A highway tunnel intelligent health monitoring system and method based on multi-source data

Abstract

The application relates to the technical field of tunnel monitoring, and discloses a highway tunnel intelligent health monitoring system and method based on multi-source data, which comprises the following steps: acquiring sunlight intensity data, a solar elevation angle, road surface illumination data and a speed limit of a highway tunnel; determining a maximum value of the sunlight intensity and a maximum value of the solar elevation angle, and judging whether the sunlight intensity corresponding to the maximum value of the solar elevation angle is the maximum value of the sunlight intensity; further determining an illumination depth, and determining a reaction time according to the speed limit, the road surface illumination data and the illumination depth; and determining a safety and health state of the highway tunnel according to the reaction time. The application comprehensively considers multiple factors such as the sunlight intensity, the solar elevation angle and the road surface illumination in the highway tunnel, and comprehensively evaluates the safety and health state of the highway tunnel under different illumination conditions.

Description

Technical Field

[0001] This invention relates to the field of tunnel monitoring technology, and in particular to an intelligent health monitoring system and method for highway tunnels based on multi-source data. Background Technology

[0002] In most cases, tunnel lighting systems use fixed lighting patterns, failing to dynamically adjust to real-time changes in external lighting conditions and the actual lighting needs of different areas within the tunnel. This "one-size-fits-all" approach not only wastes a significant amount of energy but also compromises driving safety within tunnels. When external light intensity changes drastically, such as large fluctuations in sunlight intensity during the day, "black hole effects" and "white hole effects" can easily occur at tunnel entrances and exits. Drivers, entering and exiting tunnels, are prone to visual impairment due to the difficulty in quickly adapting to sudden changes in light intensity, leading to misjudgments and significantly increasing the probability of traffic accidents.

[0003] Existing tunnel illumination monitoring methods mostly only monitor the average illuminance inside the tunnel, neglecting the impact of key factors such as solar altitude angle and changes in solar illuminance at different times on tunnel illumination depth. This makes it difficult to accurately assess drivers' reaction time under different lighting conditions, and consequently hinders the scientific and comprehensive monitoring and evaluation of the safety and health status of highway tunnels. With the increasing volume of highway traffic, the requirements for ensuring the safe operation of highway tunnels are becoming increasingly stringent. There is an urgent need for a more intelligent and precise intelligent health monitoring method for highway tunnels to cope with complex and changing lighting environments and improve the safety and operational efficiency of highway tunnels. Summary of the Invention

[0004] The purpose of this invention is to provide an intelligent health monitoring system and method for highway tunnels based on multi-source data, in order to solve the above-mentioned problems.

[0005] This invention provides a method for intelligent health monitoring of highway tunnels based on multi-source data, comprising:

[0006] Acquire solar illuminance data and solar altitude angle in the highway tunnel area, as well as road surface illuminance data and speed limits inside the highway tunnel;

[0007] The solar illuminance data and solar altitude angle are filtered to obtain the maximum solar illuminance and the maximum solar altitude angle. It is then determined whether the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance.

[0008] If the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance, then the time period corresponding to the maximum solar illuminance is determined, and the first illumination depth of the highway tunnel is detected according to the time period corresponding to the maximum solar illuminance. The first reaction time is determined according to the speed limit, road surface illuminance data and the first illumination depth.

[0009] If the solar illuminance corresponding to the maximum solar altitude angle is not the maximum solar illuminance, then the second illuminance depth corresponding to the maximum solar altitude angle and the third illuminance depth of the highway tunnel in the time period corresponding to the maximum solar illuminance are determined, and the second reaction time is determined based on the speed limit, road surface illuminance data, second illuminance depth and third illuminance depth.

[0010] The safety and health status of the highway tunnel is determined based on the first reaction time and the second reaction time.

[0011] Preferably, the solar illuminance data and solar altitude angle are filtered to obtain the maximum solar illuminance and the maximum solar altitude angle, including:

[0012] The solar irradiance data are sorted in descending order, and the solar irradiance corresponding to the first position is determined as the maximum solar irradiance.

[0013] The solar altitude angles are sorted in descending order, and the solar altitude angle corresponding to the first position is determined as the maximum solar altitude angle.

[0014] Preferably, if the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance, then the time period corresponding to the maximum solar illuminance is determined, and the first illumination depth of the highway tunnel is detected based on the time period corresponding to the maximum solar illuminance, including:

[0015] If the maximum solar altitude angle corresponds to the maximum solar illuminance, then the time period corresponding to the maximum solar illuminance is determined, and the brightness detection data of the brightness sensor installed on the road tunnel surface during the time period corresponding to the maximum solar illuminance is obtained.

[0016] The rate of change of the brightness detection data of each brightness sensor and its adjacent brightness sensors is determined based on the brightness detection data.

[0017] If the rate of change is the maximum value, then the corresponding brightness sensor is determined to be a shadow boundary sensor, the installation position of the shadow boundary sensor is determined, and the distance between the installation position and the entrance of the highway tunnel is set as the first illumination depth.

[0018] The brightness sensors are installed sequentially along the depth of the highway tunnel.

[0019] Preferably, determining the first reaction time based on the speed limit, road surface illuminance data, and first illuminance depth includes:

[0020] When the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance, a first illuminance difference between the maximum solar illuminance and the road surface illuminance data is determined.

[0021] The initial first reaction time is determined based on the restricted speed and the first illumination depth;

[0022] The initial first reaction time is corrected based on the first illuminance difference to obtain the first reaction time;

[0023] Wherein, the initial first reaction time = first illumination depth ÷ limited speed.

[0024] Preferably, the initial first reaction time is corrected based on the first illuminance difference to obtain the first reaction time, including:

[0025] The first preset illuminance difference, the second preset illuminance difference, and the third preset illuminance difference are preset.

[0026] The initial first reaction time is corrected based on the relationship between the first illuminance difference and the first preset illuminance difference, the second preset illuminance difference, and the third preset illuminance difference to obtain the first reaction time.

[0027] If the first illuminance difference is less than the first preset illuminance difference, then the initial first reaction time is not corrected, and the first reaction time is obtained as the initial first reaction time.

[0028] If the first illuminance difference is greater than or equal to the first preset illuminance difference, and the first illuminance difference is less than the second preset illuminance difference, then the first correction coefficient is selected to correct the initial first reaction time, and the first reaction time is the product of the initial first reaction time and the first correction coefficient.

[0029] If the first illuminance difference is greater than or equal to the second preset illuminance difference, and the first illuminance difference is less than the third preset illuminance difference, then the second correction coefficient is selected to correct the initial first reaction time, and the first reaction time is the product of the initial first reaction time and the second correction coefficient.

[0030] If the first illuminance difference is greater than or equal to the third preset illuminance difference, then the third correction coefficient is selected to correct the initial first reaction time, and the first reaction time is the product of the initial first reaction time and the third correction coefficient; wherein, 1 < first correction coefficient < second correction coefficient < third correction coefficient < 2.

[0031] Preferably, determining the second reaction time based on the speed limit, road surface illuminance data, second illuminance depth, and third illuminance depth includes:

[0032] The first alternative second reaction time is determined based on the speed limit, road surface illuminance data, and second illuminance depth.

[0033] The second alternative second reaction time is determined based on the speed limit, road surface illuminance data, and third illuminance depth.

[0034] The first alternative second reaction time is compared with the second alternative second reaction time. If the first alternative second reaction time is longer than the second alternative second reaction time, then the second reaction time is set as the first alternative second reaction time.

[0035] Otherwise, the second reaction time is set as the second alternative second reaction time.

[0036] Preferably, determining the first alternative second reaction time based on the speed limit, road surface illuminance data, and second illuminance depth includes:

[0037] Obtain the solar illuminance corresponding to the maximum solar altitude angle, and determine the first alternative illuminance difference between the solar illuminance corresponding to the maximum solar altitude angle and the road surface illuminance data.

[0038] The initial first alternative second reaction time is determined based on the restricted speed and the second illumination depth;

[0039] The initial first alternative second reaction time is corrected based on the first alternative illuminance difference to obtain the first alternative second reaction time.

[0040] Preferably, determining the second alternative second reaction time based on the speed limit, road surface illuminance data, and third illuminance depth includes:

[0041] When the solar illuminance corresponding to the maximum solar altitude angle is not the maximum solar illuminance, a second alternative illuminance difference between the maximum solar illuminance and the road surface illuminance data is determined.

[0042] The initial second alternative second reaction time is determined based on the aforementioned speed limit and the third illumination depth;

[0043] The initial second alternative second reaction time is corrected based on the second alternative illuminance difference to obtain the second alternative second reaction time.

[0044] Preferably, determining the safety and health status of the highway tunnel based on the first reaction time and the second reaction time includes:

[0045] A reaction time threshold is preset, and both the first reaction time and the second reaction time are compared with the reaction time threshold.

[0046] If both the first reaction time and the second reaction time are less than the reaction time threshold, then the highway tunnel is determined to be in a safe state.

[0047] Otherwise, the highway tunnel is determined to be in a dangerous state.

[0048] This invention also discloses a highway tunnel intelligent health monitoring system based on multi-source data, used to apply the above-mentioned highway tunnel intelligent health monitoring method based on multi-source data, comprising:

[0049] The data acquisition module is configured to acquire solar illuminance data and solar altitude angle in the highway tunnel area, as well as road surface illuminance data and speed limits inside the highway tunnel.

[0050] The judgment module is configured to filter the solar illuminance data and solar altitude angle to obtain the maximum solar illuminance and the maximum solar altitude angle, and to determine whether the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance.

[0051] The first determining module is configured to determine the time period corresponding to the maximum solar irradiance if the maximum solar altitude angle corresponds to the maximum solar irradiance, and detect the first illumination depth of the highway tunnel according to the time period corresponding to the maximum solar irradiance, and determine the first reaction time according to the speed limit, road surface irradiance data and the first illumination depth.

[0052] The second determining module is configured to determine the second illumination depth corresponding to the maximum solar altitude angle and the third illumination depth of the highway tunnel in the time period corresponding to the maximum solar illumination depth if the solar illumination depth corresponding to the maximum solar altitude angle is not the maximum solar illumination depth. The second reaction time is determined based on the speed limit, road surface illumination data, second illumination depth and third illumination depth.

[0053] The health monitoring module is configured to determine the safety and health monitoring status of the highway tunnel based on the first reaction time and the second reaction time.

[0054] Compared with existing technologies, the advantages of this invention lie in its ability to more comprehensively and accurately determine the safety and health status of highway tunnels by comprehensively considering multiple factors such as solar illuminance data, solar altitude angle, road surface illuminance data, and speed limits. Compared to traditional monitoring methods based on only a single factor or a simple combination, the method of this invention can deeply analyze the actual driving environment inside tunnels under different lighting conditions, providing a more reliable basis for tunnel safety management, reducing the risk of traffic accidents caused by lighting factors, and ensuring the safety and smoothness of vehicle traffic inside tunnels. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0056] Figure 1 This is a flowchart illustrating an intelligent health monitoring method for highway tunnels based on multi-source data according to the present invention.

[0057] Figure 2 This is a functional block diagram of an intelligent health monitoring system for highway tunnels based on multi-source data, according to the present invention. Detailed Implementation

[0058] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0059] like Figure 1 As shown, this invention provides a method for intelligent health monitoring of highway tunnels based on multi-source data, comprising:

[0060] Acquire solar illuminance data and solar altitude angle for the highway tunnel area, as well as road surface illuminance data and speed limits inside the highway tunnel.

[0061] The solar illuminance data and solar altitude angle are filtered to obtain the maximum solar illuminance and the maximum solar altitude angle. It is then determined whether the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance.

[0062] If the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance, then the time period corresponding to the maximum solar illuminance is determined, and the first illumination depth of the highway tunnel is detected based on the time period corresponding to the maximum solar illuminance. The first reaction time is determined based on the speed limit, road surface illuminance data, and the first illumination depth.

[0063] If the solar illuminance corresponding to the maximum solar altitude angle is not the maximum solar illuminance, then the second illumination depth corresponding to the maximum solar altitude angle and the third illumination depth of the highway tunnel corresponding to the time period when the maximum solar illuminance is determined, and the second reaction time is determined based on the speed limit, road surface illuminance data, second illumination depth and third illumination depth.

[0064] The safety and health status of the highway tunnel is determined based on the first reaction time and the second reaction time.

[0065] This invention comprehensively considers multiple factors, including solar illuminance, solar altitude angle, and road surface illuminance within highway tunnels, to fully assess the safety and health status of highway tunnels under different lighting conditions. By accurately calculating reaction time, it provides tunnel managers with a scientific basis for decision-making, helping to promptly identify and resolve potential safety hazards and improve the traffic safety and maintenance efficiency of highway tunnels. Furthermore, this method incorporates speed limits for highway tunnels, making the assessment results more closely reflect actual conditions and possessing higher practicality and accuracy.

[0066] In some embodiments of this application, filtering the solar illuminance data and solar altitude angle to obtain the maximum solar illuminance value and the maximum solar altitude angle includes: sorting the solar illuminance data in descending order to determine the solar illuminance value corresponding to the first position as the maximum solar illuminance value; and sorting the solar altitude angles in descending order to determine the solar altitude angle corresponding to the first position as the maximum solar altitude angle.

[0067] In some embodiments of this application, if the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance, then the time period corresponding to the maximum solar illuminance is determined, and the first illumination depth of the highway tunnel is detected based on the time period corresponding to the maximum solar illuminance. This includes: if the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance, then the time period corresponding to the maximum solar illuminance is determined, and the brightness detection data of the brightness sensors installed on the highway tunnel surface during the time period corresponding to the maximum solar illuminance is obtained; the rate of change of the brightness detection data of each brightness sensor and the adjacent brightness sensors is determined based on the brightness detection data; if the rate of change is the maximum value, then the corresponding brightness sensor is determined to be a shadow boundary sensor, and the installation position of the shadow boundary sensor is determined, and the distance between the installation position and the highway tunnel entrance is set as the first illumination depth; wherein, the brightness sensors are installed sequentially along the depth of the highway tunnel.

[0068] In this embodiment, the illumination depth is the distance between the boundary line between the shadow and the illuminated area and the entrance of the highway tunnel when the sun shines on the tunnel entrance.

[0069] In this embodiment, the present invention can accurately identify changes in lighting conditions within highway tunnels, particularly capturing abrupt changes in light intensity near the tunnel entrance, i.e., shadow boundaries. This not only improves the accuracy of light depth detection but also provides more reliable data support for subsequent safety and health status assessments. Furthermore, by sequentially installing brightness sensors along the depth of the highway tunnel, continuous monitoring of lighting conditions within the tunnel can be achieved, avoiding biased assessment results due to insufficient monitoring points.

[0070] In some embodiments of this application, determining the first reaction time based on the speed limit, road surface illuminance data, and first illuminance depth includes: when the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance, determining a first illuminance difference between the maximum solar illuminance and the road surface illuminance data; determining an initial first reaction time based on the speed limit and the first illuminance depth; and correcting the initial first reaction time based on the first illuminance difference to obtain a first reaction time; wherein, the initial first reaction time = first illuminance depth ÷ speed limit.

[0071] Understandably, by taking into account the difference between solar illuminance and road surface illuminance, the initial first reaction time can be finely adjusted, making the final determined first reaction time closer to the actual situation and improving the accuracy and practicality of the safety and health status assessment.

[0072] In some embodiments of this application, the initial first reaction time is corrected based on the first illuminance difference to obtain a first reaction time, including: presetting a first preset illuminance difference, a second preset illuminance difference, and a third preset illuminance difference; correcting the initial first reaction time based on the relationship between the first illuminance difference and the first preset illuminance difference, the second preset illuminance difference, and the third preset illuminance difference to obtain a first reaction time; if the first illuminance difference is less than the first preset illuminance difference, the initial first reaction time is not corrected, and the obtained first reaction time is the initial first reaction time; if the first illuminance difference is greater than or equal to the first preset illuminance difference, and the first illuminance difference is less than the second preset illuminance difference... If the initial first reaction time is less than the third preset illuminance difference, then a first correction coefficient is selected to correct the initial first reaction time, resulting in a first reaction time that is the product of the initial first reaction time and the first correction coefficient. If the first illuminance difference is greater than or equal to the second preset illuminance difference, and the first illuminance difference is less than the third preset illuminance difference, then a second correction coefficient is selected to correct the initial first reaction time, resulting in a first reaction time that is the product of the initial first reaction time and the second correction coefficient. If the first illuminance difference is greater than or equal to the third preset illuminance difference, then a third correction coefficient is selected to correct the initial first reaction time, resulting in a first reaction time that is the product of the initial first reaction time and the third correction coefficient. Wherein, 1 < first correction coefficient < second correction coefficient < third correction coefficient < 2.

[0073] In this embodiment, the larger the first illuminance difference, that is, the larger the difference in illuminance inside and outside the tunnel, the greater the impact of the change in illuminance on the user's vision; conversely, the smaller the first illuminance difference, that is, the smaller the difference in illuminance inside and outside the tunnel, the smaller the impact of the change in illuminance on the user's vision.

[0074] Understandably, by setting different preset illuminance differences and corresponding correction coefficients, this invention provides a flexible and precise reaction time correction mechanism. This mechanism can adjust the initial first reaction time to varying degrees based on different illuminance differences, thereby ensuring that the final determined first reaction time is both realistic and highly accurate. This not only further enhances the intelligence level of the highway tunnel intelligent health monitoring system but also provides tunnel managers with more accurate and reliable safety decision-making basis.

[0075] In some embodiments of this application, determining the second reaction time based on the speed limit, road surface illuminance data, second illumination depth, and third illumination depth includes: determining a first alternative second reaction time based on the speed limit, road surface illuminance data, and second illumination depth; determining a second alternative second reaction time based on the speed limit, road surface illuminance data, and third illumination depth; comparing the first alternative second reaction time with the second alternative second reaction time; if the first alternative second reaction time is greater than the second alternative second reaction time, then setting the second reaction time as the first alternative second reaction time; otherwise, setting the second reaction time as the second alternative second reaction time.

[0076] In this embodiment, the second illumination depth and the third illumination depth are the illumination depths corresponding to the maximum solar altitude angle and the maximum solar illuminance, respectively. Since the difference between the solar illuminance and the road surface illuminance data corresponding to the two is different, they need to be calculated separately, and the larger value is determined as the second reaction time.

[0077] Understandably, by comprehensively considering the impact of the second and third illumination depths on reaction time, this invention can flexibly adjust the calculation method of reaction time according to the tunnel depth under different illumination conditions, thereby ensuring the accuracy and practicality of the evaluation results. In specific implementation, the system calculates two alternative second reaction times based on the speed limit, road surface illuminance data, and the specific values ​​of the second and third illumination depths. Then, by comparing these two alternative times, the larger one is selected as the final second reaction time.

[0078] In some embodiments of this application, determining a first alternative second reaction time based on the speed limit, road surface illuminance data, and second illuminance depth includes: obtaining the solar illuminance corresponding to the maximum solar altitude angle; determining a first alternative illuminance difference between the solar illuminance corresponding to the maximum solar altitude angle and the road surface illuminance data; determining an initial first alternative second reaction time based on the speed limit and second illuminance depth; and correcting the initial first alternative second reaction time based on the first alternative illuminance difference to obtain a first alternative second reaction time.

[0079] In this embodiment, the method for calculating and determining the first alternative second reaction time is the same as the method for determining the first reaction time described above.

[0080] In some embodiments of this application, determining a second alternative second reaction time based on the speed limit, road surface illuminance data, and third illuminance depth includes: when the solar illuminance corresponding to the maximum solar altitude angle is not the maximum solar illuminance, determining a second alternative illuminance difference between the maximum solar illuminance and the road surface illuminance data; determining an initial second alternative second reaction time based on the speed limit and third illuminance depth; and correcting the initial second alternative second reaction time based on the second alternative illuminance difference to obtain a second alternative second reaction time.

[0081] In this embodiment, the method for calculating and determining the second alternative second reaction time is the same as the method for determining the first reaction time described above.

[0082] In some embodiments of this application, determining the safety and health status of a highway tunnel based on the first reaction time and the second reaction time includes: pre-setting a reaction time threshold, comparing both the first reaction time and the second reaction time with the reaction time threshold; if both the first reaction time and the second reaction time are less than the reaction time threshold, then determining that the highway tunnel is in a safe state; otherwise, determining that the highway tunnel is in a dangerous state.

[0083] Understandably, by setting clear reaction time thresholds, the safety status of highway tunnels under current lighting conditions can be quickly assessed, providing timely decision support for tunnel managers. In practice, the specific values ​​of the first and second reaction times are first obtained and compared with preset reaction time thresholds. If both reaction times are less than the threshold, it indicates that the tunnel has a high level of safety under current lighting conditions and can maintain normal operation. Conversely, if either reaction time is greater than or equal to the threshold, an alarm will be immediately issued, alerting tunnel managers that the tunnel may be in a dangerous state and appropriate safety measures need to be taken.

[0084] like Figure 2 As shown, the present invention also discloses a highway tunnel intelligent health monitoring system based on multi-source data, used to apply the above-mentioned highway tunnel intelligent health monitoring method based on multi-source data, including:

[0085] The data acquisition module is configured to acquire solar illuminance data and solar altitude angle in the highway tunnel area, as well as road surface illuminance data and speed limits inside the highway tunnel.

[0086] The judgment module is configured to filter the solar illuminance data and solar altitude angle to obtain the maximum solar illuminance and the maximum solar altitude angle, and to determine whether the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance.

[0087] The first determining module is configured to determine the time period corresponding to the maximum solar illuminance if the maximum solar altitude angle corresponds to the maximum solar illuminance, and detect the first illumination depth of the highway tunnel based on the time period corresponding to the maximum solar illuminance, and determine the first reaction time based on the speed limit, road surface illuminance data and the first illumination depth.

[0088] The second determining module is configured to determine the second illumination depth corresponding to the maximum solar altitude angle and the third illumination depth of the highway tunnel during the time period corresponding to the maximum solar illumination depth if the solar illumination depth corresponding to the maximum solar altitude angle is not the maximum solar illumination depth. The second reaction time is determined based on the speed limit, road surface illumination data, second illumination depth and third illumination depth.

[0089] The health monitoring module is configured to determine the safety and health monitoring status of the highway tunnel based on the first reaction time and the second reaction time.

[0090] This invention comprehensively considers data on solar illuminance, solar altitude angle, and road surface illuminance within highway tunnels, combined with speed limits, to accurately calculate the reaction time of vehicles entering highway tunnels, thereby accurately assessing the safety and health monitoring status of highway tunnels. This system not only improves the safety performance of highway tunnels but also provides strong support for their safe operation.

[0091] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program goods. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program goods embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0092] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program goods according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0093] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0094] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention. Any modifications or equivalent substitutions that do not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A method for intelligent health monitoring of highway tunnels based on multi-source data, characterized in that, include: Acquire solar illuminance data and solar altitude angle in the highway tunnel area, as well as road surface illuminance data and speed limits inside the highway tunnel; The solar illuminance data and solar altitude angle are filtered to obtain the maximum solar illuminance and the maximum solar altitude angle. It is then determined whether the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance. If the maximum solar altitude angle corresponds to the maximum solar illuminance, then the time period corresponding to the maximum solar illuminance is determined, and the first illumination depth of the highway tunnel is detected based on the time period corresponding to the maximum solar illuminance. This includes: if the maximum solar altitude angle corresponds to the maximum solar illuminance, then the time period corresponding to the maximum solar illuminance is determined, and the brightness detection data of the brightness sensors installed on the highway tunnel surface during the time period corresponding to the maximum solar illuminance is obtained; the rate of change of the brightness detection data of each brightness sensor and its adjacent brightness sensors is determined based on the brightness detection data; if the rate of change is the maximum value, then the corresponding brightness sensor is determined to be a shadow boundary sensor, and the installation position of the shadow boundary sensor is determined, and the distance between the installation position and the highway tunnel entrance is set as the first illumination depth; wherein, the brightness sensors are installed sequentially along the depth of the highway tunnel; The first reaction time is determined based on the speed limit, road surface illuminance data, and first illuminance depth. If the solar illuminance corresponding to the maximum solar altitude angle is not the maximum solar illuminance, then the second illuminance depth corresponding to the maximum solar altitude angle and the third illuminance depth of the highway tunnel in the time period corresponding to the maximum solar illuminance are determined, and the second reaction time is determined based on the speed limit, road surface illuminance data, second illuminance depth and third illuminance depth. The safety and health status of the highway tunnel is determined based on the first reaction time and the second reaction time.

2. The intelligent health monitoring method for highway tunnels based on multi-source data according to claim 1, characterized in that, The solar illuminance data and solar altitude angle are filtered to obtain the maximum solar illuminance and the maximum solar altitude angle, including: The solar irradiance data are sorted in descending order, and the solar irradiance corresponding to the first position is determined as the maximum solar irradiance. The solar altitude angles are sorted in descending order, and the solar altitude angle corresponding to the first position is determined as the maximum solar altitude angle.

3. The intelligent health monitoring method for highway tunnels based on multi-source data according to claim 1, characterized in that, Determining the first reaction time based on the speed limit, road surface illuminance data, and first illuminance depth includes: When the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance, a first illuminance difference between the maximum solar illuminance and the road surface illuminance data is determined. The initial first reaction time is determined based on the restricted speed and the first illumination depth; The initial first reaction time is corrected based on the first illuminance difference to obtain the first reaction time; Wherein, the initial first reaction time = first illumination depth ÷ limited speed.

4. The intelligent health monitoring method for highway tunnels based on multi-source data according to claim 3, characterized in that, The initial first reaction time is corrected based on the first illuminance difference to obtain the first reaction time, including: The first preset illuminance difference, the second preset illuminance difference, and the third preset illuminance difference are preset. The initial first reaction time is corrected based on the relationship between the first illuminance difference and the first preset illuminance difference, the second preset illuminance difference, and the third preset illuminance difference to obtain the first reaction time. If the first illuminance difference is less than the first preset illuminance difference, then the initial first reaction time is not corrected, and the first reaction time is obtained as the initial first reaction time. If the first illuminance difference is greater than or equal to the first preset illuminance difference, and the first illuminance difference is less than the second preset illuminance difference, then the first correction coefficient is selected to correct the initial first reaction time, and the first reaction time is the product of the initial first reaction time and the first correction coefficient. If the first illuminance difference is greater than or equal to the second preset illuminance difference, and the first illuminance difference is less than the third preset illuminance difference, then the second correction coefficient is selected to correct the initial first reaction time, and the first reaction time is the product of the initial first reaction time and the second correction coefficient. If the first illuminance difference is greater than or equal to the third preset illuminance difference, then the third correction coefficient is selected to correct the initial first reaction time, and the first reaction time is the product of the initial first reaction time and the third correction coefficient; wherein, 1 < first correction coefficient < second correction coefficient < third correction coefficient < 2.

5. The intelligent health monitoring method for highway tunnels based on multi-source data according to claim 1, characterized in that, The second reaction time is determined based on the speed limit, road surface illuminance data, second illuminance depth, and third illuminance depth, including: The first alternative second reaction time is determined based on the speed limit, road surface illuminance data, and second illuminance depth. The second alternative second reaction time is determined based on the speed limit, road surface illuminance data, and third illuminance depth. The first alternative second reaction time is compared with the second alternative second reaction time. If the first alternative second reaction time is longer than the second alternative second reaction time, then the second reaction time is set as the first alternative second reaction time. Otherwise, the second reaction time is set as the second alternative second reaction time.

6. The intelligent health monitoring method for highway tunnels based on multi-source data according to claim 5, characterized in that, The first alternative second reaction time is determined based on the speed limit, road surface illuminance data, and second illuminance depth, including: Obtain the solar illuminance corresponding to the maximum solar altitude angle, and determine the first alternative illuminance difference between the solar illuminance corresponding to the maximum solar altitude angle and the road surface illuminance data. The initial first alternative second reaction time is determined based on the restricted speed and the second illumination depth; The initial first alternative second reaction time is corrected based on the first alternative illuminance difference to obtain the first alternative second reaction time.

7. The intelligent health monitoring method for highway tunnels based on multi-source data according to claim 6, characterized in that, The second alternative second reaction time is determined based on the aforementioned speed limit, road surface illuminance data, and third illuminance depth, including: When the solar illuminance corresponding to the maximum solar altitude angle is not the maximum solar illuminance, a second alternative illuminance difference between the maximum solar illuminance and the road surface illuminance data is determined. The initial second alternative second reaction time is determined based on the aforementioned speed limit and the third illumination depth; The initial second alternative second reaction time is corrected based on the second alternative illuminance difference to obtain the second alternative second reaction time.

8. The intelligent health monitoring method for highway tunnels based on multi-source data according to claim 1, characterized in that, Determining the safety and health status of a highway tunnel based on the first reaction time and the second reaction time includes: A reaction time threshold is preset, and both the first reaction time and the second reaction time are compared with the reaction time threshold. If both the first reaction time and the second reaction time are less than the reaction time threshold, then the highway tunnel is determined to be in a safe state. Otherwise, the highway tunnel is determined to be in a dangerous state.

9. A highway tunnel intelligent health monitoring system based on multi-source data, used to apply the highway tunnel intelligent health monitoring method based on multi-source data as described in any one of claims 1-8, characterized in that, include: The data acquisition module is configured to acquire solar illuminance data and solar altitude angle in the highway tunnel area, as well as road surface illuminance data and speed limits inside the highway tunnel. The judgment module is configured to filter the solar illuminance data and solar altitude angle to obtain the maximum solar illuminance and the maximum solar altitude angle, and to determine whether the solar illuminance corresponding to the maximum solar altitude angle is the maximum solar illuminance. The first determining module is configured to determine the time period corresponding to the maximum solar irradiance if the maximum solar altitude angle corresponds to the maximum solar irradiance, and detect the first illumination depth of the highway tunnel according to the time period corresponding to the maximum solar irradiance, and determine the first reaction time according to the speed limit, road surface irradiance data and the first illumination depth. The second determining module is configured to determine the second illumination depth corresponding to the maximum solar altitude angle and the third illumination depth of the highway tunnel in the time period corresponding to the maximum solar illumination depth if the solar illumination depth corresponding to the maximum solar altitude angle is not the maximum solar illumination depth. The second reaction time is determined based on the speed limit, road surface illumination data, second illumination depth and third illumination depth. The health monitoring module is configured to determine the safety and health monitoring status of the highway tunnel based on the first reaction time and the second reaction time.

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