A tunnel lighting control method considering human, vehicle and road environment

Abstract

The present application belongs to the field of control of lighting, and relates to a kind of tunnel lighting control method of accompanying type considering human-vehicle-road environment, the method is based on the data collected to calculate the lighting distance required by vehicle, and is divided into single vehicle lighting and multi-vehicle lighting two modes according to the lighting distance and the distance between vehicle i and the preceding and following vehicles.Single vehicle lighting, the lighting in the tunnel follows the vehicle as the vehicle travels, and the lighting brightness, lamp angle and lighting distance are dynamically adjusted according to factors such as vehicle speed, driver state and road friction coefficient.Multi-vehicle lighting, for the head vehicle of the vehicle platoon, the lighting range is expanded, and the light intensity calculation method based on the dynamic state of single vehicle is adopted.For the following vehicles, the light intensity calculation formula of the following vehicle platoon is constructed to improve the overall brightness of the vehicle platoon.The maximum light intensity difference between adjacent lamps is limited to smoothly regulate and control the light intensity, provide stable, uniform and long-distance forward field of view coverage, and improve the lighting safety and comfort during vehicle operation.

Description

Technical Field

[0001] This invention belongs to the field of lighting control, and relates to the control of lighting in tunnels, and particularly to an accompanying tunnel lighting control method that takes into account the environment of people, vehicles and roads. Background Technology

[0002] With the acceleration of urbanization and the continuous expansion of transportation networks in my country, the construction of expressways has achieved remarkable success. By the end of 2023, the total mileage of expressways in China had reached 183,600 kilometers, ranking first in the world, with tunnels accounting for a significant share, approaching 30,000 kilometers. However, in some non-mainline tunnels with low traffic volume, the traditional "continuous full-length lighting" mode has revealed significant drawbacks: regardless of whether there are vehicles passing through the tunnel, the lighting facilities remain on continuously, resulting in huge waste of electricity and resource consumption, which contradicts the concept of energy conservation and environmental protection.

[0003] To address this issue, tunnel-following lighting technology offers a more energy-efficient solution, effectively alleviating energy pressures and promoting environmental protection. The core of this technology lies in segmented lighting within the tunnel: illumination is provided when vehicles pass and automatically deactivated when no vehicles are present. By following vehicle movement, tunnel-following lighting not only achieves energy conservation and emission reduction but also provides drivers with clearer visibility, reducing traffic accidents caused by inconsistent vehicle speeds or driver fatigue. Compared to traditional lighting methods, tunnel-following lighting significantly improves safety and visibility within tunnels while simultaneously saving energy and reducing emissions.

[0004] However, current lighting technology research still has significant limitations, especially in dynamic traffic adaptation, safety coverage, and energy conservation and environmental protection, which urgently require breakthroughs. Chinese patent CN 109982482 A (application number 201910213936.5) proposes a lighting method based on the tunnel body and LED lights in different sections (such as LED lights in the entrance section, adaptation section, transition section, basic section, and exit section). This scheme achieves coarse-grained dimming across large areas through a static zoning architecture and relies on ambient light sensor feedback. However, this scheme has a fundamental limitation: it depends on changes in ambient light intensity rather than the dynamic trajectory of vehicles, and cannot respond to changes in traffic flow in real time. When traffic flow is sparse, it maintains high power operation throughout the entire section, leading to significant energy waste. Chinese patent CN119150027 A (application number 202411598035.X) proposes a method for dynamically controlling tunnel brightness based on traffic flow. However, the control of the lights is not differentiated; whenever a vehicle approaches, all the lights in the tunnel simultaneously turn on at a uniform brightness. The switching of the lights does not move with the vehicle, resulting in energy inefficiency. Additionally, Chinese patent CN 119815617 A (application number 202510245491.4) proposes an IoT-based intelligent lighting system that integrates millimeter-wave radar, ambient light sensing, and edge computing fuzzy control technologies. However, the fixed 60-meter control unit used in this system has significant technical problems: due to the lack of dynamic flexibility in the lighting range, when a vehicle leaves the current control unit, the delayed activation of the forward lighting leads to a visibility gap exceeding 100 meters, while continuous redundant lighting occurs behind. This rigid design cannot meet the 160-meter high-speed stopping visibility requirement and also results in ineffective energy consumption during periods of sparse traffic due to response lag. Meanwhile, when the distance between vehicles exceeds 100 meters, the system will have dark areas, which cannot meet the mandatory requirement of continuous sight distance in the "Detailed Rules for Lighting Design of Highway Tunnels", exposing the fundamental contradiction between the static zoning architecture and dynamic vehicle movement.

[0005] Besides the aforementioned static zoning schemes, another research direction focuses on dynamic tracking of lighting fixtures. Chinese patent CN109140349 A (application number 201811100805.8) proposes an automatic following lighting device that detects the position of a person using an infrared human sensor and automatically adjusts the device to illuminate above or near the person. While this solution has its application value in certain scenarios, its focused lighting logic fundamentally conflicts with the safety requirements of tunnel driving. By confining the light source to the moving vehicle itself, this solution cannot provide a continuous predictive view of the road conditions ahead, violating the core requirements of tunnel driving safety. Its fragmented, localized light spots not only fail to provide effective safety illumination but may also exacerbate blind spots, interfere with the driver's ability to adapt to the environment, and thus significantly increase the risk of accidents. Truly effective tunnel lighting should provide stable, uniformly varying, and long-distance forward visual coverage based on the current driver's state and driving environment, rather than simply chasing the light above vehicles.

[0006] In summary, existing research cannot effectively provide stable, uniformly varying, and long-distance forward field of view coverage based on the current driver's status and driving environment, leading to energy waste and safety hazards. Therefore, it is necessary to provide a dynamic lighting control method that combines vehicle position, traffic flow, driver status, and road environment to achieve more precise and energy-efficient lighting while ensuring the core safety requirements of tunnel driving. Summary of the Invention

[0007] In view of the shortcomings and deficiencies of existing technologies, the purpose of this invention is to provide a method for controlling accompanying tunnel lighting that considers the environment of people, vehicles, and roads. This method is divided into two modes based on the lighting distance: single-vehicle lighting and multi-vehicle lighting. In single-vehicle lighting, the lighting in the tunnel follows the movement of vehicles, and the lighting brightness, lamp angle, and lighting distance are dynamically adjusted according to changes in factors such as vehicle speed, vehicle type, driver status, and road surface friction coefficient. In multi-vehicle lighting, the lighting range of the lead vehicle in the convoy is expanded, and a light intensity calculation method based on the dynamic state of a single vehicle is adopted. For following vehicles, a light intensity calculation formula for following the convoy is constructed to improve the overall brightness of the convoy. In addition, by limiting the maximum light intensity difference between adjacent lamps, light intensity is smoothly controlled, thereby providing stable, uniform, and long-distance forward field of view coverage, improving the lighting safety and comfort during vehicle operation.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] A method for controlling accompanying tunnel lighting considering the pedestrian, vehicle, and road environment, the method comprising the following steps:

[0010] Step 1. Real-time data collection of vehicle speed, vehicle type, vehicle length, and relative distance to the tunnel entrance for vehicles already inside and about to enter the tunnel; the computing unit calculates the required lighting distance X for the vehicle based on the collected data; the lighting distance X is twice the stopping sight distance, which is adjusted according to vehicle speed, road surface friction coefficient, and vehicle type;

[0011] Step 2. Determine whether the distance between vehicle i and the vehicle in front is less than the lighting distance of vehicle i. If yes, then activate the multi-vehicle lighting mode, with vehicle i acting as the following vehicle, and proceed to step 3; if no, continue to determine if the distance between the following vehicle and vehicle i is less than the following vehicle's lighting distance. If not, activate the single-vehicle lighting mode and proceed to steps 4 to 6; if yes, activate the multi-vehicle lighting mode, with vehicle i acting as the lead vehicle in the convoy, and set the required lighting distance for the lead vehicle to 1.2. Then proceed with steps 4 to 6;

[0012] Step 3. Use the distance between vehicle i and the vehicle in front as the required lighting distance for vehicle i in multi-vehicle lighting mode, and control the spacing between the lamps to be activated as the initial installation spacing of the lamps. When the lamp angle is adjusted to be perpendicular to the ground and downwards, and the required lighting distance for the vehicle enters the lighting range of the lamp to be activated, the luminous intensity of the lamp is calculated, and it is determined whether the luminous intensity difference between adjacent lamps m and n meets the set conditions. If not, the luminous intensity of adjacent lamps is corrected until the set conditions are met, and then the result is output and the lamp is activated. When the vehicle leaves the lighting range of the lamp, the lamp is turned off.

[0013] Step 4. Calculate the spacing between the luminaires to be activated based on the lighting distance. When a bicycle passes by, Lights are activated for spacing, when Not the initial installation spacing of the light fixture When the value is an integer multiple of the integer, take the spacing less than 1. The most recent lighting fixtures have been activated;

[0014] Step 5. Calculate the maximum illumination range of each lamp. When the required illumination distance X of the vehicle enters the maximum illumination range of the lamp to be activated, adjust the angle of the lamp.

[0015] Step 6. Calculate the light intensity of the lamp to be activated based on the data obtained by the sensors inside and outside the tunnel and the swing angle of the lamp. If the current mode is single-vehicle lighting, output the result directly and activate the lamp. If the current mode is multi-vehicle lighting, judge and correct the light intensity difference between adjacent lamps until the set conditions are met, output the result and activate the lamp. The lamp is turned off when the vehicle leaves the maximum lighting range of the lamp.

[0016] As a preferred embodiment of the present invention, parking sight distance The expression is:

[0017] ;

[0018] In the formula, For the vehicle's real-time speed, For driver reaction time, Let g be the current road surface friction coefficient, and g be the acceleration due to gravity. For the train commander, The compensation coefficient is given according to the different types and lengths of vehicles.

[0019] As a preferred embodiment of the present invention, vehicle i is a following vehicle, and the expression for the luminous intensity of the lamps providing illumination to vehicle i is:

[0020] ;

[0021] ;

[0022] in, Let D be the real-time speed of vehicle i, and let D be the standard deviation of the vehicle speed. This refers to the luminous intensity value of the lamp. This is the distance attenuation coefficient.

[0023] As a preferred embodiment of the present invention, in the multi-vehicle lighting mode, after calculating the luminous intensity of the lamps, it is necessary to determine the luminous intensity difference between adjacent lamps m and n. Does it meet the following requirements: ;in, Let m be the luminous intensity of the lamp. Let n be the luminous intensity of the lamp.

[0024] When the actual light intensity difference does not satisfy this formula, it should be corrected in the following way:

[0025] ;

[0026] ;

[0027] in, To correct the luminous intensity of lamp m, To correct the luminous intensity of lamp n;

[0028] Then repeat the judgment and correction process until the formula is satisfied. When the time comes, output the result.

[0029] As a preferred embodiment of the present invention, in step 4, the illumination distance X and The relation is:

[0030] ;

[0031] In the formula, X represents the required lighting distance for the vehicle.h For the installation height of the light fixtures, Let the spacing between the lamps to be lit under bicycle lighting be the distance between them, and assume that the light beam of the lamp is conical. It is half of its angle.

[0032] As a preferred embodiment of the present invention, in step 5, the maximum illumination range of a single lamp is 5.49h, and the oscillation angle of the lamp is... for:

[0033]

[0034] in, For the vehicle's real-time speed, For the installation height of the light fixtures, The time required for the vehicle to reach the maximum illumination range of the lamps.

[0035] As a further preferred embodiment of the present invention, The expression is:

[0036] ;

[0037] Where k is the base k value for the vehicle model, and the vehicle speed correction coefficient. Road surface friction correction coefficient Truck load correction factor Where m is the actual weight. This represents the empty vehicle weight, not for trucks, with a load correction factor of 1.

[0038] As a further preferred embodiment of the present invention, the luminous intensity value of the lamp... The expression is:

[0039] ;

[0040] In the formula, The reference luminous intensity for the luminaire. This is a vehicle speed correction factor related to light intensity. This is the correction factor for the brightness outside the cave. This is the distance attenuation coefficient. For vehicle model correction factor, This is a correction factor based on driver fatigue.

[0041] As a further preferred embodiment of the present invention, abnormal events within the tunnel are detected in real time while the vehicle is in motion. If an abnormal event is detected, enhanced lighting is applied to the section of road where the abnormal event occurred. Let the distance between the abnormal event point and the tunnel entrance be... The distance between the vehicle and the tunnel entrance is Then the lighting in the accident section It should meet the following requirements:

[0042] ;

[0043] Matrix LED lights are installed on both sides of the tunnel. In multi-vehicle lighting mode, the matrix LED lights project directional light strips to indicate the intention of the vehicle in front.

[0044] As a further preferred embodiment of the present invention, the expression for the reference luminous intensity of the lamp is:

[0045] ;

[0046] in, The design brightness of the light is set to 0.040 times the highest brightness of the day. , The brightness outside the tunnel at a distance of 20 meters from the tunnel entrance. For the actual efficiency of the lighting fixture;

[0047] The expression for the vehicle speed correction factor is:

[0048] ;

[0049] in, For the vehicle's real-time speed, Traffic volume;

[0050] The expression for the external brightness correction factor is:

[0051] ;

[0052] in, This refers to the distance between the vehicle and the nearest tunnel entrance or exit.

[0053] The expression for the distance attenuation coefficient is:

[0054] ;

[0055] in, To supplement the vehicle distance attenuation factor, ; s =h×tanθ, Dark adaptation time;

[0056] The vehicle model correction factor is:

[0057] ;

[0058] The expression for the correction factor based on driver fatigue is:

[0059] ;

[0060] Where trd represents the real-time eye opening degree, presented as a percentage.

[0061] Advantages and beneficial effects of the present invention:

[0062] 1. This invention determines the spacing of tunnel single-vehicle lighting fixtures based on the required lighting distance of the vehicle, the installation height of the lamps, and the angle between the lamp light and the road surface normal, so as to select lamps that serve the vehicle. Under the same lighting distance, the number of lamps used is reduced, operating costs are lowered, lamp life is increased, and failure rate is reduced.

[0063] 2. This invention optimizes the calculation of parking sight distance based on parameters such as vehicle speed, driver reaction time, road surface friction coefficient, vehicle type and load. It determines the dynamic lighting distance for a single vehicle by considering the vehicle's parking sight distance and recognition sight distance requirements. This invention breaks through the limitations of fixed lighting zones and dynamically determines the lighting zones, making them different for different vehicles, different people, and different roads.

[0064] 3. This invention designs a dynamic lighting control algorithm for single vehicles. Based on multi-source information such as vehicle location, traffic flow, vehicle model parameters, L(20) weather brightness index, and driver fatigue state, the algorithm dynamically calculates the optimal lighting intensity value for multiple target points in front of the vehicle, realizing adaptive adjustment of lighting intensity. When the vehicle speed is high, the traffic flow is dense, or the driver is fatigued, the system can automatically enhance the brightness of the front lighting, effectively improving driving safety. The algorithm also combines the driver's line of sight distribution characteristics and the lighting needs of the focused area, and continuously and uniformly adjusts the light intensity of multiple lamps in the lighting area by setting a distance attenuation coefficient, thereby avoiding visual discomfort and safety risks caused by sudden changes in light intensity, while reducing unnecessary energy consumption and achieving a balance between lighting safety and energy saving.

[0065] 4. This invention addresses convoy scenarios by establishing a multi-vehicle following and cooperative lighting model. This model provides differentiated lighting control for different vehicle roles within the convoy structure: for the lead vehicle, its illumination range is expanded, and a light intensity calculation method based on the dynamic state of a single vehicle is adopted; for following vehicles, a light intensity calculation formula for following the convoy is constructed to improve the overall brightness of the convoy and maintain the consistency of brightness within the following range, so that when the lead vehicle brakes suddenly, the following vehicle can react in time and take avoidance strategies; at the same time, for the lamp conflict that may occur due to the close proximity of vehicles in the convoy, the maximum light intensity difference between adjacent lamps is limited to perform smooth light intensity control, which solves the lamp allocation conflict during convoy operation, avoids visual interference caused by sudden brightness changes, and further improves the lighting safety and comfort during convoy operation.

[0066] 5. In single-vehicle lighting mode, this invention dynamically adjusts the angle between the light beam and the road surface normal based on parameters such as the required lighting distance of the vehicle, the vehicle speed, the time of entering the lighting area, and the installation height of the light fixture. By optimizing the beam angle, the lighting coverage of a single lamp is expanded, thereby reducing the total number of lamps required in the tunnel while ensuring the lighting effect, and reducing the overall power consumption and lamp life consumption of the system.

[0067] 6. Based on the real-time location of the vehicle and the required lighting distance, this invention dynamically determines the set of lamps that need to participate in the lighting; when the vehicle enters the lighting coverage of a lamp, the lamp is controlled to turn on; when the vehicle leaves the lighting coverage of the lamp, the lamp is controlled to turn off; in this way, the lighting system can respond on demand, improve energy utilization efficiency, and reduce unnecessary energy consumption.

[0068] 7. This invention detects abnormal events in tunnels and enhances lighting in accident-prone sections; it also arranges matrix LED lights on both sides of the tunnel and projects directional light strips through the matrix LED lights, making it easier for following vehicles to judge the intentions of the vehicles in front. This method can further ensure driving safety in tunnels. Attached Figure Description

[0069] The present invention will be described and illustrated in detail below with reference to the accompanying drawings and through a detailed description of the embodiments.

[0070] Figure 1 A flowchart of an accompanying tunnel lighting control method considering the environment of people, vehicles, and roads provided by the present invention;

[0071] Figure 2 This is a schematic diagram of lighting for a vehicle in motion. Detailed Implementation

[0072] The present invention will be further described in detail below with reference to examples and accompanying drawings, but the embodiments of the present invention are not limited thereto.

[0073] This invention involves installing lighting fixtures at the top of the tunnel. These fixtures are adjustable in brightness and beam angle. The vertically installed fixtures must provide sufficient illumination for the entire tunnel. The spacing between adjacent fixtures is set as follows: The vertically installed lights are adjusted at a maximum angle of 70° towards the tunnel entrance and exit. Additionally, lidar sensors are installed at intervals within the tunnel, with the specific intervals based on the lidar's detection range (typically 200 to 300 meters), to monitor vehicle speed, model, length, and distance from the tunnel entrance in real time. Capacitive sensors are also installed every 200 meters to detect the thickness of the water film on the tunnel surface during rain or when there is standing water. An onboard video detector is installed to detect driver fatigue, which can be measured by detecting eye opening and closing. A humidity sensor is also installed to detect humidity within the tunnel. A weather sensor is installed outside the tunnel to detect the weather, determining whether it is sunny, cloudy, rainy, snowy, or foggy. A thermometer is also included to detect temperature, and a brightness sensor is installed outside the tunnel to detect brightness.

[0074] like Figure 1 As shown, in this embodiment, based on data acquired by sensors inside and outside the tunnel, a method for controlling accompanying tunnel lighting that considers the environment of people, vehicles, and roads is provided. This method includes the following steps:

[0075] Step 1. Real-time data collection of vehicle speed, type, length, and relative distance to the tunnel entrance for vehicles already inside and about to enter the tunnel; the processing unit calculates the required lighting distance for the vehicles based on the collected data. The lighting distance X must meet the following requirements:

[0076]

[0077] In the formula, Stop sight distance (unit: m) is the shortest driving distance required for a vehicle to stop when it encounters an obstacle in front of it in the same lane.

[0078] In this embodiment, a lighting distance of twice the parking sight distance is adopted to fully ensure driving safety and visibility. The expression for the parking sight distance is:

[0079]

[0080] In the formula, For the vehicle's real-time speed, This refers to the driver's reaction time (in seconds), typically set to 0.7 seconds. The friction coefficient of the current road surface is given by , and g is the acceleration due to gravity (unit: m / s²). ), The vehicle length is expressed in meters (m). This is a compensation coefficient given based on the type and length of the vehicle; the stopping sight distance can be adjusted according to vehicle speed, road surface friction coefficient, and vehicle type.

[0081] Step 2. Determine whether the distance between vehicle i and the vehicle in front is less than the lighting distance of vehicle i. If yes, then activate the multi-vehicle lighting mode, with vehicle i acting as the following vehicle, and proceed to step 3; if no, continue to determine if the distance between the following vehicle and vehicle i is less than the following vehicle's lighting distance. If not, activate the single-vehicle lighting mode and proceed to steps 4 to 6; if yes, then activate the multi-vehicle lighting mode, with vehicle i acting as the following vehicle. i As the lead vehicle in the convoy, the front lighting of vehicle i is enhanced, and the required lighting distance for the lead vehicle in multi-vehicle lighting mode is set to 1.2. Then proceed with steps 4 to 6;

[0082] Step 3. Use the distance between vehicle i and the vehicle in front as the required lighting distance for vehicle i in multi-vehicle lighting mode, and control the spacing between the lamps to be activated as the initial installation spacing. (using spacing) (The lamps are used for illumination.) The lamps do not change their angle. The lamp angle is adjusted to be perpendicular to the ground and downward. The maximum illumination range of the lamps becomes the range under the fixed angle. When the required illumination distance of the vehicle enters the illumination range of the lamp to be activated, the light intensity of the lamp is calculated, and it is determined whether the light intensity difference between adjacent lamps m and n meets the set conditions. If not, the light intensity of adjacent lamps is corrected until the set conditions are met. Then, the result is output and the lamp is activated. At this time, the lamp lights up to provide illumination for the vehicle. When the vehicle leaves the illumination range of the lamp, the lamp turns off.

[0083] Since multiple vehicles travel densely in the tunnel at the same time, the lighting should be appropriately enhanced to ensure safety, especially when there is a large difference in speed between vehicles. Therefore, it is necessary to determine the brightness adjustment scheme based on the measured and calculated target speed and the conditions inside the tunnel.

[0084] Specifically, vehicles i To follow the vehicle, for the vehicle The expression for the luminous intensity of a lighting fixture is:

[0085]

[0086]

[0087] in, Let be the real-time speed of vehicle i (unit: m / s), and D be the standard deviation of vehicle speed. The light intensity is enhanced as the speed and standard deviation increase. This refers to the luminous intensity value of the lamp. This is the distance attenuation coefficient.

[0088] In this embodiment, the light intensity value in front of each vehicle is adjusted independently according to the specific conditions of each vehicle. Since the illumination brightness in front of each vehicle is different, to avoid a sudden change in light intensity caused by a large difference in data between two vehicles, the light intensity difference between adjacent lamps should be constrained. Therefore, in the multi-vehicle lighting mode, after calculating the light intensity of the lamps, it is necessary to determine the light intensity difference between adjacent lamps m and n. Does it meet the following requirements: ;in, Let m be the luminous intensity of the lamp. Let n be the luminous intensity of the lamp.

[0089] When the actual light intensity difference does not satisfy this formula, it should be corrected in the following way:

[0090]

[0091]

[0092] in, To correct the luminous intensity of lamp m, To correct the luminous intensity of lamp n;

[0093] Then repeat the judgment and correction process until the formula is satisfied. When the time comes, output the result.

[0094] Step 4. Calculate the spacing between the lights to be activated (lit) based on the lighting distance X. Illumination distance X and The relation is:

[0095]

[0096] In the formula, X is the required lighting distance for the vehicle (unit: m). h Installation height of the light fixture (unit: m). Let be the spacing (in meters) between the lamps to be lit under bicycle lighting conditions, assuming the lamp beam is conical. Its half angle (unit: ); when a bicycle passes by, Lights are activated for spacing, when no When the value is an integer multiple of the integer, take the spacing less than 1. The most recently activated lighting fixtures; for example =3m, For distances greater than 6m but less than 9m, the lights should be activated at 6m intervals. Figure 2As shown, when the required lighting distance of the vehicle enters the maximum lighting range numbered 3 to 11, the lights are activated at intervals of 6m. At this time, lights 3, 5, 7, 9, and 11 are lit, and multiple lights work together to illuminate the vehicle. The vehicle continues to drive and enters the maximum lighting range of light 13, at which point light 13 adjusts its angle and lights up.

[0097] Step 5. Calculate the maximum illumination range of each lamp. In this embodiment, the maximum angle adjustment of the lamp to both sides is 70°, therefore the maximum illumination range of a single lamp is 5.49h. When the required illumination distance X of the vehicle enters the maximum illumination range of the lamp to be activated, the lamp angle is adjusted; the lamp swing angle... for:

[0098]

[0099] in, For the vehicle's real-time speed, For the installation height of the light fixtures, Let 2.74 be the time it takes for the vehicle to enter the maximum illumination range of the luminaire, representing the distance between the vehicle and the luminaire's projection point on the road. The timing starts when t is 0, meaning the required lighting distance X for the vehicle just enters the maximum lighting range of the lamp to be activated.

[0100] Step 6. Calculate the light intensity of the lamp to be activated based on the data obtained from sensors inside and outside the tunnel and the swing angle of the lamp. If the current mode is single-vehicle lighting, output the result directly and activate the lamp to provide lighting for the vehicle. If the current mode is multi-vehicle lighting, judge and correct the light intensity difference between adjacent lamps until the set conditions are met, output the result and activate the lamp to provide lighting for the vehicle. The lamp is turned off when the vehicle leaves the maximum lighting range of the lamp.

[0101] In this embodiment, the road surface brightness is determined based on light intensity, and the expression is:

[0102]

[0103] In the formula, For the calculation of road surface brightness (unit: cd / ), This refers to the luminous intensity value of the lamp. C is the swing angle of the lamp, which is the angle between the lamp's ray in the vertical direction and the road surface normal; C is the angle between the projection of the lamp's ray on the horizontal plane and the tunnel axis (fixed to be parallel to the axis); and h is the lamp's installation height.

[0104]

[0105] In the formula, Reference luminous intensity of the luminaire (unit: cd). This is a vehicle speed correction factor related to light intensity. This is the correction factor for the brightness outside the cave. This is the distance attenuation coefficient. Correction coefficient for vehicle model This is a correction factor based on driver fatigue.

[0106] In this embodiment, considering that when the traffic flow in the tunnel is large, the distance between vehicles is likely to be less than the lighting distance X, if the single-vehicle lighting scheme is followed, it will lead to redundancy of lighting and superposition of brightness. Therefore, two lighting schemes, single-vehicle and multi-vehicle, are adopted to integrate single vehicles that are close to each other. When multiple vehicles are traveling in the tunnel at the same time, the lighting distance and lighting brightness are appropriately adjusted.

[0107] In this embodiment, matrix LED lights can be arranged on both sides of the tunnel. In multi-vehicle lighting mode, for following vehicles, when the vehicle in front turns on its turn signal (identified by a camera), the tunnel local controller can send a command to the matrix LED lights within 30m behind the vehicle in front, projecting a directional light strip through the matrix LED lights (e.g., when turning left, the left LED lights illuminate, forming a "←" light strip). When the vehicle in front turns on its brake lights, the tunnel local controller can send a command to the matrix LED lights within 30m behind the vehicle in front, and the matrix LED lights on both sides of the tunnel will illuminate simultaneously, making it easier for the driver of the following vehicle to judge the intention of the vehicle in front through the light strip and take countermeasures in advance.

[0108] In this embodiment, the road surface friction coefficient The condition is related to factors such as weather, therefore adjustments need to be made according to the different road conditions caused by weather and other factors. Calculations can be made based on weather data obtained from meteorological sensors and water film thickness obtained from capacitive sensors. Specifically, in sunny weather and on dry road surfaces, the reference values ​​should be taken according to ISO standards. =0.75; The coefficient of friction is calculated under sunny and dry conditions. In wet, rainy, or cloudy weather, when the water film thickness on the road surface is ≤0.5mm, it is calculated as a dry road surface. =0.75; In wet, rainy weather, when the water film thickness on the road surface is >0.5mm, hydrodynamic pressure will form, which will act as a lubricant. Insufficient tire drainage capacity can easily lead to hydroplaning. Therefore, in rainy weather, when the water film thickness exceeds the set value, ， It should meet the following requirements:

[0109]

[0110] in, The thickness of the water film on the road surface inside the tunnel (unit: m).

[0111] In icy and snowy weather, due to the phase transition effect, the temperature near the freezing point (-5°C ~ 0°C) μ The temperature drops sharply, and with frequent traffic on highways, the snow compacts and forms a hard ice layer, further reducing μ. Therefore, when there is snow on the road surface... , It should meet the following requirements:

[0112]

[0113] Where T is the temperature outside the tunnel (unit: °C), which is obtained by measuring a thermometer.

[0114] For special weather conditions such as smog, when the humidity is ≤90%, the calculation should be based on dry road surfaces. =0.75; When humidity > 90%, the oil film adsorbed on the road surface forms a low... μ Contamination layer, coupled with reduced visibility, leads to longer reaction times. Increase by 20–50%, therefore for smoggy weather , It should meet the following requirements:

[0115]

[0116] Here, RH represents the relative humidity inside the tunnel.

[0117] In this embodiment, due to the different vehicle models, the stability and risks during vehicle operation also vary. Therefore, different baseline k values ​​are given for different vehicle models, as detailed in Table 1:

[0118] Table 1 shows the baseline k-values ​​for different vehicle models.

[0119] Vehicle type (model) Vehicle length range Baseline k value Judgment basis microcars L＜3.5 1.45 Short body, agile turning small cars 3.5≤L＜4.5 1.50 Low-risk city commuter vehicles Standard sedan 4.5≤L＜5.0 1.55 mainstream passenger cars SUV 5.0≤L＜5.5 1.60 heavier vehicles small passenger car 5.5≤L＜7.0 1.70 High safety requirements for passenger vehicles small truck 7.0≤L＜10 1.80 small cargo vehicles medium-sized trucks 10≤L＜14 1.90 Vehicles with noticeable wheelbase sway Heavy trucks L≥14 2.00 High-risk, extremely long vehicles

[0120] In this embodiment, During the calculation, since the actual vehicle length, driving speed, and road conditions vary, it is necessary to first determine the baseline k value of the current vehicle based on the data returned by the lidar sensor and the baseline k value table in Table 1, and then make corrections. The correction formula is as follows:

[0121]

[0122] Among them, the vehicle speed correction coefficient related to k Road surface friction correction coefficient Load correction factor Where m is the actual weight (unit: kg). The empty vehicle weight (the truck will be weighed on a weighbridge when it enters the highway, and the empty vehicle weight is determined by the truck's factory settings).

[0123] It should be noted that the load correction factor only applies to trucks carrying cargo; for non-trucks, the load correction factor is 1.

[0124] In this embodiment, the reference luminous intensity of the luminaire should meet the following requirements:

[0125]

[0126] in, The design brightness of the light is set at 0.040 times the maximum brightness of the day. ), The brightness outside the tunnel at a distance of 20 meters from the tunnel entrance. The efficiency of the actual luminaire is taken as 0.85 (for LED lights), and the reference luminous intensity varies with angle. The brightness increases with the increase of the illumination distance, thereby compensating for the decrease in brightness caused by the increase in illumination distance.

[0127] The expression for the vehicle speed correction factor related to light intensity is:

[0128]

[0129] in, This refers to the vehicle's real-time speed (real-time vehicle speed). Traffic volume (unit: vehicles / hour). As vehicle speed increases and traffic volume increases, the light intensity is appropriately increased to ensure driving safety.

[0130] The expression for the external brightness correction factor is:

[0131]

[0132] in, This refers to the distance between the vehicle and the nearest tunnel entrance or exit.

[0133] The expression for the distance attenuation coefficient is:

[0134]

[0135] in, To supplement the vehicle distance attenuation factor, ; s =h×tanθ, The dark adaptation time is 2.0s when the natural light is good (such as on a sunny day) and 1.5s when the natural light is poor (such as on a cloudy or rainy day).

[0136] The distance attenuation coefficient controls the lighting to achieve the effect that the front and rear lights gradually dim as the distance between the lighting position and the vehicle increases, thus achieving energy conservation and environmental protection without affecting the driver's normal driving.

[0137] The vehicle model correction factors are as follows:

[0138]

[0139] Flexible adjustments can be made for different vehicle models.

[0140] The expression for the correction factor based on driver fatigue is:

[0141]

[0142] Here, trd represents real-time eye opening / closing, presented as a percentage. It indicates a decrease in eye opening / closing when the driver is fatigued; this data is detected by an onboard video detector. The core advantage of introducing a driver fatigue coefficient lies in transforming the vague concept of "fatigue" into an objectively measurable indicator through quantitative analysis of behavioral characteristics (eye opening / closing), thus replacing subjective judgment and improving accuracy. Its real-time updating characteristic can trigger intelligent intervention (such as adjusting lighting intensity) to promptly reduce accident risks and improve industry safety levels. This technically feasible and easily promoted solution effectively drives the transformation of road traffic safety from "passive response" to "proactive prevention."

[0143] Furthermore, in this embodiment, abnormal events within the tunnel are detected in real time while the vehicle is in motion. If the lidar detector detects abnormal events such as traffic accidents, pedestrians, or animals, enhanced lighting is applied to the section of road where the abnormal event (accident) occurred. Let the distance between the accident point and the tunnel entrance be... The distance between the vehicle and the tunnel entrance is Then the lighting in the accident section It should meet the following requirements:

[0144]

[0145] In the formula, the values ​​obtained during the vehicle's movement are... Substitute the values ​​and find the answer. That's all.

[0146] The above-described specific examples are for illustrative purposes only and are not intended to limit the scope of the invention. Those skilled in the art can make various simple deductions, modifications, or substitutions based on the principles of this invention. Therefore, the scope of protection of this invention should be determined by the scope of the claims.

Claims

1. A method for controlling accompanying tunnel lighting considering the environment of pedestrians, vehicles, and roads, characterized in that, The method includes the following steps: Step 1. Real-time data collection of vehicle speed, vehicle type, vehicle length, and relative distance to the tunnel entrance for vehicles already inside and about to enter the tunnel; the computing unit calculates the required lighting distance X for the vehicle based on the collected data; the lighting distance X is twice the stopping sight distance, which is adjusted according to vehicle speed, road surface friction coefficient, and vehicle type; Step 2. Determine whether the distance between vehicle i and the vehicle in front is less than the illumination distance X of vehicle i. i If yes, then activate the multi-vehicle lighting mode, with vehicle i acting as the following vehicle, and proceed to step 3; if no, continue to determine if the distance between the following vehicle and vehicle i is less than the following vehicle's lighting distance. If not, activate the single-vehicle lighting mode and proceed to steps 4 to 6; if yes, activate the multi-vehicle lighting mode, with vehicle i acting as the lead vehicle in the convoy, and set the required lighting distance for the lead vehicle to 1.2X. i Then proceed with steps 4 to 6; Step 3. The distance between vehicle i and the vehicle in front is taken as the required lighting distance for vehicle i in multi-vehicle lighting mode. The spacing between the lamps to be activated is controlled to the initial lamp installation spacing d1. The lamp angle is adjusted to be perpendicular to the ground and downward. When the required lighting distance of the vehicle enters the lighting range of the lamps to be activated, the light intensity of the lamp is calculated, and it is determined whether the light intensity difference between adjacent lamps m and n meets the set conditions. If not, the light intensity of adjacent lamps is corrected until the set conditions are met, and then the result is output and the lamp is activated. When the vehicle leaves the lighting range of the lamp, the lamp is turned off. Step 4. Calculate the spacing d2 between the lights to be activated based on the lighting distance; when a bicycle passes by, activate the lights with a spacing of d2. If d2 is not an integer multiple of the initial installation spacing d1 of the lights, activate the nearest light with a spacing less than d2. Step 5. Calculate the maximum illumination range of each lamp. When the required illumination distance X of the vehicle enters the maximum illumination range of the lamp to be activated, adjust the angle of the lamp. Step 6. Calculate the light intensity of the lamp to be activated based on the data obtained by the sensors inside and outside the tunnel and the swing angle of the lamp. If the current mode is single-vehicle lighting, output the result directly and activate the lamp. If the current mode is multi-vehicle lighting, judge and correct the light intensity difference between adjacent lamps until the set conditions are met, output the result and activate the lamp. The lamp is turned off when the vehicle leaves the maximum lighting range of the lamp.

2. The accompanying tunnel lighting control method considering the pedestrian, vehicle, and road environment according to claim 1, characterized in that, The expression for the parking sight distance X(v,L) is: In the formula, v is the real-time speed of the vehicle, and t r Where μ is the driver's reaction time, g is the current road surface friction coefficient, L is the vehicle length, and k is the acceleration due to gravity. 实际 The compensation coefficient is given according to the different types and lengths of vehicles.

3. The accompanying tunnel lighting control method considering the pedestrian, vehicle, and road environment according to claim 2, characterized in that, Vehicle i is the following vehicle, and the expression for the luminous intensity of the lamps providing illumination for vehicle i is: Among them, v i Let I be the real-time speed of vehicle i, D be the standard deviation of vehicle speed, I(θ,C) be the luminous intensity of the lamp, η(s) be the distance attenuation coefficient, θ be the swing angle of the lamp, that is, the angle between the lamp light and the road surface normal in the vertical direction, and C be the angle between the projection of the lamp light on the horizontal plane and the tunnel axis, which is fixed to be parallel to the tunnel axis.

4. The accompanying tunnel lighting control method considering the pedestrian, vehicle, and road environment according to claim 1, characterized in that, In multi-vehicle lighting mode, after calculating the luminous intensity of the lamps, it is necessary to determine the luminous intensity difference |I| between adjacent lamps m and n. m -I n Is the condition satisfied? Among them, I m Let I be the luminous intensity of the lamp (m). n Let n be the luminous intensity of the lamp. When the actual light intensity difference does not satisfy this formula, it should be corrected in the following way: in, To correct the luminous intensity of lamp m, To correct the luminous intensity of lamp n; Then repeat the judgment and correction process until the formula is satisfied. When the time comes, output the result.

5. The accompanying tunnel lighting control method considering the pedestrian, vehicle, and road environment according to claim 1, characterized in that, The relationship between the illumination distance X and d2 in step 4 is as follows: In the formula, X is the required lighting distance for the vehicle, h is the installation height of the lamp, d2 is the spacing between the lamps to be lit under single-vehicle lighting, and the lamp beam is conical with β as its half angle.

6. The accompanying tunnel lighting control method considering the pedestrian, vehicle, and road environment according to claim 1, characterized in that, In step 5, the maximum illumination range of a single lamp is 5.49h, and the oscillation angle θ of the lamp is: Where v is the vehicle's real-time speed, h is the lamp installation height, and t is the time required for the vehicle to reach the lamp's maximum illumination range.

7. A method for controlling accompanying tunnel lighting considering pedestrian, vehicle, and road environments according to claim 2, characterized in that, k 实际 The expression is: k 实际 =k×C v ×C μ ×C load ; Where k is the base k value for the vehicle model, and C is the vehicle speed correction coefficient. v =1 + 0.005(v-30), road surface friction correction coefficient Truck load correction factor Where m is the actual weight, m0 is the empty vehicle weight (for non-trucks), and the load correction factor is 1.

8. The accompanying tunnel lighting control method considering the pedestrian, vehicle, and road environment according to claim 3, characterized in that, The expression for the luminous intensity value I(θ,C) of the lamp is: I(θ,C)=I0·Φ(v,q)·Ω(L20)·η(s)·Δ(type)·ε(trd); In the formula, I0 is the reference luminous intensity of the lamp, Φ(v,q) is the vehicle speed correction coefficient related to luminous intensity, Ω(L20) is the tunnel brightness correction coefficient, η(s) is the distance attenuation coefficient, Δ(type) is the vehicle type correction coefficient, and ε(trd) is the correction coefficient based on driver fatigue.

9. A method for controlling accompanying tunnel lighting considering pedestrian, vehicle, and road environments according to claim 8, characterized in that, While the vehicle is in motion, abnormal events within the tunnel are detected in real time. If an abnormal event is detected, lighting is applied to the section of road where the abnormal event occurred in the following manner: Let x be the distance between the abnormal event point and the tunnel entrance. a The distance between the vehicle and the tunnel entrance is x. j Then the lighting in the accident section It should meet the following requirements: Matrix LED lights are installed on both sides of the tunnel. In multi-vehicle lighting mode, the matrix LED lights project directional light strips to indicate the intention of the vehicle in front.

10. A method for controlling accompanying tunnel lighting considering pedestrian, vehicle, and road environments according to claim 8, characterized in that, The expression for the reference luminous intensity of a luminaire is: Where L0 is the design brightness of the light, taken as 0.040 times the maximum brightness of L during the day. 20 L 20 τ represents the external brightness of the luminaire 20 meters from the tunnel entrance, h represents the actual efficiency of the luminaire, and h represents the installation height of the luminaire. The expression for the vehicle speed correction factor is: Where v is the real-time speed of the vehicle, and q is the traffic volume; The expression for the external brightness correction factor is: Where p is the distance between the vehicle and the nearest tunnel entrance or exit; The expression for the distance attenuation coefficient is: Where, σ f To supplement the vehicle distance attenuation factor, s = h × tanθ, t ad Dark adaptation time; The vehicle model correction factor is: The expression for the correction factor based on driver fatigue is: ε(trd)=e |-trd| ; Where trd represents the real-time eye opening degree, presented as a percentage.

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