Expressway tunnel entrance area guiding system based on energy saving performance and comfort

Abstract

The invention relates to an expressway tunnel entrance area guiding system based on energy conservation and comfort, and the expressway tunnel entrance area comprises a car tunnel entrance section arranged on the left side and a truck tunnel entrance section arranged on the right side. The car tunnel entrance section comprises a strain section, an approaching section and a driving-in section, and the truck tunnel entrance section comprises an identification section, a strain section, an approaching section and a driving-in section; the driving-in section is a section from a tunnel portal to the interior of a tunnel by 70-110 m, the approaching section is a section from the tunnel portal to the position away from the tunnel portal by 110-150 m, the strain section is a section from the starting point of the approaching section to the position away from the starting point of the approaching section by 150-180 m, and the identification section is a section from the starting point of the strain section to the position away from the starting point of the identification section by 140-160 m. According to the invention, the requirements of the driver on road information identification and driving decision in each section can be met, and the traffic safety and traffic efficiency of the tunnel entrance area are greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of road safety, and more particularly to a highway tunnel entrance area guidance system based on energy saving and comfort. Background Art

[0002] Due to the dramatic changes in light intensity at tunnel entrances, drivers face difficulty visually adapting to the environment upon entering, increasing the risk of traffic accidents. While existing guidance systems have proven effective, they still face limitations in terms of energy efficiency, comfort, and safety, such as high-energy lighting consumption, visual fatigue, and insufficient safety features. With the development of transportation, energy efficiency and comfort have become crucial considerations in guidance system design. Therefore, considering the unique characteristics of highway tunnel entrances and the limitations of existing guidance systems, it is crucial to research and develop a more energy-efficient and comfortable guidance system setup. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a highway tunnel entrance area guidance system based on energy saving and comfort, which can meet the driver's needs for road information identification and driving decision-making in various sections, greatly improving traffic safety and traffic efficiency in the tunnel entrance area.

[0004] The technical solution adopted by the present invention to solve the technical problem is to construct a highway tunnel entrance area guidance system based on energy saving and comfort, wherein the highway tunnel entrance area includes a car tunnel entrance section located on the left and a large truck tunnel entrance section located on the right. The car tunnel entrance section includes a strain section, an approach section, and an entry section, and the large truck tunnel entrance section includes an identification section, a strain section, an approach section, and an entry section.

[0005] The driving section is the 70-110m section from the tunnel entrance to the tunnel interior, the approach section is the 110-150m section from the tunnel entrance to the section away from the tunnel entrance, the strain section is the 150-180m section from the starting point of the approach section to the starting point of the approach section, and the identification section is the 140-160m section from the starting point of the strain section to the starting point of the identification section.

[0006] Roadside induction reflective devices are provided on the left and right sides of the starting point of the strain section, which can guide large trucks to drive in the right lane and cars to drive in the left lane;

[0007] A left lane vehicle speed feedback device is provided on the left side 50-100m before the tunnel entrance, and is used to monitor the vehicle speed of cars in the left lane before the tunnel entrance and inside the tunnel;

[0008] A right lane speed feedback device is provided on the right side 50-100m before the tunnel entrance. The right lane speed feedback device is used to monitor the speed of large trucks in the right lane before the tunnel entrance and inside the tunnel.

[0009] Traffic status warning lights are provided on the railings on the left and right sides of the entry section;

[0010] Rhythmic flexible warning columns are arranged at intervals on both sides of the strain section and the approach section.

[0011] The strain section and the approach section are provided with thorn-shaped rhythmic deceleration markings, and the thorn-shaped rhythmic deceleration markings are provided at the middle of the ground in the strain section and the approach section of the tunnel;

[0012] The anti-arch vibration deceleration induction marks are set on the strain section and the proximity section. The anti-arch vibration deceleration induction marks are set on the ground in the tunnel of the strain section and the proximity section and are located on both sides of the thorn-shaped rhythmic deceleration marking line.

[0013] According to the above scheme,

[0014] The formula for the length of the identification segment is as follows:

[0015] D r =vt0+d formula (1)

[0016] Among them, D r is the length of the recognition segment; v is the vehicle's speed; t0 is the driver's reaction time; d is the sight distance increment;

[0017] The length formula of the strain segment is as follows:

[0018]

[0019] Among them, D s is the length of the strain segment; v is the vehicle's speed; t1 is the driver's reaction time; g is the acceleration of gravity; μ is the road friction coefficient;

[0020] The formula for the length of the close segment is as follows:

[0021]

[0022] Among them, D c is the length of the approach segment; v is the vehicle's speed; t1 is the driver's reaction time; g is the acceleration due to gravity; a is the vehicle's deceleration;

[0023] The length formula of the entry section is as follows:

[0024]

[0025] Among them, D eis the length of the approaching segment; v is the vehicle speed; g is the acceleration due to gravity; μ is the road friction coefficient.

[0026] According to the above solution, a comfortable car deceleration curve is established in the strain section, approach section, and entry section of the car tunnel entrance section. The comfortable car deceleration curve is as follows: when the car enters the strain section, it receives the tunnel deceleration mark information and makes a deceleration decision. The car reduces to the minimum speed in the approach section, maintains the minimum speed at a constant speed for a distance, and then enters the tunnel at a dynamically stable and safe driving speed.

[0027] The formula for the speed reduction curve of the comfortable car is:

[0028] v=v0+at formula (5)

[0029]

[0030] F 地面摩擦力 =μmg formula (8)

[0031] Among them, v0 is the speed of the car entering the strain section, a is the deceleration of the car, t is the driving time, F brake is the braking force when the car decelerates, F resistance F is the air resistance encountered by the car during its movement. friction is the friction between the car and the ground when it is moving, C d is the air resistance coefficient, ρ is the air density, A is the vehicle's frontal area, and μ is the ground friction coefficient;

[0032] At the entrance section of the large truck tunnel, an energy-saving truck deceleration curve is established in the identification section, the response section, the approach section, and the entry section. The energy-saving truck deceleration curve is as follows: after the large truck enters the identification section, it reads the tunnel sign information and then makes a deceleration decision in the response section. The large truck drops to the minimum speed in the approach section, maintains this speed for a distance, and then enters the tunnel at a dynamically stable and safe driving speed.

[0033] The speed reduction curve formula for energy-saving trucks is:

[0034]

[0035] in, is the fuel consumption rate, is the carbon dioxide emission, e is the carbon emission factor, D 总 is the total distance traveled by the vehicle.

[0036] According to the above scheme, the roadside induced reflective device includes a small cylinder and a large cylinder. The small cylinder is fixedly set on the ground at the left and right edges of the road corresponding to the starting point of the strain section, and the large cylinder is fixedly set on the top of the small cylinder. The height of the small cylinder is 1.1m-1.2m and the radius is 0.15m. The height of the large cylinder is 0.8m-1.0m and the radius is 0.3m. Signs are set on the sides of the small cylinder and the large cylinder. The content of the sign on the side of the large cylinder is "Large trucks drive in the left lane", and the content of the sign on the side of the small cylinder is "Cars drive in the left lane".

[0037] According to the above solution, the left lane vehicle speed feedback device and the right lane vehicle speed feedback device both include a vehicle speed detection module, a license plate recognition module and an information display module;

[0038] The vehicle speed detection module is used to accurately monitor the vehicle's speed in real time using radar speed measurement technology and compare it with the preset speed limit standard to determine whether it is speeding;

[0039] The license plate recognition module is used to quickly capture and accurately identify the license plate number information of passing vehicles by using image processing technology;

[0040] The information display module is used to present the vehicle speed detection and license plate recognition results to the driver in an intuitive manner to remind him to comply with traffic regulations.

[0041] According to the above scheme, the tunnel traffic status intelligent feedback device uses green, yellow and red traffic status warning lights and combines them with flashing frequencies to enhance the information transmission effect:

[0042] When the traffic status warning light is green, the traffic in the tunnel is smooth and the driver can proceed with peace of mind;

[0043] When the yellow traffic status warning light is on, there is congestion in the tunnel and the driver needs to drive carefully and slow down;

[0044] When the traffic status warning light flashes red, it warns that a traffic accident or natural disaster has occurred in the tunnel and vehicles cannot pass through. The driver needs to immediately take safety measures such as detours.

[0045] According to the above scheme, the flexible warning column is set every 8 meters in the strain section, with a height of 0.7-0.9m, and arranged in a low-position and low-density form. The flexible warning column is set every 5 meters in the close section, with a height of 0.9-1.1m, and arranged in a medium-position and medium-density form.

[0046] According to the above scheme, the spacing range of the thorn-shaped rhythmic deceleration markings is 0.2m-0.5m in the strain section and 0.4m-0.8m in the approach section. The function expression of the sine wave line is:

[0047] y(t)=A(t)·sin(2πf(t)t+Φ(t)) Equation (12)

[0048] According to the above solution, the anti-arch vibration deceleration induction mark is in the shape of an anti-arch, and 50-100 black small convex dots are evenly distributed on the yellow retroreflective pigment, and the small convex dots are about 2mm-5mm above the ground.

[0049] 10. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that the warning light is used to monitor the traffic flow, vehicle speed, and whether there are traffic accidents or natural disasters in the tunnel in real time.

[0050] The highway tunnel entrance area guidance system based on energy saving and comfort of the present invention has the following beneficial effects:

[0051] 1. This invention improves driving comfort and energy efficiency by designing comfortable deceleration curves for cars and energy-saving deceleration curves for trucks, respectively. This allows drivers to maintain comfort during deceleration while also achieving low carbon emissions for trucks. The comfortable deceleration curve for cars optimizes the speed change pattern, reducing acceleration and deceleration changes during driving, thereby improving the passenger experience. The energy-saving deceleration curve for trucks reduces fuel consumption and carbon emissions by rationally controlling speed changes.

[0052] 2. The present invention incorporates customized features at the tunnel entrance area for different vehicle types, including the addition of a large truck identification section and the use of different deceleration device designs in different sections, such as vibration deceleration and visual illusion deceleration. These measures effectively enhance the driver's perception of road conditions ahead, reduce visual adaptation difficulties caused by drastic changes in light intensity, and thus reduce the risk of traffic accidents.

[0053] 3. By providing a vehicle speed feedback system and an intelligent tunnel traffic status feedback system, the present invention can monitor and provide feedback on vehicle speed and tunnel traffic status in real time, helping drivers make reasonable driving decisions. This helps reduce congestion in tunnels and improves traffic efficiency. By guiding cars and trucks to drive to the left and right, respectively, it achieves reasonable lane division and utilization, further improving the tunnel's traffic capacity.

[0054] 4. The present invention installs a rhythmic roadside sightline guidance system and rhythmic road deceleration markings in the strain and approach sections. These facilities provide drivers with intuitive and effective visual guidance through carefully designed visual elements and arrangement. These facilities also have a certain rhythmic and aesthetic feeling, which not only enhances the driver's alertness but also improves the coordination of road facilities.

[0055] 5. The induction system setting method of the present invention is relatively simple and clear, and can be easily implemented in the entrance area of a highway tunnel. The facilities and materials used, such as flexible warning columns and anti-arch vibration deceleration induction signs, are wear-resistant and pressure-resistant, and can maintain their functions and effects for a long time, thereby reducing maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which:

[0057] Figure 1 This is a schematic diagram of the structure of the highway tunnel entrance area guidance system based on energy saving and comfort of the present invention;

[0058] Figure 2 This is a schematic diagram of the division of the entrance area of a car tunnel according to the present invention;

[0059] Figure 3 This is a schematic diagram of the division of the entrance area of the large truck tunnel of the present invention;

[0060] Figure 4 This is a schematic diagram of a deceleration curve for a comfortable car according to the present invention;

[0061] Figure 5 This is a schematic diagram of a speed reduction curve for an energy-saving truck according to the present invention;

[0062] Figure 6 It is a schematic diagram of a reflective driving guidance device based on visual sensitivity height of the present invention;

[0063] Figure 7 Schematic diagram of the left lane vehicle speed feedback device of the present invention;

[0064] Figure 8 Schematic diagram of the right lane speed feedback device of the present invention;

[0065] Figure 9 This is a schematic diagram of the traffic status warning light of the present invention;

[0066] Figure 10 Schematic diagram of the rhythmic information roadside guidance device of the present invention;

[0067] Figure 11 This is a schematic diagram of the spine-shaped rhythmic deceleration marking of the present invention;

[0068] Figure 12 This is a schematic diagram of the induction of anti-arch vibration deceleration of the present invention;

[0069] In the figure: 1. Reflective driving guidance device based on visual sensitivity height, 2. Signboard of reflective driving guidance facility based on visual sensitivity height, 3. Left lane speed feedback device, 4. License plate number display screen of left lane speed feedback sign, 5. Right lane speed feedback device, 6. License plate number display screen of right lane speed feedback sign, 7. Traffic status warning light, 8. Rhythmic flexible warning column, 9. Thorn-shaped rhythmic deceleration marking, 10. Anti-arch vibration deceleration induction sign, 11. Warning induction sign part, 12. Anti-collision barrel. DETAILED DESCRIPTION

[0070] In order to have a clearer understanding of the technical features, purposes and effects of the present invention, specific embodiments of the present invention are now described in detail with reference to the accompanying drawings.

[0071] like Figure 1-12 As shown in the figure, the highway tunnel entrance area guidance system of the present invention, which focuses on energy conservation and comfort, has personalized settings for two types of vehicles: cars and trucks. The tunnel entrance area for cars is divided into a response section, an approach section, and an entry section. The tunnel entrance area for trucks is divided into an identification section, a response section, an approach section, and an entry section.

[0072] The formula for the length of the identification segment is as follows:

[0073] D r =vt0+d formula (1)

[0074] Among them, D r is the length of the identification segment (m); v is the vehicle's speed (m / s); t0 is the driver's reaction time, which is 2.5s; d is the additional distance added considering factors such as road environment, traffic signs, and feasibility, which is 80-120m.

[0075] The length of the strain segment is given by:

[0076]

[0077] Among them, D s is the length of the strain section (m); v is the vehicle speed (m / s); t1 is the driver's reaction time, which is 2.5s-3s; g is the acceleration due to gravity (9.8m / s 2 ); μ is the road friction coefficient, which is 0.35-0.45.

[0078] The formula for the length of the close segment is as follows:

[0079]

[0080] Among them, D cis the length of the approaching section (m); v is the vehicle's speed (m / s); t1 is the driver's reaction time, which is 2.5s-3s; g is the acceleration due to gravity (9.8m / s 2 ); a is the vehicle deceleration, ranging from 0.5m / s to 1m / s 2 .

[0081] The formula for the length of the approaching section is as follows:

[0082]

[0083] Among them, D e is the length of the approaching segment (m); v is the vehicle speed (m / s); g is the acceleration due to gravity (9.8m / s 2 ); μ is the road friction coefficient, which is 0.35-0.45.

[0084] The approach section is the 70-110m section from the tunnel entrance to the tunnel interior. The approach section, determined by the stopping sight distance, ensures that drivers can stop safely and promptly if they detect an obstacle or emergency ahead. The approach section, which spans 110-150m from the tunnel entrance to the distance away from the tunnel entrance, gradually transitions to a design that uses vibration deceleration as a supplement, with visual illusion deceleration as a primary factor. The strain section, which spans the strain sight distance from the tunnel portal and immediately before the approach section, is the 150-180m section from the start of the approach section to the distance away from the start of the approach section. The strain section utilizes vibration deceleration as a primary factor, with visual illusion deceleration as a supplement. The identification section is a warning area designed specifically for large truck drivers, located at a critical location before the tunnel entrance. The identification section spans the 140-160m section from the start of the strain section to the distance away from the identification section.

[0085] Since cars travel at a high speed on highways, cars have higher sensitivity and acceleration and deceleration compared to heavy vehicles such as trucks. This means that during the deceleration process, car drivers may feel a stronger braking impact, resulting in a significant decrease in comfort. Therefore, comfortable car deceleration curves are set up for cars in the strain section, approach section and entry section. When the car enters the strain section, it receives the tunnel deceleration mark information and makes a deceleration decision. The vehicle will drop to the lowest speed in the approach section, maintain this speed for a distance, and then enter the tunnel at a dynamically stable and safe driving speed. The speed change pattern of this process is called the "comfortable car deceleration curve", and the acceleration and deceleration does not exceed 1.8m / s 2 .

[0086] The formula for the deceleration curve of a comfortable car is:

[0087] v=v0+at formula (5)

[0088]

[0089] F 地面摩擦力 =μmg formula (8)

[0090] Among them, v0 is the speed of the car entering the strain section, a is the deceleration of the car, t is the driving time, F brake is the braking force when the car decelerates, F resistance F is the air resistance encountered by the car during its movement. friction is the friction between the car and the ground when it is moving, C d is the air resistance coefficient, ρ is the air density, A is the frontal area of the vehicle, and μ is the ground friction coefficient.

[0091] Due to their large size and weight, large trucks require greater power to decelerate. Furthermore, they have poor fuel efficiency at low speeds, and their high inertia leads to increased energy consumption. Therefore, energy-saving truck deceleration curves are designed for the identification, response, approach, and entry sections. Upon entering the identification section, a large truck reads tunnel sign information and then decelerates in the response section, dropping to its lowest speed in the approach section and maintaining that speed for a certain distance before entering the tunnel at a dynamically stable and safe speed. This process ensures low carbon emissions for large trucks, and this speed variation pattern is known as the "energy-saving truck deceleration curve."

[0092] The formula for the speed reduction curve of energy-saving trucks is:

[0093]

[0094] in, is the fuel consumption rate (in liters / km), is the carbon dioxide emission, e is the carbon emission factor, that is, the mass of carbon dioxide produced per liter of fuel, D 总 is the total distance traveled by the vehicle (in kilometers).

[0095] In a preferred embodiment of the present invention, a reflective driving guidance device 1 based on visual sensitivity height is set up to guide driving according to the driver's visual sensitivity height, which can guide large trucks to drive in the right lane and cars to drive in the left lane. The reflective driving guidance device 1 based on visual sensitivity height is set up on the outside of the railings on both sides of the strain section road, so that the driver has enough time and distance to identify and adapt to the lane indications. A reflective driving guidance device 1 based on visual sensitivity height is set up every 50 meters to ensure that the driver can maintain a clear understanding of the lane indications throughout the driving process. The reflective driving guidance device 1 based on visual sensitivity height adopts a cylindrical design with a small bottom and a large top, with the lower part being a small cylinder with a height of 1.1m-1.2m and a radius of 0.15m, and the upper part being a large cylinder with a height of 0.8m-1.0m and a radius of 0.3m. A sign 2 extends from the top of each cylinder. The upper end uses an icon of a large truck and an icon of driving on the right, clearly indicating "large trucks are driving in the left lane"; the lower end uses an icon of a car and an icon of driving on the left, clearly indicating "cars are driving in the left lane".

[0096] In a preferred embodiment of the present invention, cars traveling on the left side of the tunnel are limited to 80-100 km / h. A left-lane speed feedback device 3 is provided specifically to monitor vehicle speeds in the left lane (i.e., the car lane) before and within the tunnel entrance. Trucks traveling on the right side of the tunnel are limited to 60-80 km / h. A right-lane speed feedback device 5 is provided, similarly, to monitor vehicle speeds in the right lane (i.e., the truck lane) before and within the tunnel entrance. The system comprises a speed detection module, a license plate recognition module, and an information display module. Based on advanced radar speed measurement and image processing technology, the speed detection module monitors the speed of passing vehicles in real time and compares it to a preset speed limit. Once the system detects a speeding vehicle, the license plate recognition module activates automatically, capturing and identifying the speeding vehicle's license plate. The information display module displays the speeding vehicle's license plate on the left lane speed feedback sign 4 and the right lane speed feedback sign 6.

[0097] In a preferred embodiment of the present invention, an intelligent tunnel traffic status feedback system is installed before the tunnel entrance section. Traffic status warning lights 7 are installed on the railings on both sides of the road before the tunnel entrance section. The traffic status warning lights 7 are integrated into the intelligent tunnel traffic status feedback system and can monitor traffic flow, vehicle speed, and whether a traffic accident or natural disaster has occurred in the tunnel in real time to comprehensively determine the tunnel's traffic status. The traffic status warning lights 7 are enhanced by different colors and specific flashing frequencies to provide intuitive traffic information to the driver. The traffic status warning lights 7 cleverly utilize a multi-level warning mechanism: A green traffic status warning light 7 indicates smooth traffic in the tunnel, allowing the driver to proceed with confidence; a yellow traffic status warning light 7 indicates congestion in the tunnel, requiring the driver to drive cautiously and slow down; a flashing red traffic status warning light 7 indicates that a traffic accident or natural disaster has occurred in the tunnel, preventing vehicles from passing through, and requiring the driver to immediately take safety measures such as detours. The green light is set to flash steadily every second, the yellow light is set to flash once per second, and the red light is set to flash rapidly 3-5 times per second. The system is installed on the railings on both sides of the road, with traffic status warning signs set every 10 meters.

[0098] In a preferred embodiment of the present invention, the strain section adopts a design that uses visual illusion deceleration as a supplement, and the approach section adopts a design that uses visual illusion deceleration as a main factor. Therefore, rhythmic information roadside sight guidance devices, rhythmic flexible warning columns 8, are set on the left and right sides of the strain section and the approach section. Rhythmic flexible warning columns 8 are set every 8 meters in the strain section, with a height of 0.7-0.9m, and are arranged in a low-position and low-density form. Rhythmic flexible warning columns 8 are set every 5 meters in the approach section, with a height of 0.9-1.1m, and are arranged in a medium-position and medium-density form. The rhythmic flexible warning columns 8 are designed in red and white colors, with a width of 0.15 to 0.2 meters, an inclination angle set to 10 to 15 degrees, and the inclination direction is toward the inside of the road, that is, the direction of vehicle travel. The reflective film covering the surface of the rhythmic flexible warning column 8 has a reflective level of level 2 or above, ensuring a clear warning effect at night or in dimly lit environments.

[0099] In a preferred embodiment of the present invention, the strain section adopts a design that uses visual illusion deceleration as a supplement, and the approach section adopts a design that uses visual illusion deceleration as a main factor. Therefore, both the strain section and the approach section are provided with a thorn-shaped rhythmic deceleration marking 9, which combines the rhythmic beauty of the thorn-shaped deceleration mark and the sine wave line. The thorn-shaped part is eye-catching and regularly arranged. The amplitude of the wavy line gradually increases from the strain section to the approach section, and an increasingly obvious rhythm appears, which makes the driver aware that he is about to enter a tunnel and slows down. The spacing range of the thorn-shaped rhythmic deceleration marking 9 is 0.2m-0.5m in the strain section and 0.4m-0.8m in the approach section. The function expression of the sine wave line of the thorn-shaped rhythmic deceleration marking is:

[0100] y(t)=A(t)·sin(2πf(t)t+Φ(t)) Equation (12)

[0101] In a preferred embodiment of the present invention, the strain section adopts a design that mainly uses vibration deceleration, while the approach section adopts a design that supplements vibration deceleration. Both the strain section and the approach section are provided with an inverted arch vibration deceleration induction mark 10, which is in the shape of an inverted arch and has a yellow retroreflective pigment with a reflection coefficient of not less than 200 cd / lx·m 2 , evenly distributed 50-100 small black bumps. The small bumps are made of wear-resistant and pressure-resistant materials. Each bump is about 2mm-5mm above the ground. When the vehicle tire passes by, it will come into contact with them, causing a slight vibration.

[0102] In a preferred embodiment of the present invention, the warning guide signs 11 are set in the approach section, following the standard of setting one every 20 meters to ensure that the driver obtains continuous and clear visual information in this critical section, thereby optimizing his path recognition and decision-making process. The crash barrels 12 focus on the tunnel entrance area and its adjacent approach section. On the one hand, they serve as eye-catching warning devices to remind drivers of potential risks; on the other hand, when vehicles unfortunately collide, they effectively reduce the impact of the accident through physical buffering, reducing casualties and property losses. In this area, the crash barrels 12 are arranged at a density of one every 5 meters, aiming to maximize their protective effectiveness and provide solid protection for traffic safety at the tunnel entrance. A reflective ring is set at the tunnel entrance section, with a color cycle of green-white-blue-white to show the rhythm of the colors.

[0103] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the present invention and the claims, all of which are protected by the present invention.

Claims

1. A highway tunnel entrance area guidance system based on energy conservation and comfort, wherein the highway tunnel entrance area includes a car tunnel entrance section located on the left and a large truck tunnel entrance section located on the right, characterized in that: The entrance section of the car tunnel includes a strain section, an approach section and an entry section, and the entrance section of the truck tunnel includes an identification section, a strain section, an approach section and an entry section; The driving section is the 70-110m section from the tunnel entrance to the tunnel interior, the approach section is the 110-150m section from the tunnel entrance to the section away from the tunnel entrance, the strain section is the 150-180m section from the starting point of the approach section to the starting point of the approach section, and the identification section is the 140-160m section from the starting point of the strain section to the starting point of the identification section. Roadside induction reflective devices are installed on both sides of the starting point of the strain section to guide large trucks to the right lane and cars to the left lane; a left lane speed feedback device is installed on the left side 50-100 meters before the tunnel entrance. The left lane speed feedback device is used to monitor the speed of cars in the left lane before the tunnel entrance and inside the tunnel; A right lane speed feedback device is provided on the right side 50-100m before the tunnel entrance. The right lane speed feedback device is used to monitor the speed of large trucks in the right lane before the tunnel entrance and inside the tunnel. Traffic status warning lights are provided on the railings on both sides of the entry section. Rhythmic flexible warning columns are provided at intervals on both sides of the strain section and the approach section. The strain section and the approach section are provided with thorn-shaped rhythmic deceleration markings. The thorn-shaped rhythmic deceleration markings are provided in the middle of the ground inside the strain section and the approach section. The anti-arch vibration deceleration induction marks are set on the strain section and the proximity section. The anti-arch vibration deceleration induction marks are set on the ground in the tunnel of the strain section and the proximity section and are located on both sides of the thorn-shaped rhythmic deceleration marking line.

2. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: The length formula of the identification segment is as follows: D r =vt0+d formula (1) Among them, D r is the length of the recognition segment; v is the vehicle's speed; t0 is the driver's reaction time; d is the sight distance increment; The length formula of the strain segment is as follows: Among them, D s is the length of the strain segment; v is the vehicle's speed; t1 is the driver's reaction time; g is the acceleration of gravity; μ is the road friction coefficient; The formula for the length of the close segment is as follows: Among them, D c is the length of the approach segment; v is the vehicle's speed; t1 is the driver's reaction time; g is the acceleration due to gravity; a is the vehicle's deceleration; The length formula of the entry section is as follows: Among them, D e is the length of the approaching segment; v is the vehicle speed; g is the acceleration due to gravity; μ is the road friction coefficient.

3. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: In the entrance section of the car tunnel, a comfortable car deceleration curve is established in the strain section, the approach section, and the entry section. The comfortable car deceleration curve is as follows: when the car enters the strain section, it receives tunnel deceleration mark information and makes a deceleration decision. The car reduces to the minimum speed in the approach section, maintains the minimum speed and travels uniformly for a distance, and then enters the tunnel at a dynamically stable and safe driving speed. The formula for the speed reduction curve of the comfortable car is: v=v0+at formula (5) F 地面摩擦力 =μmg formula (8) Among them, v0 is the speed of the car entering the strain section, a is the deceleration of the car, t is the driving time, F brake is the braking force when the car decelerates, F resistance F is the air resistance encountered by the car during its movement. friction is the friction between the car and the ground when it is moving, C d is the air resistance coefficient, ρ is the air density, A is the vehicle's frontal area, and μ is the ground friction coefficient; At the entrance section of the large truck tunnel, an energy-saving truck deceleration curve is established in the identification section, the response section, the approach section, and the entry section. The energy-saving truck deceleration curve is as follows: after the large truck enters the identification section, it reads the tunnel sign information and then makes a deceleration decision in the response section. The large truck drops to the minimum speed in the approach section, maintains this speed for a distance, and then enters the tunnel at a dynamically stable and safe driving speed. The speed reduction curve formula for energy-saving trucks is: in, is the fuel consumption rate, is the carbon dioxide emission, e is the carbon emission factor, D 总 is the total distance traveled by the vehicle.

4. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: The roadside induced reflective device includes a small cylinder and a large cylinder. The small cylinder is fixedly set on the ground at the left and right edges of the road corresponding to the starting point of the strain section. The large cylinder is fixedly set on the top of the small cylinder. The height of the small cylinder is 1.1m-1.2m and the radius is 0.15m. The height of the large cylinder is 0.8m-1.0m and the radius is 0.3m. Signs are set on the sides of the small cylinder and the large cylinder. The content of the sign on the side of the large cylinder is "Large trucks drive in the left lane", and the content of the sign on the side of the small cylinder is "Cars drive in the left lane".

5. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: The left lane vehicle speed feedback device and the right lane vehicle speed feedback device each include a vehicle speed detection module, a license plate recognition module and an information display module; The vehicle speed detection module is used to accurately monitor the vehicle's speed in real time using radar speed measurement technology and compare it with the preset speed limit standard to determine whether it is speeding; The license plate recognition module is used to quickly capture and accurately identify the license plate number information of passing vehicles by using image processing technology; The information display module is used to present the vehicle speed detection and license plate recognition results to the driver in an intuitive manner to remind him to comply with traffic regulations.

6. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: The tunnel traffic status intelligent feedback device uses green, yellow and red traffic status warning lights and combines them with flashing frequencies to enhance the information transmission effect: When the traffic status warning light is green, the traffic in the tunnel is smooth and the driver can proceed with peace of mind; When the yellow traffic status warning light is on, there is congestion in the tunnel and the driver needs to drive carefully and slow down; When the traffic status warning light flashes red, it warns that a traffic accident or natural disaster has occurred in the tunnel and vehicles cannot pass through. The driver needs to immediately take safety measures such as detours.

7. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: The flexible warning column is set every 8 meters in the strain section, with a height of 0.7-0.9m, and is arranged in a low-position and low-density form. The flexible warning column is set every 5 meters in the close section, with a height of 0.9-1.1m, and is arranged in a medium-position and medium-density form.

8. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: The spacing range of the thorn-shaped rhythmic deceleration markings is 0.2m-0.5m in the strain section and 0.4m-0.8m in the approach section. The function expression of the sine wave line is: y(t)=A(t)·sin(2πf(t)t+Φ(t)) Formula (12) 9. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: The anti-arch vibration deceleration induction mark is in the shape of an anti-arch, and 50-100 black small convex dots are evenly distributed on the yellow retro-reflective pigment, and the small convex dots are about 2 mm to 5 mm above the ground.

10. The highway tunnel entrance area guidance system based on energy saving and comfort according to claim 1 is characterized in that: The warning light is used to monitor the traffic flow, vehicle speed, and whether traffic accidents or natural disasters occur in the tunnel in real time.

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