Highway tunnel illumination energy-saving control method

Abstract

According to the expressway tunnel lighting energy-saving control method, by setting the response relation between the collection road section and the lighting section, enough lighting sections can be controlled to guarantee driving safety, and energy consumption can be restrained to the maximum extent. The energy-saving control comprises the following steps: respectively carrying out illumination demand identification on acquisition information of a plurality of acquisition sources based on an acquisition road section, and when an identification result of the acquisition information of any acquisition source is an illumination demand, simultaneously outputting the illumination demand to a plurality of preset continuous illumination sections, when all the identification results are energy-saving demands, outputting the energy-saving demands to the plurality of lighting sections at the same time; and receiving demand output of a plurality of preset continuous acquisition road sections, controlling one illumination section to increase illumination when the demand of any acquisition road section is an illumination demand, and controlling the illumination section to reduce illumination when all demands are energy-saving demands.

Description

Technical Field

[0001] This invention relates to the field of energy-saving highway lighting, and more particularly to a method for energy-saving control of lighting in highway tunnels. Background Technology

[0002] my country is a mountainous country with rugged roads and numerous tunnels, resulting in high costs for tunnel lighting. For example, in Yunnan Province, since the "every county connected by expressway" project, the mileage of expressways has increased dramatically, putting increasing pressure on expressway operations, with tunnel lighting costs accounting for a significant proportion. Furthermore, for sections with low traffic volume, keeping tunnels lit for extended periods is a waste of energy.

[0003] In recent years, many energy-saving control schemes proposed in the field of road lighting have suffered from low energy-saving rates, and some are still in the academic discussion stage and lack feasibility. While ensuring driving safety, the precise realization and improvement of an energy-saving mode that turns on lights when a vehicle approaches and turns them off when the vehicle leaves is still needed. Summary of the Invention

[0004] In view of the above problems, the present invention was developed to provide an energy-saving control method for highway tunnel lighting, which can control as many lighting sections as possible to ensure driving safety, and at the same time minimize energy consumption.

[0005] The energy-saving control method for highway tunnel lighting provided by the present invention includes: (1) identifying lighting demand based on the collected information of a collection section; when the identification result is lighting demand, outputting lighting demand to multiple preset consecutive lighting sections simultaneously; and when the identification result is energy-saving demand, outputting energy-saving demand to the multiple lighting sections simultaneously; (2) receiving the demand output of multiple preset consecutive collection sections; when the demand of any collection section is lighting demand, controlling a lighting section to increase lighting; and when all demands are energy-saving demands, controlling the lighting section to decrease lighting.

[0006] Further, (1) includes: a minimum number of consecutive multiple lighting sections responding to the identification result of the one collection road segment, so that the illumination of the consecutive multiple lighting sections covers the safe sight distance of each point on the one collection road segment in the driving direction; (2) includes: a set of all collection road segments in which the safe sight distance of any point in the driving direction overlaps with the illumination of the one lighting section as the consecutive multiple collection road segments responded to by the one lighting section.

[0007] Further, (1) includes: performing lighting demand identification on the collection information of multiple collection sources based on a collection segment; when the identification result of the collection information of any collection source is lighting demand, outputting lighting demand to multiple preset consecutive lighting segments simultaneously; and when all identification results are energy-saving demand, outputting energy-saving demand to the multiple lighting segments simultaneously.

[0008] Furthermore, the safe line of sight is 300–310 m.

[0009] Further, (1) includes: identifying lighting demand from the collected information of the collection source; outputting first type data when the identification result is lighting demand; and outputting second type data when the identification result is energy saving demand; receiving identification output data from multiple collection sources in a collection segment and performing a first logical operation; outputting first type data to multiple preset consecutive lighting segments simultaneously when any identification output data is first type data; and outputting second type data to multiple lighting segments simultaneously when all identification output data is second type data; (2) includes: receiving calculation output data from multiple preset consecutive collection segments and performing a second logical operation; controlling a lighting segment to increase lighting when any calculation output data is first type data; and controlling the lighting segment to decrease lighting when all calculation output data is second type data.

[0010] A logical implementation is provided, wherein both the first and second logical operations are OR operations; the binary representation of the second type of data contains at least one 0 bit, and the corresponding non-zero bit of the second type of data is 1 bit. Further, both the first and second type of data are single bytes of 4 or 8 bits. Alternatively, the first type of data can be hexadecimal 0x01, and the second type of data can be 0x0d, employing more complex operations to meet the logical requirements.

[0011] According to the present invention, a sufficient number of lighting zones can be controlled to reliably ensure driving safety while minimizing energy consumption. Attached Figure Description

[0012] Figure 1 This is a flowchart illustrating the energy-saving control method for highway tunnel lighting provided in Embodiment 1 of the present invention.

[0013] Figure 2 It is a graph showing the relationship between lighting distance and energy saving rate.

[0014] Figure 3A , 3B It is a diagram illustrating the principle of safe visibility while driving.

[0015] Figure 4 It means Figure 1 A flowchart illustrating a preferred embodiment of the method.

[0016] Figure 5 It is used for Figure 4 A system schematic diagram of a preferred embodiment is shown.

[0017] Figure 6 This is a diagram illustrating the configuration of the highway tunnel lighting energy-saving control system provided in Embodiment 2 of the present invention.

[0018] Figure 7 These are real images used to illustrate when a smart camera is properly configured with its field of view.

[0019] Figure 8 This is a functional diagram illustrating the specific configuration and signal flow of the control system, using the first and second control units AI2 and CTL4 as examples.

[0020] Figure 9 This is a diagram illustrating the effect of a connection based on a safe line-of-sight.

[0021] Figures 10A-10D These are schematic diagrams of specific examples 1 to 4, representing a design speed of 80 km / h and a safe driving visibility of 127 m. Detailed Implementation

[0022] To further clarify the objectives, technical solutions, and advantages of the present invention, examples of the present invention will be described in detail below with reference to the accompanying drawings. It is obvious that the described examples are only a portion of the embodiments of the present invention, and not all of the embodiments of the present invention. It should be understood that the present invention is not limited to the examples described herein. Based on the embodiments described in this disclosure, all other embodiments obtained by those skilled in the art without inventive effort fall within the protection scope of the present invention.

[0023] This embodiment will provide energy-saving control of highway tunnel lighting. The highway mentioned here refers to expressways, which are defined in this embodiment according to the relevant provisions of the Chinese "Highway Engineering Technical Standards" (JTG B01-2014). For any highways in any country or region, or any changes brought about by future development, the same and compatible contents that can achieve the purpose of this invention fall within the definition of highway in this embodiment.

[0024] According to the aforementioned standards, a built-in lighting system is configured within the highway tunnel. This system includes multiple sections of basic lighting arranged along the direction of travel, and one or more sections of enhanced lighting arranged at the tunnel entrance. Each section may contain multiple streetlights along the road, or multiple or a complete light strip along the road, all powered by a separate distribution circuit. The energy-saving control provided in this embodiment is implemented to control the aforementioned basic and enhanced lighting within the tunnel. This lighting control includes turning the lights on and off, adjusting brightness, dimming, and increasing or decreasing the number of lights.

[0025] Implementation Method 1

[0026] Below, refer to Figure 1 This describes the energy-saving control method for highway tunnel lighting provided in Implementation Method 1.

[0027] In step S110, lighting demand is identified based on the collected information from multiple sources on a collection section. When the identification result of the collected information from any source is lighting demand, the lighting demand is simultaneously output to multiple preset lighting sections as a demand output reflecting the lighting energy-saving demand based on the collection section. When all identification results are energy-saving demand, the energy-saving demand is simultaneously output to the multiple lighting sections as a demand output reflecting the lighting energy-saving demand based on the collection section.

[0028] The lighting demand identification process involves determining whether increased lighting is needed. This includes identifying whether lighting demand-related features exist in the collected information and / or identifying the existence of a lighting demand target based on the collected information. Increasing lighting includes providing lighting and enhancing lighting, with enhanced lighting including brightening the lighting and / or increasing the number of lights. The identification results include lighting demand and energy-saving demand, which can be used for lighting control or suppression control of the lighting device. Lighting demand and energy-saving demand can be in the form of signals or information, and lighting demand and energy-saving demand should be expressed as different signals or information at least at the same logical control node.

[0029] According to this step, the existence of lighting needs is identified on a segment-by-segment basis, and a lighting need identification result based on the condition and / or state of a segment and / or changes in condition and / or state is generated. The lighting need identification result based on the segment should not be understood as equivalent to the need to illuminate or suppress the lighting of that segment, but also includes, or actually includes, the illumination or suppression of lighting needs within the visual range or other required range of objects existing on that segment.

[0030] The data collection segment is a section of road designated for collecting information used to identify lighting requirements. This designation takes into account factors such as the reachability and resolution of the sensing system. Generally, it can refer to a section of road inside a tunnel, but it can also include a section of road outside the tunnel entrance / exit. Preferably, multiple consecutive data collection segments are set along the road; more preferably, multiple consecutive data collection segments are set from the tunnel entrance or a location outside the tunnel entrance to the exit.

[0031] The information collected by multiple sources based on a single road segment refers to information collected by multiple sources within the single road segment. The collection method is not limited to the multiple sources being located within the single road segment, nor is it limited to the collection range of each source overlapping with the single road segment. For example, if a camera captures images of a road segment, the captured image data can capture triggering states or changes that can be used to determine lighting needs. Therefore, the camera's image capture can be performed on relevant parts of the road segment as needed, not limited to capturing the complete image of the road segment, nor limited to capturing images of the road itself. It can be other image information outside the road that can be used to determine lighting needs, such as capturing street trees illuminated by the lights of an approaching vehicle.

[0032] The acquisition and recognition steps are not absolutely separated. In one embodiment, acquisition itself can constitute recognition, for example, the acquired information itself is the recognition result. In this case, for example, when a sound in a specific frequency band is acquired, it is considered that there is a need for lighting. In other embodiments, the acquisition step may also include an intermediate recognition step, and acquisition may include step-by-step or distributed acquisition. Recognition can be inserted based on each acquisition, or step-by-step or distributed recognition can be included, and acquisition can be inserted based on the combination of each recognition, thereby completing the acquisition and recognition as a whole.

[0033] The collected information can include road condition information, such as the presence of a vehicle, the entry of a vehicle, or an accident. It can also include road status information, such as parameters like vehicle speed, brightness, sound intensity, road pressure, and humidity. Depending on the type of information collected, the data sources may include optical sensors, sound sensors, pressure sensors, and wet / dry bulb sensors. Appropriate recognition methods can be selected based on the form and content of the collected information. For example, target recognition can be performed based on each frame of a camera image; motion recognition can be performed based on video data; and threshold comparisons can be made based on parameters such as vehicle speed, brightness, sound intensity, and road pressure.

[0034] According to this step, multiple data sources can be applied to the same road segment to allocate different conditions and states or change criteria to integrate and identify lighting needs under different factors. Alternatively, multiple data collections can be performed on the same factor to improve the reliability of demand judgment.

[0035] Furthermore, lighting or energy-saving requirements are output to lighting devices that respond to energy conservation. These responding lighting devices are determined by a set of pre-defined, consecutive lighting sections. These pre-defined sections, for example, are configured as described above to cover the lighting needs of objects with lighting requirements within their visual range or other required ranges along the collected road section. The lighting sections are inherent features of highway tunnels and typically include multiple streetlights installed along the road. Each lighting section is powered by a unified power distribution circuit controlling the overall power supply to the streetlights within its jurisdiction.

[0036] As a variation of step S110, lighting demand identification can also be performed on the collected information from a collection source based on a collection segment. When the identification result is lighting demand, the lighting demand is simultaneously output to multiple preset consecutive lighting segments. When the identification result is energy-saving demand, the energy-saving demand is simultaneously output to the multiple lighting segments.

[0037] In step S120, multiple demand outputs reflecting the lighting energy-saving needs based on the acquisition information of each acquisition source of a preset series of acquisition segments are received. When the demand output of any acquisition segment is a lighting demand, the lighting of a lighting segment is increased. When all demand outputs are energy-saving demands, the lighting of that lighting segment is decreased.

[0038] The demand output of multiple consecutive collection segments can be the lighting demand or energy-saving demand obtained in step 110. The preset multiple consecutive collection segments are, for example, preset in a way that the lighting segment can cover the lighting demand of each lighting demand object in the visual range or other required range of the collection segment.

[0039] According to the control method of this embodiment 1, lighting needs can be reliably determined, and lighting safety can be reliably prioritized.

[0040] Below, a first preferred embodiment of embodiment 1 is further provided.

[0041] In this preferred embodiment, step S110 further includes: a minimum number of the consecutive multiple lighting sections responding to the identification result of the collected road segment, so that the illumination of the consecutive multiple lighting sections covers the safe sight distance of any point on the collected road segment in the driving direction.

[0042] The response is an energy-saving response, corresponding to the lighting demand or energy-saving requirement output in step S110. A preset series of consecutive lighting sections perform lighting or energy-saving operations in response to the lighting demand identification result reflected in the collected information of a road segment. Further, the preset series of consecutive lighting sections are the minimum number of consecutive lighting sections whose lighting coverage meets the minimum safe sight distance of any point on the road segment in the driving direction.

[0043] In this preferred embodiment, step S120 further includes: pre-setting all the collection road segments in which the safe line of sight of any point in the driving direction overlaps with the lighting of the lighting section as the continuous plurality of collection road segments in response to the lighting section.

[0044] The response is also an energy-saving response, corresponding to the lighting demand or energy-saving need received in step S120, controlling a lighting section to increase or decrease the lighting to respond to the lighting demand identification results reflected in the collected information of a preset series of consecutive collection sections. Further, the preset series of consecutive collection sections are all collection sections where the safe sight distance of any point in the driving direction overlaps with the lighting of the lighting section.

[0045] By setting the energy-saving response relationship between the data collection section and the lighting section, responding to the data collection of one section can control as many lighting sections as necessary to ensure driving safety, while also minimizing energy consumption.

[0046] Previous methods for improving street light energy efficiency included turning on the entire tunnel light in advance when a vehicle is detected approaching. However, these methods neglected the impact of lighting distance on energy savings. The inventors used a highway tunnel as an example to verify the effect of lighting distance on energy efficiency.

[0047] Actual Test Example 1

[0048] Table 1 shows the impact of measured lighting distance on energy saving rate in the Huashan Tunnel of the Kunming-Qiaomen Expressway in Yunnan Province. The frame rate is the data acquisition unit of the camera used for vehicle identification, and the energy saving rate is the calculated result of the lighting device switching on and off in response to each frame's acquisition result. The Huashan Tunnel is 3.7 kilometers long.

[0049] As shown in Table 1, when the lighting distance is 300 meters, the energy saving rate is 64.62%. However, if the entire tunnel's lighting is turned on whenever a vehicle arrives, the energy saving rate is only 3.05%. The relationship between lighting distance and energy saving rate is as follows: Figure 2 The exponential relationship in the equation.

[0050] Table 1:

[0051]

[0052] The 300m lighting distance is the safe driving visibility distance under the conditions of a tunnel design speed of 120km / h and a tunnel longitudinal slope of -4%. The calculation of the 300m safe driving visibility distance is explained below.

[0053] The most stringent design conditions selected from JTG / T D70 / 2-01(2014) "Detailed Rules for Lighting Design of Highway Tunnels" are: tunnel design speed of 120km / h and tunnel longitudinal slope of -4%. At this time, the lighting stopping sight distance in Table 4.2.3 of the detailed rules is 260m.

[0054] like Figure 3AGiven a known parking visibility distance of 260m, and based on the same standard recommendations, the driver's line-of-sight height is 1.5m, with a 0.2m cubic obstacle in front. To ensure the driver's ability to see obstacles on the road, there should be a minimum length of bright road surface behind the obstacle. The safe driving visibility distance is defined as the parking visibility distance plus the minimum length of ...

[0055] Calculated using triangular relationships, such as Figure 3B As shown, the minimum support length is approximately 40m, and the total safe driving sight distance is approximately 300m. Draw a line segment BD, with a length equal to the lighting parking sight distance, from point B to point D. Draw a line segment BA, with a length equal to the driver's eye level, perpendicular to line segment BD from point B to point A. With point D as the lower left point and the extension of line segment BD as the base, draw a square with a side length equal to the minimum design height of the vehicle chassis (only half of the square, DEF, is shown in the figure). The distance from point C, the intersection of the extension of the line connecting point A and the upper right point F of the square, and the extension of line segment BD, to point B is the safe driving sight distance.

[0056] This further explains the selection of safe sight distance under different tunnel design speeds.

[0057] Table 2 shows the lighting stopping sight distances given in JTG / T D70 / 2-01(2014) for different tunnel design speeds.

[0058] Table 2: Unit: m

[0059]

[0060] For all parking sight distance measurements, the value is taken based on a longitudinal slope of -4%. Figure 3B The safe driving sight distance is calculated based on the triangular relationship, as shown in Table 3.

[0061] Table 3:

[0062] <![CDATA[Design speed V t / (km / h)]]> Safe driving visibility / m 120 300 100 207 80 129 60 72

[0063] Below, refer to Figure 4 The second preferred embodiment of embodiment 1 will be described.

[0064] In step S410, the collected information from the collection source is used to identify lighting demand and generate demand output data that reflects the lighting energy-saving demand based on the collection source. When the identification result is lighting demand, the first type of data is output as demand output data, and when the identification result is energy-saving demand, the second type of data is output as demand output data.

[0065] In step S420, multiple demand output data generated from the collection information of multiple collection sources based on a collection section are received, and the multiple demand output data are subjected to a first logical operation to generate demand output data reflecting the lighting energy-saving demand of multiple collection sources based on a collection section. When any of the received demand output data is first type data, it is output as demand output data to multiple preset consecutive lighting sections simultaneously. When all the received demand output data is second type data, it is output as demand output data to multiple lighting sections simultaneously.

[0066] In step S430, multiple demand output data reflecting the lighting energy-saving needs based on the acquisition information from each acquisition source of a preset series of acquisition segments are received. These multiple demand output data are then subjected to a second logical operation. When any received demand output data is of the first type, the lighting in a lighting segment is increased; when all received demand output data is of the second type, the lighting in that lighting segment is decreased. The demand output data reflecting the needs based on the acquisition segments can be implemented in step S410, where the demand output data is the identification result data of lighting demand recognition when it is acquisition information from a single acquisition source on the acquisition segment. Alternatively, it can be implemented in steps S410 and S420, where the demand output data is the operation output data of the first logical operation when it is acquisition information from multiple acquisition sources on the acquisition segment. However, as a variation, demand output data reflecting the lighting energy-saving needs based on the acquisition segments can also be received from other sources.

[0067] As a specific implementation example, each logical operation receives first-type data and second-type data that can be converted or represented as binary numbers of equal length, such as 4-bit or 8-bit single-byte numbers. The binary representation of the second-type data contains at least one 0 bit, and its non-zero bit corresponds to a 1-bit bit in the first-type data. For example, if the first-type data is 0001 and the second-type data is 0000, the first and second logical operations are performed using an OR operation to ensure that the logical operation results of the first and second-type data meet the output requirements. Alternatively, the first-type data can be hexadecimal 0x01 and the second-type data can be 0x0d, employing more complex operations to achieve the logical requirements, as long as the first-type data represents lighting and the second-type data represents energy saving, and the specified logical operation result is achieved. As a further preferred example, each logical operation receives the same first-type data and the same second-type data.

[0068] As an information and control implementation method for realizing the aforementioned first and second logical operations, lighting demand information and energy-saving demand information are output in different data types that can satisfy the corresponding logical operation results. For example, lighting demand information is first type data, and energy-saving demand information is second type data. In one embodiment, second type data can be translated into binary 0, or logical "false," and first type data can be translated into binary 1, or logical "true." Both the first and second logical operations are OR operations or logical OR operations, thereby ensuring that the logical operation results of the first and second type data meet the output requirements. That is, when any received information (identification output information or operation output information) is first type data, first type data is output; when all information is second type data, second type data is output.

[0069] Figure 5 This is a schematic diagram of a system used to implement this preferred embodiment. For example... Figure 5 As shown, images are captured by first cameras C1 and C2 on the same road segment. The image data are then processed by the visual computing unit RK for target recognition. When a target is identified, first data 0x01 is output; otherwise, second data 0x00 is output. First data 0x01 and second data 0x00 are input to the first logic unit 510 for OR operation to obtain first data 0x01. The result, first data 0x01, is simultaneously output to multiple second logic units (only one second logic unit 520 is shown). The second logic unit 520 receives the outputs 0x01, 0x00, 0x01, and 0x00 from multiple road segments and performs an OR operation to obtain first data 0x01. Based on the result 0x01, the lighting control unit 530 controls the lighting of the corresponding lighting segments L1…L20 to be turned on. As a specific optional embodiment, both the first type of data and the second type of data are four-bit long bytes, for example, the first type of data is 0001 and the second type of data is 0000. Preferably, the first type of data in each step is the same data and the second type of data in each step is also the same data.

[0070] Implementation Method 2

[0071] Below, refer to Figure 6 This describes the energy-saving control system for highway tunnel lighting provided in Implementation Method 2.

[0072] like Figure 6 As shown, the energy-saving control system 600 provided in this embodiment is arranged inside the highway tunnel 601. Only the left side of the tunnel is shown in the figure to illustrate the functional structure of this embodiment. The highway tunnel 601 contains multiple inherent lighting sections ZM1 to ZM... nThe inherent lighting sections are completed during tunnel construction, for example, according to engineering standards, to provide various necessary forms of lighting for different sections within the tunnel. The diagram only shows lighting sections ZM1 to ZM6 on the left side of the tunnel. Lighting sections ZM1 and ZM3 provide enhanced lighting at the tunnel entrance, while ZM2, ZM4, ZM5, and ZM6 provide basic lighting. Lighting sections ZM1, ZM3, ZM2, ZM4, ZM5, and ZM6 are arranged in parallel and provide continuous lighting. Each section contains one or more streetlights, and the power supply to the streetlights within each section is uniformly controlled through a power distribution circuit.

[0073] Multiple data collection sections S1 to S2 are set up along the tunnel from the entrance to the exit. n Multiple data collection segments are set up continuously, with the first and last segments overlapping being preferred. Figure 6 The figure only shows the collection sections S1 to S6 on the entrance side. As a specific setting, the figure shows an embodiment of setting up collection section S1 for a section of road before the tunnel.

[0074] In this embodiment, two cameras, CW1 and CL1~CW1, are used for each data collection segment. n ,CL n Image acquisition is performed. The figure only shows six camera groups CW1,CL1 to CW6,CL6. In this embodiment, each group has two cameras positioned at the same location. To ensure recognition speed, this embodiment preferably uses area array cameras. When using cameras to acquire tunnel images, the acquired road segment is essentially the camera's shooting area or field of view. When using multiple cameras, the continuity of the multiple acquired road segments specifically refers to the continuity of the overall field of view of each group constructed by the multiple cameras. To ensure more reliable image acquisition, it is preferable that the overall field of view of each group overlaps end-to-end. Although each acquired road segment in this embodiment is acquired by two cameras, it is not limited to this; three or more cameras can also be used to acquire images of a single acquired road segment.

[0075] Taking the capture and identification of targets to determine lighting needs as an example, in order to obtain effective information for lighting energy-saving judgment, the camera should be configured to cover the locations of all possible targets with lighting needs in the road section being collected. Figure 7 The diagram illustrates the field of view of a properly configured smart camera capable of identifying vehicles, pedestrians, and vehicle lights within its field of view. The camera's frame rate must be such that at least one of multiple cameras can capture the identified target as it passes through the acquisition area at a specified maximum speed. The identified targets include people, human-operated vehicles, and animals, among other objects requiring illumination.

[0076] As one specific setup, cameras CW1 and CL1 face outwards from the tunnel, while cameras CW2, CL2, CW3, CL3, CW4, CL4, CW5, CW5, and CW6, CW6 face inwards from the tunnel. In this illustration, cameras CW1 and CL1 and CW2 and CL2 are arranged back-to-back. As another specific example, multiple sets of cameras are correspondingly configured with the existing highway surveillance cameras CA1 to CA2. n-1 The power supply for the surveillance cameras is located nearby, with cameras CW1, CL1 and CW2, CL2 collectively corresponding to the first surveillance camera CA1. Since the surveillance cameras are not used for real-time control, their placement may not meet the accuracy requirements for image acquisition. Therefore, this embodiment uses wide-angle cameras (CW1-CW5 in the figure) and telephoto cameras (CL1-CL5 in the figure) in combination for image acquisition to improve the reliability of image acquisition.

[0077] Each group of cameras is equipped with a first control unit AI1~AI n , Figure 6 Only the first control units AI1 to AI6 are shown in the diagram. Each first control unit AI n Each includes visual computing units RK1 to RK n (Only RK1 to RK6 are shown in the diagram) First logic operation units FLC1 to FLC n (Only FLC1 to FLC6 are shown in the figure).

[0078] On the other hand, a second control unit CTL1 to CTL is configured corresponding to each lighting section. n , Figure 6 Only the second control units CTL1 to CTL6 are shown in the diagram. Each second control unit CTL... n Each includes a second logic operation unit SLC1 to SLC2. n (Only SLC1 to SLC6 are shown in the diagram) and energy-saving control switches SW1 to SW2 n (Only SW1 to SW6 are shown in the diagram), energy-saving control switches SW1 to SW6 n Used respectively for lighting sections ZM1 to ZM n The power supply circuit is closed / opened to increase or decrease the lighting.

[0079] Taking the first and second control units AI2 and CTL4 as examples, such as Figure 8 The diagram illustrates the specific configuration and signal flow of the control system. Specifically, the first control unit AI2 is connected to the second set of cameras CW2 and CL2, and the second control unit CTL4 controls the lighting section ZM4.

[0080] The second set of cameras, CW2 and CL2, continuously monitor the road segment S2 at their respective frame rates fw and fl. Figure 6 Image acquisition is performed at the first section of the tunnel entrance. CW2 is a wide-angle camera, and CL2 is a telephoto camera. The second set of cameras, CW2 and CL2, are wired to ports Pa2 and Pb2 of the visual computing unit RK2, respectively. Cameras CW2 and CL2 continuously transmit the acquired image data to the visual computing unit RK2 synchronously at acquisition frame rates fw and fl, respectively.

[0081] The visual computing unit RK2 continuously receives image data from cameras CW2 and CL2, and performs target recognition on the image data using a learning model. When the recognition result matches the target classification, it outputs a first data signal indicating the presence of lighting requirements; when the recognition result does not match the target classification, it outputs a second data signal indicating the absence of lighting requirements. Targets should include at least regular vehicles, motorcycles, and pedestrians. The recognition outputs from each camera image are continuously output from ports Pc2 and Pd2 at fixed recognition frequencies f′w and f′l, respectively.

[0082] The model frequency and camera frame rate can be matched to ensure that each frame of image is processed for recognition. For example, the learning model receives image data from each frame from cameras CW2 and CL2 and continuously performs multi-threaded visual computation at a built-in recognition frequency. Each time the deep learning model is started, it receives data from port Pa2 or Pb2. It is not limited to processing data from one or two ports with a single model; group models can be deployed to intelligently allocate data to ports. For continuous images from a single camera, regardless of whether the allocation is based on the same model or a group model, the results will correspond to different cameras and output from specific ports, so that different ports are used to consistently output the recognition results of images from different cameras.

[0083] Furthermore, regardless of whether the allocation is based on the same model or a group model, the result can be set to output energy-saving demand information as the lighting demand recognition output for a camera when multiple consecutive images captured by a camera within a preset time or a preset number of recognitions all show energy-saving demand. The preset time or preset number of recognitions is then reset, and the output of energy-saving demand information as the lighting demand recognition output for a camera is repeated when multiple consecutive images captured by a camera within a preset time or a preset number of recognitions all show energy-saving demand. In multi-model processing, a receiving order flag can be assigned to the data received from a receiving port Pa2 or Pb2, ensuring that the recognition result is output according to the order flag, and ensuring that it can determine whether multiple images with consecutive order flags from a camera show energy-saving demand within a preset time or a preset number of recognitions.

[0084] Specifically, based on the data collected by a certain camera, the visual computing unit sends out second data after failing to identify a target requiring lighting within a consecutive preset frame. If a target requiring lighting is identified within the preset frame, the preset frame count is reset, for example, to 3 frames.

[0085] Alternatively, based on data collected by a particular camera, if the visual computing unit fails to identify a target requiring illumination within a preset time, it may issue second data. If a target requiring illumination is identified within the preset time, the preset timer is reset, for example, to 0.01 seconds.

[0086] Therefore, this implementation method realizes the function of delaying the transmission of the second type of data, and repeats the delay judgment when no energy-saving demand is continuously identified. When a camera fails to collect data due to construction errors or midway displacement and cannot be repaired on-site immediately, a negative condition that overcomes the final transmission of a signal to reduce lighting can be introduced, thereby ensuring system safety.

[0087] To save costs, this embodiment uses an RK3399Pro chip to perform the above functions. According to GB / T30147-2013 "Technical Requirements for Real-time Intelligent Analysis Equipment for Security Monitoring Video", the target recognition false detection rate of the RK3399Pro should be less than 5%. It is not necessary to limit the use of a single RK chip; two vision computing units can be used to identify the data from each camera's CW2 and CL2 respectively, or a camera with an embedded artificial intelligence module can be used, as long as it can complete the above steps and meet the aforementioned national standard requirements.

[0088] The ports Pc2 and Pd2 of the visual computing unit RK2 are connected to the ports Pe2 and Pf2 of the first logic operation unit FLC2 via two signal lines. The first or second data signal output from ports Pc2 and Pd2 is continuously received by the first logic operation unit FLC2 through ports Pe2 and Pf2. The sampling frequency of this logic operation unit should be lower than the data arrival frequency of ports Pe2 and Pf2. For example, with current technology, the arrival frequency is approximately equal to the image frame rate of 30fps, and the sampling frequency received by the first logic operation unit FLC2 is 2,500,000 / s.

[0089] The first logic operation unit FLC2, for example, implements the first logic operation using a logic circuit. The logic circuit performs a "true" or "false" logical OR operation on the type data input to Pc2 and Pd2 to fulfill the algorithm requirement of outputting first-type data when any port data is of type one, and outputting second-type data when all ports are of type two. Whenever new data is input to any input port, the logic circuit of the first logic operation unit FLC2 is triggered to perform a calculation. Therefore, the frequency (operation frequency) at which the first logic operation unit FLC2 calculates the "true" or "false" logical result is the lowest of the data arrival frequencies of the two ports Pe2 and Pf2.

[0090] In this embodiment, the output information of the first logic operation is transmitted wirelessly. The first logic operation unit FLC2 is connected to the first wireless communication unit Z12. The logic operation result of the first logic operation unit FLC2 can be used as the output frequency f of the first logic operation unit FLC2, with the operation frequency as the output frequency f. FLC The data is synchronously transmitted to the first wireless communication unit Z12. The first wireless communication unit Z12 continuously receives the logic operation results from the first logic operation unit FLC2 and further continuously transmits them wirelessly to the preset lighting end. See details below. Figure 9 As shown, wireless transmission is performed to five second control units CTL1, CTL2, CTL3, CTL4, and CTL5. However, as a preferred embodiment, a unit output frequency lower than the operation frequency of the first logic operation can also be provided, so that when the output information of the first logic operation changes, the unit output frequency f, which is lower than the operation frequency of the first logic operation, is used. FLC Maintain and send the changed computational output information.

[0091] For example, when the data at ports Pe2 and Pf2 reaches a minimum frequency of 30fps, FLC2 communicates with the first wireless communication unit Z12 at a frequency of 30fps. The first wireless communication unit Z12 then communicates with its corresponding second wireless communication unit at a frequency of 30fps. Even if the data volume of Z12 is very small, communication stuttering will occur when the communication frequency is high. The reasons for this are as follows:

[0092] 1. Network congestion: When the data communication frequency is very high, even if each data packet is small, data transmission requests on the network will accumulate rapidly, causing network congestion. This congestion will delay the transmission of data packets, increase the number of retransmissions, and thus cause communication interruptions. Furthermore, when the data communication frequency is very high, it will cause flickering in the lighting controlled by this system.

[0093] 2. Collisions and Retransmissions: If the CTL4 has four pre-defined second wireless communication units Z2a4, Z2b4, Z2c4, and Z2d4, data collisions may occur when multiple devices attempt to send and receive data simultaneously. The system needs to detect these collisions and rearrange data transmission, which increases communication latency and the number of retransmissions, further affecting communication smoothness.

[0094] 3. Signal interference: When all communication devices operate on the same frequency band, high-frequency data transmission may increase signal interference with these devices, thereby affecting communication quality.

[0095] Therefore, the unit with built-in delay output frequency f is used to output frequency. FLC It can resolve communication lag issues. In practical engineering applications, it has been found that when the unit output frequency f... FLC When the frequency is one order of magnitude lower than the lowest of the two receiving data frequencies, there will be no communication lag. However, for rapid response to energy-saving events and data heartbeat security checks, the frequency cannot be lower than the second level, nor lower than once per second. Therefore, the internal output frequency is set between 1 / 7 of this lowest frequency and 1 fps. That is, when the lowest frequency is 30 fps, f... FLC =5fps.

[0096] Based on the frequency control of this unit, it can quickly respond to lighting events, such as providing safe driving visibility at the first moment. When the first logic unit performs a logical OR operation on two data streams, once the result indicates a lighting requirement, the first logic unit immediately sends out the first data, and then sends out the data in the form of f. FLC The frequency is continuously transmitted to the first wireless communication unit Z12 to send the first data.

[0097] Regarding the delay control of the above-mentioned image energy-saving recognition results, a delay control or alternative recognition unit delay control can be further combined in the first logic operation unit. Specifically, when the recognition output information of each camera received in multiple consecutive sets within a preset time or a preset number of operations is all energy-saving demand information, the energy-saving demand information is output, and the preset time or preset number of recognitions is reset and the process of outputting the energy-saving demand information when the recognition output information of each camera received in multiple consecutive sets within a preset time or a preset number of operations is repeated can obtain an equivalent result.

[0098] The second control unit CTL4 has four preset second wireless communication units Z2a4, Z2b4, Z2c4, and Z2d4, which are used to continuously receive the logic operation results from the first control units AI1, AI2, AI3, and AI4, respectively. Their respective output ports Pg4, Ph4, Pi4, and Pj4 are configured to receive the logic operation results from the first control units AI1, AI2, AI3, and AI4 at the corresponding arrival / resolution frequency fa. in , fbin fc in ,fd in The received logic operation results are simultaneously input into the second logic operation unit SLC4.

[0099] In this embodiment, the second control unit CTL4 configures the second wireless communication unit Z2b4 to communicate wirelessly with the first wireless communication unit Z12, and the second wireless communication unit Z2b4 and the first wireless communication unit Z12 use Zigbee wireless transparent transmission. However, this is not limiting; for example, in other embodiments, communication can also be achieved through different wireless communication technologies such as ANT, Wi-Fi, Bluetooth, LoRa, or Zigbee. Additionally, the second control unit CTL4 configures the second wireless communication units Z2a4, Z2c4, and Z2d4 to communicate wirelessly with the wireless communication units (not shown) of the first control units AI1, AI3, and AI4, respectively.

[0100] Similarly, the second logic operation unit SLC4 continuously receives four data signals from ports Pg4, Ph4, Pi4, and Pj4 and initiates the second logic operation at the lowest receiving frequency. It then continuously outputs switch control signals at the operation frequency. When any data signal is the first data signal, it outputs a light-on control signal to close the energy-saving control switch SW4. When all four data signals are the second data signals, it outputs a light-off control signal to open the energy-saving control switch SW4. In this embodiment, the lighting circuit is controlled by the opening and closing of the energy-saving control switch. However, the lighting circuit power can also be increased or decreased by adjusting the impedance of the energy-saving control switch to brighten or dim the lighting. In this embodiment, the principle of the first and second data signals is the same as shown in the example of the operation of the first type of data and the second type of data in the first logic operation unit. The logic operation can also apply the similar OR operation, which will not be repeated here.

[0101] As one possible implementation, the first logic operation unit and the first wireless communication unit can be integrated into an FPGA chip.

[0102] Multi-camera systems can reliably monitor the real-time situation of an entire road segment over a wider area using visual recognition technology, providing more accurate and comprehensive data support. By processing multi-source video data in parallel, multi-camera systems can quickly respond to various scene changes. Combined with continuous, synchronized high-frequency logic operations, the system can update lighting control decisions in real time, optimizing lighting effects and energy efficiency.

[0103] This addresses the potential response time delays in traditional systems, especially when there are few sensors or limited coverage, where a single sensor's data processing may not be able to quickly adapt to rapidly changing environmental conditions. It also overcomes the problem in traditional systems where a single sensor failure can lead to the failure of the entire system's lighting control, and the difficulty in verifying and self-correcting single data points. Furthermore, the multi-camera configuration improves system redundancy and reliability; even if individual cameras malfunction or are obstructed, other cameras can continue to provide necessary input, ensuring that the overall system operation is not affected by a single point of failure.

[0104] The energy-saving control system provided by this invention offers a scheme for continuously detecting road conditions and responding accordingly. Countermeasures for discontinuous identification are discussed, and delay control is used to overcome erroneous energy-saving signals caused by missed detection. Unlike previous basic detection and control methods, this invention focuses on using multi-sensor technology and logical operations to respond to detected targets or conditions, enhancing system stability and security through error responses or delay logic.

[0105] The time-delay energy-saving control of the energy-saving control system provided by this invention improves the system's robustness to discontinuous identification problems. This design effectively reduces the risk of erroneously shutting off lighting due to transient sensor failures or environmental interference, thereby ensuring that the lighting system can continuously provide sufficient illumination when needed, increasing road safety and the reliability of the lighting system. This gives the invention an advantage in improving the responsiveness and reliability of lighting systems. The error response and time-delay control strategy of this invention is particularly effective for intelligent lighting systems in high-speed tunnels and other applications requiring high reliability and safety.

[0106] The time-delay energy-saving control of this invention solves problems such as network congestion, collisions and retransmissions, and signal interference that may occur in a two-level logic operation design by setting an internal operating frequency. Although the internal frequency is reduced, the design ensures that the system can immediately send a response signal when a lighting demand is detected and continue to transmit data at the adjusted frequency, ensuring timely response. By adjusting the internal operating frequency, the system avoids various network problems caused by high-frequency communication during normal operation, improving the overall stability and reliability of the system.

[0107] Simultaneously refer to Figure 6 To further explain the connection relationship between the first and second control units, Figure 6 The numbers in square brackets represent the distance from the tunnel entrance (in meters).

[0108] The first and second control units are specifically connected as follows: the first control unit corresponding to a collection segment is wirelessly connected to the second control units corresponding to a series of consecutive lighting segments whose lighting covers the minimum number of safe sight distances in the driving direction for each point on the collection segment; the first control units corresponding to all collection segments whose safe sight distance in the driving direction overlaps with the lighting of a lighting segment are wirelessly connected to the second control units corresponding to that lighting segment.

[0109] For example, as mentioned above, the first control unit AI2 is wirelessly connected to the second control units CTL1, CTL2, CTL3, CTL4, and CTL5 via the first wireless communication unit Z12. The second control unit CTL4 is wirelessly connected to the first control units AI1, AI2, AI3, and AI4 via four second wireless communication units Z2a4, Z2b4, Z2c4, and Z2d4. The thick arrow SV in the diagram represents the safe driving distance. Through the above connection method, driving safety can be guaranteed to the minimum extent possible while maintaining the principle of "turning on lights when a car approaches and turning them off when the car leaves."

[0110] Figure 9 This is a simplified diagram illustrating the connection between the first and second control units. The diagram shows the arrangement of all tunnel control units (first control units AI1-AI9 and second control units CTL1-CTL9) in simplified form. As shown, the first and second control units are connected in an overlapping manner. However, the control units are not guaranteed to be evenly distributed. This is because the actual installation location of the control units depends on factors such as power supply location and lighting zone settings. Therefore, the wireless communication connection configuration between the two layers of control units relies on a pre-set safe line-of-sight distance.

[0111] Below, in conjunction with Figures 10A-10D Let's understand this using specific examples 1-4, where the design speed is 80km / h and the safe driving visibility is 127m. Figure 9 The connection settings are based on a safe line-of-sight.

[0112] For simplicity, only one camera is set up for each data collection segment in the diagram. The X-axis start point represents the entrance start point, and the distances marked in the diagram are the distances from that start point. The first control unit and its corresponding camera are considered to be at the same distance from the start point.

[0113] Example 1

[0114] Figure 10A In, with Figure 6 The difference is that the first control unit AI1 is located to the right of the second control unit AI2. Similarly, the camera of the first control unit AI1 faces outward from the hole, while the camera of the second control unit AI2 faces inward from the hole.

[0115] a) Let L be the safe driving sight distance for motor vehicles. 视距 ;

[0116] b) Assume the camera blind zone is 3m, and the field of view distance of the cameras of the other first control units, excluding the camera of the first control unit AI1, is 170m;

[0117] c) The starting coordinate of the field of view of the camera of the first control unit AI1 is X. AI-起 (measured along the direction of travel);

[0118] d) The termination coordinate of the field of view of the camera of the first control unit AI1 is X. AI-终 ;

[0119] e) The visual acquisition unit AI1 acquires the field of view at a distance of L. AI =X AI-终 -X AI-起 ;

[0120] f) The distance L of the field of view of the camera of the first control unit AI1 as the motor vehicle passes through. AI The required safe driving visibility range L within the section ALL yes:

[0121] L ALL =(X AI-起 X AI-终 +L 视距 ) = (-127, 3 + 127)

[0122] 1) The range of the enhanced lighting segment ZM1 controlled by CTL1 is (0, 89), which intersects with the safe driving visibility range (-127, 130);

[0123] 2) The range of the basic lighting segment controlled by CTL2 is (0, 161), which intersects with the safe driving visibility range (-127, 130);

[0124] 3) The range of the enhanced lighting section ZM2 controlled by CTL3 is (89, 257), which intersects with the safe driving visibility range (-127, 130);

[0125] 4) The range of the basic lighting segment controlled by CTL4 is (161, 359), which does not intersect with the safe driving visibility range (-127, 130);

[0126] 5) Therefore, AI1 should control CTL1, CTL2, and CTL3.

[0127] Example 2

[0128] Figure 10BIn the middle, the distance L of the field of view of the camera that the motor vehicle passes through as it travels through the first control unit AI2 is recorded. AI The total safe driving visibility range L required within the section ALL yes:

[0129] L ALL =(X AI-起 X AI-终 +L 视距 ) = (3, 170 + 127)

[0130] 1) The range of the enhanced lighting segment controlled by CTL1 is (0, 89), which intersects with the safe driving visibility range (3, 297);

[0131] 2) The range of the basic lighting segment controlled by CTL2 is (0, 161), which intersects with the safe driving visibility range (3, 297);

[0132] 3) The range of the enhanced lighting segment 2 controlled by CTL3 is (89, 257), which intersects with the safe driving visibility range (3, 297);

[0133] 4) The range of the basic lighting segment controlled by CTL4 is (161, 359), which overlaps with the safe driving visibility range (3, 297);

[0134] 5) The range of the basic lighting segment controlled by CTL5 is (359, 563), which does not intersect with the safe driving visibility range (3, 297);

[0135] 6) Therefore, AI2 should control CTL1, CTL2, CTL3, and CTL4.

[0136] Example 3

[0137] The field of view L of the camera in the first control unit AI3 as the vehicle passes by AI The total safe driving visibility range L required within the section ALL yes:

[0138] L ALL =(X AI-起 X AI-终 +L 视距 ) = (168, 335 + 127)

[0139] 1) The range of the enhanced lighting segment controlled by CTL1 is (0, 89), which does not intersect with the safe driving visibility range (168, 462);

[0140] 2) The range of the basic lighting segment controlled by CTL2 is (0, 161), which does not intersect with the safe driving visibility range (168, 462);

[0141] 3) The range of the enhanced lighting segment 2 controlled by CTL3 is (89, 257), which intersects with the safe driving visibility range (168, 462);

[0142] 4) The range of the basic lighting segment controlled by CTL4 is (161, 359), which overlaps with the safe driving visibility range (168, 462);

[0143] 5) The range of the basic lighting segment controlled by CTL5 is (359, 563), which overlaps with the safe driving visibility range (168, 462);

[0144] 6) The range of the basic lighting segment controlled by CTL6 is (563, 755), which does not overlap with the safe driving visibility range (168, 462);

[0145] 7) Therefore, AI3 should control CTL3, CTL4, and CTL5.

[0146] Example 4

[0147] Figure 10D The diagram shows the connection and control relationship on the tunnel exit side. The camera faces into the tunnel to capture the view, and the field of view L of the camera at the first control unit AI9 is ​​measured as a vehicle travels past it. AI The total safe driving visibility range L required within the section ALL yes

[0148] L ALL =(X AI-起 X AI-终 +L 视距 ) = (1045, 1212 + 127).

[0149] 1) The range of the basic lighting segment controlled by CTL7 is (755, 960), which does not overlap with the safe driving visibility range (1045, 1339);

[0150] 2) The range of the basic lighting segment controlled by CTL8 is (960, 1163), which overlaps with the safe driving visibility range (1045, 1339);

[0151] 3) The range of the basic lighting segment controlled by CTL9 is (1163, 1246), which overlaps with the safe driving visibility range (1045, 1339);

[0152] 4) The range of the enhanced lighting section controlled by CTL9 is (1186, 1246), which overlaps with the safe driving visibility range (1045, 1339);

[0153] 5) Therefore, AI9 should control CTL8 and CTL9.

Claims

1. A method for energy-saving control of lighting in highway tunnels, Its features are, The control method includes: (1) Identify lighting demand based on the collected information of a road segment. When the identification result is lighting demand, output the lighting demand to multiple preset lighting segments at the same time. When the identification result is energy saving demand, output the energy saving demand to the multiple lighting segments at the same time. (2) Receive the demand output of multiple consecutive collection segments in the preset range. When the demand of any collection segment is lighting demand, control a lighting segment to increase the lighting. When all the demands are energy-saving demands, control the lighting segment to decrease the lighting.

2. The method as described in claim 1, wherein, The (1) includes: A minimum number of consecutive lighting sections respond to the identification result of a road segment being collected, so that the illumination of the consecutive lighting sections covers the safe line of sight of every point on the road segment in the direction of travel. The (2) mentioned above includes: All the data collection segments that overlap with the lighting of a certain lighting section in the driving direction at any point are considered as the consecutive data collection segments responding to that lighting section.

3. The method as described in claim 1 or 2, wherein, The (1) includes: Lighting demand is identified from the information collected by multiple sources on a single road segment. When the identification result of the information collected by any source is lighting demand, the lighting demand is simultaneously output to multiple preset lighting segments. When all identification results are energy-saving demand, the energy-saving demand is simultaneously output to the multiple lighting segments.

4. The method of claim 2, wherein, The safe line of sight is 300–310 m.

5. The method of claim 3, wherein, The (1) includes: The system identifies lighting demand based on the collected information from the data source. When the identification result indicates lighting demand, it outputs the first type of data; when the identification result indicates energy saving demand, it outputs the second type of data. Receive identification output data from multiple acquisition sources in a collection section and perform a first logical operation. When any identification output data is first type data, output first type data to multiple preset consecutive lighting sections simultaneously. When all identification output data is second type data, output second type data to the multiple lighting sections simultaneously. The (2) mentioned above includes: The system receives the calculation output data of multiple consecutive preset collection road segments and performs a second logical operation. When any calculation output data is of the first type, it controls a lighting segment to increase the lighting. When all calculation output data is of the second type, it controls the lighting segment to decrease the lighting.

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