analysis unit and a fault analysis unit. The environmental brightness analysis unit analyzes and calculates the light adjustment coefficient based on the light illuminance set. The personnel analysis unit analyzes and obtains the personnel influence coefficient based on the number of personnel in the current subway car and the number of personnel at the next subway stop in the personnel number recognition unit. The fault analysis unit is used to analyze the lighting fault damage data in the current subway car and calculate the fault coefficient.

[0008] The lighting control module adjusts the lighting in the subway car accordingly based on the lighting adjustment coefficient and the personnel influence coefficient;

[0009] The warning module includes a first fault warning unit and a second fault warning unit. The first fault warning unit determines whether to issue a warning based on a fault coefficient, and the second fault warning unit determines whether to issue a warning based on an adjustment process of the lighting control module.

[0010] As a preferred technical solution of the present invention, the ambient brightness collection unit is used to collect the light brightness of different areas in the subway car and construct a light brightness set. The specific expression is as follows:

[0011]

[0012] in, Indicates The cabin lighting intensity set, Respectively represent The brightness value of the first sampling point in each carriage, , No. Carriage No. The brightness value of the sampling point, , No. Carriage No. The brightness value of the sampling point, Indicates the total number of sampling points.

[0013] As a preferred technical solution of the present invention, the specific steps of the personnel number collection unit for identifying the number of personnel in the current subway car and the number of personnel at the next subway stop are as follows:

[0014] Step A1: When the subway door is closed at the current station, an image acquisition device on the top of the carriage is used to capture images inside the carriage;

[0015] Step A2: Recognize the image captured in step A1 and output the recognized image. Total number of passengers in each carriage ;

[0016] Step A3: After step A2 is completed, send a detection request to the next station of the current subway and detect the next station. Number of people waiting for each carriage .

[0017] As a preferred technical solution of the present invention, the specific expression for the fault damage collection unit to collect the lighting fault damage data in the current subway car is as follows:

[0018]

[0019] in, represents the lighting failure damage dataset in subway cars, Indicates the light flashing frequency. Indicates the light is online. , Indicates that the light is offline. Indicates that the light is online.

[0020] As a preferred technical solution of the present invention, the specific expression of the illumination adjustment coefficient obtained by the ambient brightness analysis unit through analysis and calculation based on the light luminance set is as follows:

[0021]

[0022] in, Indicates The light adjustment coefficient of each compartment is represents the total number of sampling points, Indicates total indivual To sum, Indicates Carriage No. The brightness value of the sampling point, Indicates Standard brightness value of each carriage.

[0023] As a preferred technical solution of the present invention, the personnel analysis unit analyzes the number of people in the current subway car and the number of people at the next subway stop in the personnel number identification unit to obtain a specific expression of the personnel influence coefficient as follows:

[0024]

[0025] in, Indicates the total number of people that can accommodate. Indicates The occupant impact coefficient of each carriage is Indicates The number of people waiting in each carriage, Indicates The total number of people in the carriage.

[0026] As a preferred technical solution of the present invention, the fault analysis unit is used to analyze the lighting fault damage data in the current subway car and calculate the specific steps of the fault coefficient as follows:

[0027] Step B1: Calculate the light flicker frequency influence coefficient. The specific expression is as follows:

[0028]

[0029] in, Indicates the light flashing frequency. Indicates the light flicker threshold, Indicates the influence coefficient of light flicker frequency;

[0030] Step B2: The specific expression of the fault coefficient calculated by combining the light online status and the light flicker frequency influence coefficient is as follows:

[0031]

[0032] in, represents the failure coefficient, Indicates the light is online. represents a natural constant, Indicates the light flicker frequency influence coefficient.

[0033] As a preferred technical solution of the present invention, the specific steps of the lighting control module adjusting the lighting in the subway car accordingly based on the light adjustment coefficient and the personnel influence coefficient are as follows:

[0034] Step C1: Read the Light adjustment factor for each compartment , and calculate the adjustment amount of auxiliary lighting. The specific expression is as follows:

[0035]

[0036] in, Indicates The adjustment amount of each car, Indicates total indivual To sum, Indicates The light adjustment coefficient of each compartment is Indicates the total number of sampling points;

[0037] Step C2: When The influence coefficient of the passengers in each carriage When it is less than or equal to 0, the auxiliary lighting is not enabled and the light brightness is lowered. The influence coefficient of the passengers in each carriage When it is greater than 0, according to Adjustment of each compartment Activate auxiliary lighting to increase cabin brightness.

[0038] As a preferred technical solution of the present invention, the specific steps of the first fault warning unit judging whether to issue a warning based on the fault coefficient are as follows: Exceeding the first fault warning threshold When the fault coefficient is The first fault warning threshold is not exceeded If the light is on, no lighting maintenance warning will be issued.

[0039] As a preferred technical solution of the present invention, the specific steps of the second fault warning unit determining whether to issue a warning based on the adjustment process of the lighting control module are as follows:

[0040] Step D1: After the cabin brightness adjustment is completed, the adjusted Carriage No. The brightness value of the sampling point ;

[0041] Step D2: Calculate the Carriage No. Adjustment deviation coefficient of sampling points , the specific expression is as follows:

[0042]

[0043] in, Indicates Carriage No. The brightness value of the sampling point, Indicates the adjusted Carriage No. The brightness value of the sampling point, Indicates Carriage No. The adjustment deviation coefficient of the sampling points is express The absolute value of

[0044] Step D3: When Carriage No. The adjustment deviation coefficient of the sampling point Exceeding the second fault warning threshold When the warning is given, feedback is given. sampling points for management personnel, Carriage No. The adjustment deviation coefficient of the sampling point The second fault warning threshold is not exceeded When , it terminates and traverses all sampling points.

[0045] Compared with the prior art, the present invention provides a subway auxiliary lighting control system, which has the following beneficial effects:

[0046] The present invention collects the light brightness of different areas in a subway car and constructs a light brightness set. At the same time, the number of people in the current subway car and the number of people at the next subway stop are identified. Then, the light adjustment coefficient is analyzed and calculated based on the light brightness set, and the personnel influence coefficient and the fault coefficient are correspondingly calculated. The fault coefficient is used to determine whether to issue the first warning. At the same time, the light adjustment coefficient and the personnel influence coefficient are used to adjust the light, thereby ensuring timely supplementary lighting for insufficient light source caused by abnormalities, and lowering the brightness of cars without passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 Schematic diagram of the system framework of the present invention. DETAILED DESCRIPTION

[0048] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0049] See also Figure 1 , a subway auxiliary lighting control system, including an environmental data acquisition module, an environmental data analysis module, a lighting control module and an early warning module;

[0050] The environmental data collection module includes an environmental brightness collection unit, a personnel number collection unit and a fault damage collection unit. The environmental brightness collection unit is used to collect the light brightness of different areas in the subway car and build a light brightness set. The personnel number collection unit is used to identify the number of people in the current subway car and the number of people at the next subway stop. The fault damage collection unit is used to collect the light fault damage data in the current subway car.

[0051] The ambient brightness collection unit is used to collect the light brightness of different areas in the subway car and construct a light brightness set. The specific expression is as follows:

[0052]

[0053] in, Indicates The cabin lighting intensity set, Respectively represent The brightness value of the first sampling point in each carriage, , No. Carriage No. The brightness value of the sampling point, , No. Carriage No. The brightness value of the sampling point, Indicates the total number of sampling points.

[0054] The specific steps of the personnel number collection unit for identifying the number of personnel in the current subway carriage and the number of personnel at the next subway stop are as follows:

[0055] Step A1: When the subway door is closed at the current station, an image acquisition device on the top of the carriage is used to capture images inside the carriage;

[0056] Step A2: Recognize the image captured in step A1 and output the recognized image. Total number of passengers in each carriage ;

[0057] Step A3: After step A2 is completed, send a detection request to the next station of the current subway and detect the next station. Number of people waiting for each carriage .

[0058] The specific expression of the fault damage collection unit for collecting the lighting fault damage data in the current subway car is as follows:

[0059]

[0060] in, represents the lighting failure damage dataset in subway cars, Indicates the light flashing frequency. Indicates the light is online. , Indicates that the light is offline. Indicates that the light is online;

[0061] The environmental data analysis module includes an environmental brightness analysis unit, a personnel analysis unit and a fault analysis unit. The environmental brightness analysis unit analyzes and calculates the light adjustment coefficient based on the light illuminance set. The personnel analysis unit analyzes and obtains the personnel influence coefficient based on the number of personnel in the current subway car and the number of personnel at the next subway stop in the personnel number recognition unit. The fault analysis unit is used to analyze the lighting fault damage data in the current subway car and calculate the fault coefficient.

[0062] The specific expression of the illumination adjustment coefficient obtained by the ambient brightness analysis unit through analysis and calculation based on the light illuminance set is as follows:

[0063]

[0064] in, Indicates The light adjustment coefficient of each compartment is represents the total number of sampling points, Indicates total indivual To sum, Indicates Carriage No. The brightness value of the sampling point, Indicates Standard brightness value of each carriage.

[0065] The personnel analysis unit analyzes the number of people in the current subway car and the number of people at the next subway stop in the personnel number recognition unit to obtain the specific expression of the personnel influence coefficient as follows:

[0066]

[0067] in, Indicates the total number of people that can accommodate. Indicates The occupant impact coefficient of each carriage is Indicates The number of people waiting in each carriage, Indicates The total number of people in the carriage.

[0068] The fault analysis unit is used to analyze the lighting fault damage data in the current subway car and calculate the specific steps of the fault coefficient as follows:

[0069] Step B1: Calculate the light flicker frequency influence coefficient. The specific expression is as follows:

[0070]

[0071] in, Indicates the light flashing frequency. Indicates the light flicker threshold, Indicates the influence coefficient of light flicker frequency;

[0072] Step B2: The specific expression of the fault coefficient calculated by combining the light online status and the light flicker frequency influence coefficient is as follows:

[0073]

[0074] in, represents the failure coefficient, Indicates the light is online. represents a natural constant, Indicates the light flicker frequency influence coefficient.

[0075] The lighting control module adjusts the lighting in the subway car accordingly based on the light adjustment coefficient and the personnel influence coefficient;

[0076] The specific steps for the lighting control module to adjust the lighting in the subway car accordingly based on the light adjustment coefficient and the personnel influence coefficient are as follows:

[0077] Step C1: Read the Light adjustment factor for each compartment , and calculate the adjustment amount of auxiliary lighting. The specific expression is as follows:

[0078]

[0079] in, Indicates The adjustment amount of each car, Indicates total indivual To sum, Indicates The light adjustment coefficient of each compartment is Indicates the total number of sampling points;

[0080] Step C2: When The influence coefficient of the passengers in each carriage When it is less than or equal to 0, the auxiliary lighting is not enabled and the light brightness is lowered. The influence coefficient of the passengers in each carriage When it is greater than 0, according to Adjustment of each compartment Enable auxiliary lighting and increase cabin brightness;

[0081] The warning module includes a first fault warning unit and a second fault warning unit. The first fault warning unit determines whether to issue a warning based on a fault coefficient, and the second fault warning unit determines whether to issue a warning based on an adjustment process of the lighting control module.

[0082] The specific steps of the first fault warning unit determining whether to issue a warning based on the fault coefficient are as follows: Exceeding the first fault warning threshold When the fault coefficient is The first fault warning threshold is not exceeded If the light is on, no lighting maintenance warning will be issued.

[0083] The specific steps for the second fault warning unit to determine whether to issue a warning based on the adjustment process of the lighting control module are as follows:

[0084] Step D1: After the cabin brightness adjustment is completed, the adjusted Carriage No. The brightness value of the sampling point ;

[0085] Step D2: Calculate the Carriage No. The adjustment deviation coefficient of the sampling point , the specific expression is as follows:

[0086]

[0087] in, Indicates Carriage No. The brightness value of the sampling point, Indicates the adjusted Carriage No. The brightness value of the sampling point, Indicates Carriage No. The adjustment deviation coefficient of the sampling points is express The absolute value of

[0088] Step D3: When Carriage No. The adjustment deviation coefficient of the sampling point Exceeding the second fault warning threshold When the warning is given, feedback is given. sampling points for management personnel, Carriage No. The adjustment deviation coefficient of the sampling point The second fault warning threshold is not exceeded The second warning is to supplement the brightness when the light inside the car is dim, and after adjustment, the lampshade and lamp beads at that place can be cleaned or replaced when the car is stopped for maintenance.

[0089] Example:

[0090] In this embodiment, the specific illumination of different areas in the third carriage of the subway is shown in Table 1 below;

[0091] Table 1

[0092] The identified Total number of passengers in each carriage , , the next station Number of people waiting for each carriage , , , , Exceeding the first fault warning threshold At this time, it is judged that a lighting maintenance warning is needed. , start the auxiliary lighting equipment, the auxiliary lighting equipment is set in parallel with the original lamp bead group, and the calculation is obtained After that, start one auxiliary lighting device and get the new brightness value as shown in Table 2 below:

[0093] Table 2

[0094] , , , at this time, the second fault warning threshold is not exceeded, and no second warning is issued;

[0095] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A subway auxiliary lighting control system, characterized in that: It includes environmental data acquisition module, environmental data analysis module, lighting control module and early warning module; The environmental data collection module includes an environmental brightness collection unit, a personnel number collection unit and a fault damage collection unit. The environmental brightness collection unit is used to collect the light brightness of different areas in the subway car and construct a light brightness set. The personnel number collection unit is used to identify the number of people in the current subway car and the number of people at the next subway stop. The fault damage collection unit is used to collect the light fault damage data in the current subway car. The environmental data analysis module includes an environmental brightness analysis unit, a personnel analysis unit and a fault analysis unit. The environmental brightness analysis unit analyzes and calculates the light adjustment coefficient based on the light illuminance set. The personnel analysis unit analyzes and obtains the personnel influence coefficient based on the number of personnel in the current subway car and the number of personnel at the next subway stop in the personnel number recognition unit. The fault analysis unit is used to analyze the lighting fault damage data in the current subway car and calculate the fault coefficient. The lighting control module adjusts the lighting in the subway car accordingly based on the lighting adjustment coefficient and the personnel influence coefficient; The warning module includes a first fault warning unit and a second fault warning unit. The first fault warning unit determines whether to issue a warning based on a fault coefficient, and the second fault warning unit determines whether to issue a warning based on an adjustment process of the lighting control module.

2. A subway auxiliary lighting control system according to claim 1, characterized in that: The ambient brightness collection unit is used to collect the light brightness of different areas in the subway car and construct a light brightness set. The specific expression is as follows: ,in, Indicates The cabin lighting intensity set, Respectively represent The brightness value of the first sampling point in each carriage, , No. Carriage No. The brightness value of the sampling point, , No. Carriage No. The brightness value of the sampling point, Indicates the total number of sampling points.

3. A subway auxiliary lighting control system according to claim 2, characterized in that: The specific steps of the personnel number collection unit for identifying the number of personnel in the current subway carriage and the number of personnel at the next subway stop are as follows: Step A1: When the subway door is closed at the current station, an image acquisition device on the top of the carriage is used to capture images inside the carriage; Step A2: Recognize the image captured in step A1 and output the recognized image. Total number of passengers in each carriage ; Step A3: After step A2 is completed, send a detection request to the next station of the current subway and detect the next station. Number of people waiting in each carriage .

4. A subway auxiliary lighting control system according to claim 3, characterized in that: The specific expression for the fault damage collection unit to collect the lighting fault damage data in the current subway car is as follows: ,in, represents the lighting failure damage dataset in subway cars, Indicates the light flashing frequency. Indicates the light is online. , Indicates that the light is offline. Indicates that the light is online.

5. A subway auxiliary lighting control system according to claim 4, characterized in that: The specific expression of the illumination adjustment coefficient obtained by the ambient brightness analysis unit through analysis and calculation based on the light luminance set is as follows: ,in, Indicates The light adjustment coefficient of each compartment is represents the total number of sampling points, Indicates total indivual To sum, Indicates Carriage No. The brightness value of the sampling point, Indicates Standard brightness value of each carriage.

6. A subway auxiliary lighting control system according to claim 5, characterized in that: The personnel analysis unit analyzes the number of people in the current subway car and the number of people at the next subway stop in the personnel number identification unit to obtain a specific expression of the personnel influence coefficient as follows: ,in, Indicates the total number of people that can accommodate. Indicates The occupant impact coefficient of each carriage is Indicates The number of people waiting in each carriage, Indicates The total number of people in the carriage.

7. A subway auxiliary lighting control system according to claim 6, characterized in that: The specific steps of the fault analysis unit for analyzing the lighting fault damage data in the current subway car and calculating the fault coefficient are as follows: Step B1: Calculate the light flicker frequency influence coefficient. The specific expression is as follows: ,in, Indicates the light flashing frequency. Indicates the light flicker threshold, Indicates the influence coefficient of light flicker frequency; Step B2: The specific expression of the fault coefficient calculated by combining the light online status and the light flicker frequency influence coefficient is as follows: ,in, represents the failure coefficient, Indicates the light is online. represents a natural constant, Indicates the light flicker frequency influence coefficient.

8. A subway auxiliary lighting control system according to claim 7, characterized in that: The specific steps of the lighting control module adjusting the lighting in the subway car accordingly based on the light adjustment coefficient and the personnel influence coefficient are as follows: Step C1: Read the Light adjustment factor for each compartment , and calculate the adjustment amount of auxiliary lighting. The specific expression is as follows: ,in, Indicates The adjustment amount of each car, Indicates total indivual To sum, Indicates The light adjustment coefficient of each compartment is Indicates the total number of sampling points; Step C2: When The influence coefficient of the passengers in each carriage When it is less than or equal to 0, the auxiliary lighting is not enabled and the light brightness is lowered. The influence coefficient of the passengers in each carriage When it is greater than 0, according to Adjustment of each compartment Activate auxiliary lighting to increase cabin brightness.

9. A subway auxiliary lighting control system according to claim 8, characterized in that: The specific steps of the first fault warning unit determining whether to issue a warning based on the fault coefficient are as follows: Exceeding the first fault warning threshold When the fault coefficient is The first fault warning threshold is not exceeded If the light is on, no lighting maintenance warning will be issued.

10. A subway auxiliary lighting control system according to claim 8, characterized in that: The specific steps of the second fault warning unit determining whether to issue a warning based on the adjustment process of the lighting control module are as follows: Step D1: After the cabin brightness adjustment is completed, the adjusted Carriage No. The brightness value of the sampling point ; Step D2: Calculate the Carriage No. Adjustment deviation coefficient of sampling points , the specific expression is as follows: ,in, Indicates Carriage No. The brightness value of the sampling point, Indicates the adjusted Carriage No. The brightness value of the sampling point, Indicates Carriage No. The adjustment deviation coefficient of the sampling points is express The absolute value of Step D3: When Carriage No. Adjustment deviation coefficient of sampling points Exceeding the second fault warning threshold When the warning is given, feedback is given. sampling points for management personnel, when the Carriage No. Adjustment deviation coefficient of sampling points The second fault warning threshold is not exceeded When , it terminates and traverses all sampling points.

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