Method for constructing tunnel sunshade based on tunnel entrance dimming model

Abstract

The invention relates to the field of tunnel dimming, in particular to a method for constructing a tunnel sunshade based on a tunnel entrance dimming model, and the method comprises the steps: collecting the illumination test data of a plurality of target tunnels; based on the illumination test data and the SCANeR driving system, human eye recognition response time testing is carried out on the multiple target testers; obtaining an incidence relation between the response time of the corresponding test vehicle speed and the maximum illumination of the environment; obtaining a relational expression between the initial illumination value and the illumination difference; constructing a dimming model; based on the dimming model, calculation of the safety illumination difference under the initial illumination, calculation of the light transmittance of each section of the sunshade and calculation of the design length of each section of the sunshade are completed in sequence. The method is based on five types of regions divided according to solar radiation amount nationwide, the system collects typical illumination characteristic data, the method is suitable for tunnel entrance dimming model design nationwide, and key safety threshold and range reference can be provided for engineering design of tunnel entrance sunshade and other active dimming facilities.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of tunnel light adjustment, in particular to a method for constructing a tunnel sunshade based on a tunnel entrance light adjustment model. BACKGROUND

[0002] With the development of China's economy, the demand for transportation gradually increases, and the tunnel transportation volume gradually increases. With the change of traffic volume and adverse weather and other environmental factors, especially the increasing influence of adverse environments such as ice, snow, rain, fog, and abnormal brightness on the domestic road network, the black and white hole effect generated when entering the tunnel entrance has a great impact on driving safety.

[0003] When the ordinary road driving environment enters the special driving environment of the tunnel, the visual environment will have a great impact on the driver's vision. Especially in sunny daylight, when driving from the natural light environment of the highway into the artificial light environment of the tunnel entrance, there will be different light environment differences. When the difference is serious, it will cause the driver to have visual lag, causing a short-term obstacle to visual function, and seriously endangering the driving safety of the driver. As early as the 1960s, the black hole phenomenon at the tunnel entrance was proposed to be harmful and serious to driving safety, and the improvement of the light environment at the tunnel entrance became an important research direction. In addition, through a large number of dynamic driving experiments, the "maximum pupil area transient speed value" (MTPA) was proposed as the visual load evaluation index, and finally the improvement range of the illumination transition area in different visual environments under different speed limit conditions was obtained. A series of measures to reduce the influence of "black hole" or "white hole" effect at the entrance and exit of the tunnel were proposed. The large illumination difference inside and outside the tunnel entrance is the main reason for causing the "black hole effect" and affecting the driving safety of the driver at the tunnel entrance. The existing research lacks more in-depth practical consideration of the direction, distance, light reduction building, and different positions of the tunnel entrance. SUMMARY

[0004] Therefore, the present application provides a method for constructing a tunnel sunshade based on a tunnel entrance light adjustment model to improve the accuracy of the light adjustment model and broaden the application range.

[0005] To achieve the above purpose, the present application provides a method for constructing a tunnel sunshade based on a tunnel entrance light adjustment model, comprising: Step S1, in response to a preset illumination condition, collecting illumination test data of a plurality of target tunnels, for a single target tunnel, the measurement points at least include normal ambient illumination, entrance outside illumination, entrance illumination average, tunnel driving illumination, exit illumination average, and exit outside illumination; Step S2, based on the illumination test data and the SCANeR driving system, the human eye recognition reaction time test is performed on a plurality of target testers to obtain the black hole effect test data and the white hole effect test data under the maximum illumination-reaction time at a plurality of test vehicle speeds; the test vehicle speeds include 60km / h, 80km / h and 100km / h; Step S3, after the non-linear curve fitting analysis is performed on the black hole effect test data and the white hole effect test data respectively, the reaction time and the environmental maximum illumination correlation formula corresponding to the test vehicle speed is obtained: , In the formula, T is the driver reaction time; x0 is the maximum illumination; y0, a1, a2, t1 and t2 are different constants under different conditions; Step S4, the safety illumination gradient test of the preset illumination interval is performed to obtain the illumination gradient fitting curve satisfying the safety reaction time, and the relationship formula between the initial illumination value and the illumination difference is obtained: , In the formula, y is the illumination difference, x is the initial illumination value, y3, a3 and t3 are different constants; Step S5, the dimming model is constructed according to the following formula: , In the formula, y is the illumination difference; x is the initial illumination value; Step S6, based on the dimming model, the safety illumination difference calculation under the initial illumination, the light transmittance calculation of each section of the sunshade and the design length calculation of each section of the sunshade are sequentially completed.

[0006] Further, in the step S2, the human eye recognition reaction time test includes: Step S201, the target contrast is set to 0.15; Step S202, the led lamp is arranged above the front side of the driving position of the driving simulation device SCANeR system, and the maximum illumination value of the led lamp is 120000lx; Step S203, the tunnel outside illumination of the led lamp is set to 120000lx, the tunnel inside illumination is set to 2000lx to 600lx, and the driver safety reaction time is set to 1.2s to 1.5s; Step S204, the tester is selected to perform the driving simulation test to complete the human eye recognition reaction time test, wherein the tester with the human eye recognition reaction time less than 100ms is retested, and the test data with the human eye recognition reaction time greater than 4000ms is discarded.

[0007] Further, in the step S6, In response to the safety illuminance difference being greater than 2500lx, the illuminance difference is recorded and substituted into the dimming model to obtain the safety illuminance difference again; In response to the safety illuminance difference being less than or equal to 2500lx, the illuminance difference is recorded and the light transmittance of the corresponding section of the sunshade shed is calculated.

[0008] Further, in the step S6, the light transmittance of each section of the sunshade shed is calculated according to the following formula: τ1=R / K, wherein τ1 is the light transmittance of the first section of the sunshade shed, R is the target reduction rate, and K is the geometric effective light transmittance coefficient of the first section of the sunshade shed; τ2=I2 / (I 2,in ×K2), wherein τ2 is the light transmittance of the second section of the sunshade shed, I2 is the reduced illuminance of the second section of the sunshade shed; I 2,in is the incident light intensity of the second section of the sunshade shed; and K2 is the geometric effective light transmittance coefficient of the second section of the sunshade shed; τn= I n / (I n,in ×K n ), wherein τn is the light transmittance of the nth section of the sunshade shed, I n is the reduced illuminance of the nth section of the sunshade shed; I n,in is the incident light intensity of the nth section of the sunshade shed; and K n is the geometric effective light transmittance coefficient of the nth section of the sunshade shed; wherein for a single sunshade shed, K=K2=K n .

[0009] Further, the calculation of the design length of each section of the sunshade shed is according to the following formula: L n ={ }×V, wherein L n is the design length of the nth section of the sunshade shed, R n is the target reduction rate of the nth section of the sunshade shed, R 1 is the target reduction rate of the first section of the sunshade shed, and V is the most unfavorable limiting speed of the highway tunnel, V=100km / h.

[0010] Further, it further comprises: Step S7: Obtain the light illumination parameters of a preset range of regions nationwide, and divide the preset range of regions into one type of region to five types of regions according to the total annual solar radiation and the summer clear noon illuminance; Step S8: Based on the dimming model, sequentially complete the design reference data of one type of region to five types of regions; the design reference data includes the light transmittance of each section of the sunshade shed and the design length of each section of the sunshade shed.

[0011] Compared with the prior art, the beneficial effects of the present application are that the present application is based on five types of regions divided by solar radiation nationwide, and a set of design reference scheme of the tunnel entrance light adjustment model suitable for the nationwide range is proposed based on the system collection of typical illumination characteristic data. On the basis of combining the existing research, the range of the indoor light adjustment model is expanded, and the high-precision SCANeR vehicle control driving simulation equipment is combined, so as to obtain the different reaction times of the driver encountering the 'black hole effect' and 'white hole effect' under different external environmental illumination levels at the speeds of 60km / h, 80km / h and 100km / h.

[0012] Further, the present application explores and determines the critical illumination interval of the driver safely entering the tunnel in the most adverse working condition, that is, the case dominated by the 'black hole effect', and provides more detailed theoretical support for the establishment of the subsequent optimized tunnel entrance and exit light adjustment model.

[0013] Further, the model and the relationship of the present application can provide key safety threshold and range reference for the engineering design of the tunnel entrance sunshade and other active light adjustment facilities in the nationwide range. The core value lies in effectively alleviating the adverse effects of the dramatic light environment mutation at the tunnel entrance and exit on the visual adaptation process of the driver, thereby significantly weakening or even eliminating the negative effects of the 'black hole effect' and 'white hole effect', providing quantitative support for the tunnel entrance sunshade structure design, effectively controlling the light adaptation time within the safety threshold, and meeting the driving safety of the driver when entering and exiting the tunnel. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 The flowchart of the method for constructing the tunnel sunshade based on the tunnel entrance light adjustment model of the present application embodiment is shown in the figure; Figure 2 The schematic diagram of the driving simulation scene for testing the recognition reaction time of the human eye of the present application embodiment is shown in the figure; Figure 3 The fitting curve graph of the 'black hole effect' when the vehicle speed is 100km / h of the present application embodiment is shown in the figure; Figure 4 The fitting curve graph of the 'white hole effect' when the vehicle speed is 100km / h of the present application embodiment is shown in the figure; Figure 5 The fitting curve graph of the safety illumination gradient of the present application embodiment is shown in the figure; Figure 6 The flowchart of calculating the safety illumination difference under the initial illumination of the present application embodiment is shown in the figure. DETAILED DESCRIPTION

[0015] In order to make the purpose and advantages of the present application more clear and explicit, the present application is further described below in combination with the embodiments; it should be understood that the specific embodiments described herein are only used to explain the present application, and do not limit the present application.

[0016] The preferred embodiments of the present application will be described below with reference to the accompanying drawings. Those skilled in the art will appreciate that the embodiments are only used to explain the technical principles of the present application, and are not intended to limit the protection scope of the present application.

[0017] Please refer to Figure 1 The method for constructing a tunnel sunshade shed based on a tunnel entrance light adjustment model according to an embodiment of the present application comprises the following steps. Step S1, in response to a preset illumination condition, collecting illumination test data of a plurality of target tunnels, for a single target tunnel, the measurement points include at least normal ambient illumination, external illumination at the entrance, average illumination at the entrance, driving illumination inside the tunnel, average illumination at the exit, and external illumination at the exit. Step S2, based on the illumination test data and the SCANeR driving system, performing human eye recognition reaction time testing on a plurality of target testers to obtain black hole effect test data and white hole effect test data under the maximum illumination-reaction time at a plurality of test speeds; the test speeds include 60 km / h, 80 km / h, and 100 km / h. Step S3, after performing nonlinear curve fitting analysis on the black hole effect test data and the white hole effect test data respectively, obtaining the correlation between reaction time and environmental maximum illumination corresponding to the test speed: , In the formula, T is the driver reaction time, x0 is the maximum illumination, y0, a1, a2, t1, and t2 are different constants under different conditions. When the test speed under the black hole effect is 60 km / h, y0=557904.51064, a1=-0.56323±0.21886, t1=-0.56323±0.21886, a2=-557903.38406, t2=1.89853E10. When the test speed under the black hole effect is 80 km / h, y0=-0.26844±3.052, a1=-0.68921±0.21345, t1=6014.23619±3537.88947, a2=1.66115±2.78681, t2=-77639.19364±85869.25058. When the test speed under the black hole effect is 100 km / h, y0=-0.26844±3.052, a1=-10.60038, t1=519440.81943±1.50192E9, a2=-13.48273, t2=493200.63321±5.23166E8. Under the white hole effect, when the test vehicle speed is 60km / h, y0=1.27278 ± 0.23123, a1=-0.76333 ± 0.13485, t1=9971.58197 ± 3906.44417, a2=0.01495 ± 0.06343, t2=-19275.63839 ± 23049.04984; Under the white hole effect, when the test vehicle speed is 80km / h, y0=59894.73047, a1=-0.56333 ± 0.1005, t1=5505.82189 ± 2299.32933, a2=-59893.71505, t2=-6.48781E9; Under the white hole effect, when the test vehicle speed is 100km / h, y0=1.20591 ± 0.08272, a1=-0.78957 ± 0.06434, t1=10051.42936 ± 2625.40806, a2=0.001 ± 0.00277, t2=-9689.37394 ± 4291.78322; Step S4, the test of the preset safety light gradient of the illumination interval is performed to obtain an illumination gradient fitting curve meeting the safety reaction time, and a relationship between the initial illumination value and the illumination difference is obtained: , In the formula, y is the illumination difference, x is the initial illumination value, y3, a3 and t3 are different constants respectively; a3=-114651.93116 ± 914.60018; t3=110199.86696 ± 1410.20437; y3=114395.41022 ± 968.49966; Step S5, the dimming model is constructed according to the following formula: , In the formula, y is the illumination difference; x is the initial illumination value; Step S6, the calculation of the safety illumination difference under the initial illumination, the calculation of the light transmittance of each section of the sunshade shed and the calculation of the design length of each section of the sunshade shed are sequentially completed based on the dimming model.

[0018] Specifically, in the step S1, the Shifangyu Mountain Tunnel in Jinan City is selected: from west to east, there is a shadow at the entrance and a light-transmitting sunshade at the exit; the Shifangyu Mountain Tunnel: from east to west, there is a sunshade at the entrance; the Laohudong Mountain Tunnel: from west to east, there is a shadow at the entrance; the Laohudong Mountain Tunnel: from east to west, there is a sunshade at the entrance; the Wangyue Road Tunnel: from north to south, there are sunshades at the entrances and exits, and no shadow; the Wangyue Road Tunnel: from south to north, there are sunshades at the entrances and exits, and there is a shadow at the entrance, and the preset illuminance condition is the illuminance at noon on a sunny day. The above tunnel entrances include all directions, and the influence of the direction on the illuminance difference inside and outside the tunnel entrance is refined by measuring the illuminance values at different distances inside and outside at noon, to obtain an illuminance test data table: Table 1 Illuminance test data table

[0019] According to the illuminance test data table in Table 1, it can be found that the direction of the sunshade has little effect on the illuminance value inside the tunnel. Therefore, it can be determined that the greater the illuminance difference, the more obvious the influence of the black-and-white hole effect on the human eye. Through data measurement, it can be concluded that the design value of the illuminance in the middle section of the tunnel in China is between 20-200lx, and the illuminance value of the tunnel entrance near the section where the black-and-white hole effect occurs can be designed to be between 200-600lx.

[0020] Specifically, in the step S2, the human eye recognition reaction time test includes: Step S201, setting the target contrast to 0.15; Step S202, setting an led lamp above the front side of the driving position of the driving simulation device SCANeR system, and the maximum illuminance value of the led lamp is 120000lx; Step S203, setting the tunnel outside illuminance of the led lamp to 120000lx, setting the tunnel inside illuminance to 2000lx to 600lx, and setting the safe reaction time of the driver to 1.2s to 1.5s; Step S204, selecting a tester to perform a driving simulation test to complete the human eye recognition reaction time test, wherein the tester with a human eye recognition reaction time less than 100ms is retested, and the test data with a human eye recognition reaction time greater than 4000ms is discarded.

[0021] Specifically, the visual acuity usually refers to the visual sharpness, i.e. the visual ability of the human eye to recognize the clarity of a target object, which is usually measured by the visual angle. Sheellen proposed a scale for detecting the visual acuity of the human eye according to the 1-minute visual angle standard, and the standard position of the 1-minute visual angle was taken as the basic target for measurement. On the basis of the Sheellen theory, Landolt further studied and combined the Sheellen theory with practice, manufactured the Landolt ring, and through the identification and recognition of the opening direction of the tester, it was considered that the tester could clearly identify the corresponding details, which was taken as the target for testing the visual acuity of the human eye. In this test, the Landolt ring was selected as the target to simulate the obstacle to test the perception and identification of the driver under different conditions. In addition to the size of the target, the contrast also has a great influence on the visual response of the human eye. Generally speaking, the greater the contrast, the clearer and more noticeable the target object is, and it is easy to identify. On the contrary, the contrast is small, the target object will approach the brightness of the background environment, and it will appear dim in the field of view, and it is difficult to identify. Generally, the contrast threshold is defined as the contrast when the tester just discovers the target. In summary, the target contrast in this test is set to 0.15, which can meet most visual observation conditions.

[0022] Please refer to Figure 2 , the reaction time of the human eye identification test of the embodiment of the invention is shown in the schematic diagram of the driving simulation scene. The driving simulation device SCANeR system is used in this test, driving at different speeds, and two led lights are used to simulate the maximum value of the actual illumination. Through the test of the illumination instrument, the illumination value of the two led lights is about 120000lx when the controller is set to 100%, which can simulate the solar illumination at noon in summer as mentioned above. It is verified that the purpose of simulating the black and white hole effect can be achieved by adjusting the light controller to complete the light mutation.

[0023] In the step S203, the maximum illumination value is set to about 120000lx, and the illumination in the tunnel is set to 200-600lx. According to the Traffic Engineering Manual, the reaction time of the driver can be determined to be 1.2-1.5s, and the illumination value can be determined to be reduced from 120000lx to the minimum illumination value that meets the safety reaction time. Similarly, other illumination gradients that meet the safety reaction time can be obtained. As can be seen from the foregoing analysis, the black hole effect and the white hole effect mainly occur at the entrance and exit of the tunnel. Combined with the measured illumination of the entrance and exit of several tunnels in Jinan area, 2000-60000lx can be set as the main illumination interval to simulate the illumination of the approach section outside the tunnel, and 200-600lx can be set as the main illumination interval to simulate the illumination of the approach section inside the tunnel.

[0024] In the step S204, based on the physiological structure of human eyes, the light emitted from outside can form an image on the retina, and finally reach the cerebral cortex to form vision. Based on the research on the stability of human eye vision, it is known that the eyeball will gradually become spherical after birth, and there is a possibility of change before the age of 20, but when reaching 20 years old, it generally no longer changes, and the lens in the eyeball is extremely thin and has a greater possibility of change before the age of 20, and gradually tends to be stable after the age of 20. In addition, people who often drive and have rich driving experience have strong adaptability to complex road conditions, while drivers aged 20-30 generally have shorter driving experience and weaker reaction ability to road emergencies. Based on the comprehensive consideration of the worst case, 10 testers aged 20-30 without eye diseases and with corrected visual acuity above 0.8 and 5 testers aged 30-50 were selected for driving simulation test.

[0025] Specifically, in the step S2, the maximum illumination-reaction time black hole effect test data and white hole effect test data under several test speeds are obtained; the test speeds include 60 km / h, 80 km / h and 100 km / h; wherein, the reaction time of "black hole effect" when the illumination is reduced to 250 lx in the 60000 lx-2000 lx interval and the reaction time of "white hole effect" when the illumination is improved from 250 lx to 60000 lx-2000 lx are tested when the test speed is 60 km / h, 80 km / h and 100 km / h. After eliminating the values with large errors, 10 groups of tests are performed on each tester to simulate 18 illumination change intervals and the "black hole effect" of dark to light and the "white hole effect" of light to dark corresponding to each illumination change interval. Under the simulation of different speeds, the reaction time of human eyes to light environment changes has a certain positive correlation with the change of light environment illumination, which is specifically manifested as the adaptation time of human eyes is prolonged accordingly with the increase of maximum illumination. The experimental results show that, in the same illumination change interval, the influence degree of "black hole effect" on the reaction time of human eyes is obviously greater than that of "white hole effect". Further analysis shows that, under the condition of "white hole effect", the influence of speed on the reaction time of human eyes is relatively limited, and the influence of illumination environment change on the reaction time of human eyes is relatively small. According to the related research on tunnel safety threshold in "Traffic Engineering Manual", the safety reaction time of the driver should be controlled within 1.2-1.5 s. The test data shows that, under the condition of "white hole effect", the reaction time of the driver basically meets the safety threshold requirement, indicating that its influence on driving safety is relatively small. Under the condition of "black hole effect", with the increase of maximum illumination, the adaptation time of human eyes to light environment shows a significant growth trend, and its influence degree is much greater than that of "white hole effect", and the reaction time increases by 35%-48% under the same illumination change.

[0026] It can be understood that the human eye recognition reaction time test is carried out in the SCANeR exclusive laboratory, mainly according to the SCANeR driving system, and two 400W leds are arranged beside the driving simulation device, and the luminance of the two lamps is close to 130000lx when the controller is set to 100%, which can basically simulate the most unfavorable external light intensity. Therefore, two external Led lamps are used to simulate the external light environment, and two 400W light controllers are used for software synchronous adjustment to realize the adjustment of the light environment outside the driving vehicle. First, run the SCANeR-vehicle control driving simulation device to set a straight road, and add various scenery around the road, and drive on the built road. First, simulate driving on a straight road, project a Landolt ring on the screen of the SCANeR system, and use two external 300W Led lamps to simulate the external light environment. After the driver adapts, the sky is suddenly darkened in the SCANeR, and the light brightness is lowered, so that the ambient brightness at this time is close to the tunnel brightness, until the driver re-adapts and identifies the direction of the visual mark and steps on the brake, and the driver's reaction time is tested by the SCANeR.

[0027] Specifically, in the step S3, the black hole effect test data and the white hole effect test data are respectively subjected to nonlinear curve fitting analysis, wherein the Origin software is used for nonlinear curve fitting analysis, and the fitting process aims to accurately characterize the function model of the driver's reaction time changing with the key indicators of the light environment such as the maximum illumination.

[0028] When the driving speed is 60km / h under the black hole effect, the above model is fitted and calculated based on the Origin software and the significance test, and the result shows that the determination coefficient R² of the model is as high as 0.98077. The result shows that the model has high fitting degree, strong data explanation ability, and can highly coincide with the experimental data, which fully proves that there is a significant statistical positive correlation between the driver's reaction time and the maximum illumination, and they show strong positive correlation. Further analysis shows that the model has good applicability and reliability in the interval range of the maximum illumination of 2000lx to 60000lx.

[0029] When the driving speed is 80km / h under the black hole effect, the determination coefficient R² is 0.99087, which shows that the model has strong data explanation ability and excellent fitting effect. The result clearly reveals that there is a strong positive correlation between the maximum illumination and the driver's reaction time.

[0030] Please refer to Figure 3The fitting curve graph of the "black hole effect" of the embodiment of the application when the vehicle speed is 100 km / h is shown in FIG. 6, when the vehicle speed is 100 km / h under the black hole effect, the determination coefficient R 2 of the model is 0.9771, which shows excellent fitting effect and extremely strong explanatory power, and can accurately reflect the law of the reaction time of the driver changing with the maximum luminance under the specific vehicle speed. Data analysis further confirms that there is a significant positive statistical correlation between the reaction time of the driver and the maximum luminance in the range of 2000 lux to 60000 lux of the maximum luminance. The model has good applicability and reliability in this luminance interval.

[0031] The fitting results of the relationship curve between the reaction time of the driver and the maximum luminance under the "black hole effect" at the simulated speeds of 60 km / h, 80 km / h and 100 km / h based on the Origin software are analyzed comprehensively, which shows that the correlation formula of the reaction time of the driver and the environmental maximum luminance corresponding to the test vehicle speed can effectively represent the positive correlation between the two. The goodness of fit under different speeds confirms that the formula has good consistency for the positive correlation rule that the reaction time of the driver is prolonged with the increase of the maximum luminance. Further evaluation shows that in the range of 2000 lx to 60000 lx of the luminance, it shows good applicability and robust prediction ability. The fitting result analysis of the correlation formula of the reaction time of the driver and the environmental maximum luminance corresponding to the test vehicle speed shows that the reaction time of the "black hole effect" presents the trend of being prolonged with the increase of the initial luminance. In addition, the experimental data further reveals that the reaction time of the effect also presents the corresponding growth rule with the increase of the speed.

[0032] When the vehicle speed is 60 km / h under the white hole effect, the determination coefficient R 2 of the model is 0.98045; When the vehicle speed is 80 km / h under the white hole effect, the determination coefficient R 2 of the model is 0.97063; Please refer to Figure 4 The fitting curve graph of the "white hole effect" of the embodiment of the application when the vehicle speed is 100 km / h is shown in FIG. 8, when the vehicle speed is 100 km / h under the white hole effect, the determination coefficient R 2 of the model is 0.98295, which shows excellent fitting effect and extremely strong explanatory power, and can accurately reflect the law of the reaction time of the driver changing with the maximum luminance under the specific vehicle speed.

[0033] Under the conditions of simulated vehicle speeds of 60 km / h, 80 km / h and 100 km / h, the reaction time of drivers and the maximum luminance gradient of the tunnel entrance were fitted and analyzed for the scenes of the "black hole effect" and the "white hole effect". The results show that, in the luminance interval of 2000 lx to 60000 lx, the reaction time of drivers and the maximum luminance value follow the described relationship. The determination coefficient R² obtained by fitting with the Origin software is greater than 0.95, which shows that there is a significant positive correlation between them. The fitting results under different vehicle speeds are consistent, which confirms that the correlation formula of the reaction time of drivers and the maximum luminance corresponding to the test vehicle speed can effectively represent the positive correlation characteristics that the reaction time of drivers is prolonged with the increase of the maximum luminance. After parameter optimization, the fitting degrees under the conditions of different vehicle speeds show that the formula has good consistency for the positive correlation law.

[0034] Please refer to Figure 5 , specifically, it is the safety luminance gradient fitting curve of the embodiment of the present application, in the step S4, the safety reaction time of the driver should be in the range of 1.2-1.5s, the actual driving safety recognition time of the driver is about 1.2s, but in the indoor test, the search time is reduced due to the prior knowledge of the appearance of the obstacle, and there is no interference from the external environment, so the reaction time is relatively short, according to the provisions of traffic engineering, this time requirement is within 0.7s, including 0.4s of the perceptual reaction time and 0.3s of the time for generating braking effect, that is, the direction of the visual target is recognized within 0.7s, which means that the change of the light environment will not affect the visual reaction of the driver. The process analysis of the function model of the reaction time of the driver and the maximum luminance shows that the influence of the "black hole effect" on the human eye is much greater than that of the "white hole effect", and the influence of the simulated speed of 100 km / h on the human eye is greater than that of the simulated speeds of 80 km / h and 60 km / h. Based on the above content, the reaction time of the driver is tested under the "black hole effect" at the speed of 100 km / h, and the luminance gradient fitting curve that meets the safety reaction time is obtained. The curve fitting result based on the Origin software shows that the determination coefficient R² of the relationship between the initial luminance value L b and the luminance difference L c is as high as 0.99994, which shows that there is a strong positive correlation between the luminous intensity and the target parameter. In view of the excellent fitting degree, the relationship between the initial luminance value and the luminance difference can be used as the core dimming model relationship for the design of the sunshade luminance gradient, and the luminosity is calculated.

[0035] Please refer to Figure 6 , which is the flow chart for calculating the safety luminance difference under the initial luminance of the embodiment of the present application, specifically, in the step S6, In response to the safety illuminance difference being greater than 2500lx, the illuminance difference is recorded and substituted into the dimming model to obtain the safety illuminance difference again; In response to the safety illuminance difference being less than or equal to 2500lx, the illuminance difference is recorded and the light transmittance of the corresponding section of the sunshade is obtained; When the sunshade is finally reduced to 2500lx or below, the change in the light environment when entering the tunnel will not affect the driving safety of the driver.

[0036] Specifically, in the step S6, the light transmittance of each section of the sunshade is obtained, wherein, The light transmittance of the first section and the subsequent sections of the sunshade is calculated according to the following formula: τ1=R / K, wherein τ1 is the light transmittance of the first section of the sunshade, R is the target reduction rate, R=I1 / I0, and K is the geometric effective light transmittance coefficient of the first section of the sunshade; τ2=I2 / (I 2,in ×K2), wherein τ2 is the light transmittance of the second section of the sunshade, I2 is the illuminance after reduction of the second section of the sunshade; I 2,in is the incident light intensity of the second section of the sunshade; and K2 is the geometric effective light transmittance coefficient of the second section of the sunshade; τn= I n / (I n,in ×K n ), wherein τn is the light transmittance of the nth section of the sunshade, I n is the illuminance after reduction of the nth section of the sunshade; I n,in is the incident light intensity of the nth section of the sunshade; K n is the geometric effective light transmittance coefficient of the nth section of the sunshade; wherein I n,in =I n-1 ×F (n-1),n +I0×(1-F (n-1),n )×R env +I0×D sky ; wherein F is a forward viewing angle coefficient, and the value thereof is 0.7-0.9; R env is an environmental reflectivity, and the value thereof is 0.3-0.5 for light-colored paving, 0.1-0.2 for concrete / asphalt, and 0.1-0.15 for lawn; and the recommended design value is 0.2; and D sky is a proportion of sky diffuse light, and the value thereof is 0.1-0.15 for clear weather at noon in summer, and the recommended design value is 0.12.

[0037] wherein, for a single sunshade, K=K2=K n ; wherein, if the sunshade is a best inclination angle plane shed, i.e., a reference model, K≈0.95~0.99, and the intermediate value is 0.97. If the sunshade is a broken line sunshade, the included angle 180°: K = 1.0; the included angle 170°: K = 0.85~0.95, the included angle 160°: K = 0.75~0.85; If the sunshade is a gentle sea wave curve sunshade, K = 0.90~0.98, the average value is 0.94.

[0038] Specifically, the calculation of the design length of each section of the sunshade is according to the following formula: L n ={ }×V Wherein, L n is the design length of the nth section of the sunshade, R n is the target reduction rate of the nth section of the sunshade, R 1 is the target reduction rate of the first section of the sunshade, and V is the most unfavorable limit speed of the highway tunnel, V = 100km / h.

[0039] Specifically, it also includes: Step S7, obtaining the light parameters of the preset range of the whole country, and dividing the preset range into one type of region to five types of region according to the total annual solar radiation and the summer clear noon illumination; Step S8, sequentially completing the design reference data of one type of region to five types of region based on the light adjusting model; the design reference data includes the light transmittance of each section of the sunshade and the design length of each section of the sunshade.

[0040] In the step S7, the solar radiation, light intensity and illumination of each region in China are affected by many factors, such as altitude, climate conditions, latitude and longitude, etc., and the difference in illumination is relatively large, so it is difficult to directly obtain the rule of illumination distribution. According to the solar radiation distribution in China and the measurement of illumination in some typical cities, the maximum value of illumination at noon in summer in each region can be obtained by converting the relevant data in the "Highway Tunnel Lighting Design Details". According to the solar radiation, China can be divided into five regions. The first region is the area with the most abundant solar energy resources, with an annual total solar radiation of 6680-8400 MJ / m2, which is equivalent to a daily radiation of 5.1-6.4 KWh / m2. These regions include northern Ningxia, northern Gansu, eastern Xinjiang, western Qinghai and western Tibet, etc. Especially in western Tibet, it is the most abundant, up to 2333 KWh / m2 (daily radiation of 6.4 KWh / m2); the second region is the area with relatively abundant solar energy resources in China, with an annual total solar radiation of 5850-6680 MJ / m2, which is equivalent to a daily radiation of 4.5-5.1 KWh / m2. These regions include northwestern Hebei, northern Shanxi, southern Inner Mongolia, southern Ningxia, central Gansu, eastern Qinghai, southeastern Tibet and southern Xinjiang, etc.; the third region is the area with medium solar energy resources in China, with an annual total solar radiation of 5000-5850 MJ / m2, which is equivalent to a daily radiation of 3.8-4.5 KWh / m2. Mainly including Shandong, Henan, southeastern Hebei, southern Shanxi, northern Xinjiang, Jilin, Liaoning, Yunnan, northern Shaanxi, southeastern Gansu, southern Guangdong, southern Fujian, northern Jiangsu, northern Anhui and southwestern Taiwan, etc.; the fourth region is the area with relatively poor solar energy resources in China, with an annual total solar radiation of 4200-5000 MJ / m2, which is equivalent to a daily radiation of 3.2-3.8 KWh / m2. These regions include Hunan, Hubei, Guangxi, Jiangxi, Zhejiang, northern Fujian, northern Guangdong, southern Shaanxi, northern Jiangsu, southern Anhui and northeastern Heilongjiang, northeastern Taiwan, etc.; the fifth region mainly includes Sichuan and Guizhou provinces, which are the areas with the least solar energy resources in China, with an annual total solar radiation of 3350-4200 MJ / m2, which is equivalent to a daily radiation of only 2.5-3.2 KWh / m2. Since the "black hole effect" and "white hole effect" are mainly caused by the too large illumination difference caused by the change of light, therefore, the influence of the summer noon illumination and the illumination in the tunnel on the driving safety in the representative cities in the five regions can be mainly considered. Table 2 is a table of summer noon illumination in representative cities in the first to fifth regions.

[0041] Table 2 is a table of summer noon illumination in representative cities in the first to fifth regions.

[0042] The strongest illumination in most parts of the country in summer at noon is between 80000 and 154000lx. Since the first type of region in China basically belongs to the western part of Tibet and the western part of Qinghai, the terrain is mostly flat plateau, and the population of the first type of region is relatively small, the traffic infrastructure is relatively lacking, and the number of tunnels is small, so the second type of region can be considered. The illumination value of 1.32x10 5 lx is the highest illumination for sunshade design.

[0043] The design reference data of the first type of region, the illumination of the first type of region in Shigatse, Tibet in summer at noon should be around 1.54x10 5 lx, and the measured data shows that under the same illumination difference, the smaller the initial illumination, the greater the impact on the reaction time of the driver. For example, the impact on the human eye from 120000lx to 80000lx is less than that from 80000lx to 40000lx. The reaction time of the driver from 60000lx to 2000lx is longer than that from 120000lx to 6200lx. Since the indoor test cannot reach 1.54x10 5 lx, the illumination difference that satisfies the fitting relationship is used as the first gradient of the reduction of 1.54x10 5 lx.

[0044] The initial illumination x=100000lx is brought into the dimming model to obtain the maximum illumination difference that satisfies the visual adaptation safety, which is 67347lx. Therefore, the illumination gradient of 67347lx can be used as the first reduction of the environmental illumination of 1.54x10 5 lx, and the calculated reduced illumination is 86653lx. The calculated transmittance of the first sunshade is 60%. When x=86653lx is substituted into the dimming model, the calculation is performed step by step according to the process to obtain the safety illumination gradient model when the external illumination is 1.54x10 5 lx. For details, see Table 3.

[0045] Table 3 Design reference table for dimming model of the first type of region

[0046] The design reference data of the second type of region, the illumination of the second type of region in Urumqi, Xinjiang in summer at noon is around 1.32x10 5 lx, which is greater than the maximum indoor simulation illumination. As described in the foregoing, the safety illumination difference of 67347lx when the initial illumination x=100000lx is used as the first gradient of the reduction of the environmental illumination, and the calculated reduced illumination is 64653lx, which satisfies the applicable range of the relationship. For details, see Table 4.

[0047] Table 4 Design reference table for dimming model of the second type of region

[0048] The design reference data of the three regions, the illuminance of Jinan, Shandong in summer on a sunny noon is about 1.21x10 5 lx, which is greater than the maximum indoor simulation illuminance. The safety illuminance difference of 67347lx is taken as the first gradient of the environmental illuminance reduction when the initial illuminance x=100000lx, and the calculated reduced illuminance is 53653lx, which meets the applicable range of the relationship formula. Please see Table 5 for details.

[0049] Table 5 Design reference table of the three regions

[0050] The design reference data of the four regions, the illuminance of Lu'an, Anhui in summer on a sunny noon is about 1.0x10 5 lx, which meets the indoor simulation illuminance interval. Please see Table 6 for details.

[0051] Table 6 Design reference table of the four regions

[0052] The design reference data of the five regions, the illuminance of Chongqing in summer on a sunny noon is about 80000lx, which meets the indoor simulation illuminance interval. Please see Table 7 for details.

[0053] Table 7 Design reference table of the five regions

[0054] So far, the technical solutions of the present application have been described in combination with the preferred embodiments shown in the drawings, but those skilled in the art can easily understand that the protection scope of the present application is obviously not limited to these specific embodiments. Those skilled in the art can make equivalent changes or replacements to related technical features without deviating from the principles of the present application, and the technical solutions after these changes or replacements will fall within the protection scope of the present application.

[0055] The above description is only the preferred embodiments of the present application and is not intended to limit the present application; for those skilled in the art, the present application can have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method for constructing a tunnel sunshade based on a tunnel entrance dimming model, characterized in that, include: Step S1: In response to the preset illuminance conditions, collect illuminance test data for several target tunnels. For a single target tunnel, the measurement points include at least the normal ambient illuminance, the illuminance outside the entrance, the average illuminance at the entrance, the illuminance while driving inside the tunnel, the average illuminance at the exit, and the illuminance outside the exit. Step S2: Based on the illuminance test data and the SCANeR driving system, conduct human eye recognition reaction time tests on several target test subjects to obtain black hole effect test data and white hole effect test data under maximum illuminance-reaction time at several test vehicle speeds; the test vehicle speeds include 60km / h, 80km / h and 100km / h; Step S3: After performing nonlinear curve fitting analysis on the black hole effect test data and white hole effect test data respectively, obtain the correlation formula between the reaction time of the corresponding test vehicle speed and the maximum ambient illuminance: ， In the formula: T is the driver's reaction time; x0 is the maximum illuminance; y0, a1, a2, t1, and t2 are different constants under different conditions; Step S4: Perform a test on the safe illuminance gradient within the preset illuminance range to obtain an illuminance gradient fitting curve that satisfies the safe reaction time, and obtain the relationship between the initial illuminance value and the illuminance difference: ， In the formula: y is the illuminance difference, x is the initial illuminance value, and y3, a3 and t3 are different constants; Step S5, construct the dimming model according to the following formula: ， In the formula: y is the illuminance difference; x is the initial illuminance value; Step S6: Based on the dimming model, calculate the safe illuminance difference under the initial illuminance, calculate the light transmittance of each section of the sunshade, and calculate the design length of each section of the sunshade.

2. The method for constructing a tunnel sunshade based on a tunnel entrance dimming model according to claim 1, characterized in that, In step S2, the human eye recognition reaction time test includes: Step S201: Set the target contrast to 0.15; Step S202: Install an LED light above the front side of the driver's position in the SCANeR system driving simulation device. The maximum illuminance of the LED light is 120,000 lx. Step S203: Set the external illuminance of the LED lights in the tunnel to 120,000 lx, set the internal illuminance in the tunnel to 2,000 lx to 600 lx, and set the safe reaction time for the driver to 1.2s to 1.5s; Step S204: Select test subjects to conduct driving simulation tests to complete the human eye recognition reaction time test. Among them, the test with human eye recognition reaction time less than 100ms is retested, and the test data with human eye recognition reaction time greater than 4000ms is discarded.

3. The method for constructing a tunnel sunshade based on a tunnel entrance dimming model according to claim 2, characterized in that, In step S6, In response to the safe illuminance difference being greater than 2500 lx, the illuminance difference is recorded and substituted into the dimming model to obtain the safe illuminance difference again; In response to a safe illuminance difference of less than or equal to 2500 lx, the illuminance difference is recorded and the light transmittance of the corresponding section of the shade is calculated.

4. The method for constructing a tunnel sunshade based on a tunnel entrance dimming model according to claim 3, characterized in that, In step S6, the light transmittance of each section of the sunshade is calculated according to the following formula: τ1=R / K, where τ1 is the light transmittance of the first section of the sunshade, R is the target reduction rate, and K is the geometric effective light transmittance coefficient of the first section of the sunshade; τ2=I2 / (I 2,in ×K2), where τ2 is the light transmittance of the second section of the shade canopy, and I2 is the illuminance of the second section of the shade canopy after reduction; I 2,in K1 represents the incident light intensity of the second section of the sunshade; K2 represents the geometric effective light transmittance coefficient of the second section of the sunshade. τn= I n / (I n,in ×K n ), where τn is the light transmittance of the nth segment of the shade, I n I represents the reduced illuminance of the nth segment of the sunshade; n,in K represents the incident light intensity of the nth segment of the sunshade. n Let be the geometric effective light transmittance coefficient of the nth segment of the sunshade; For a single sunshade, K=K2=K n .

5. The method for constructing a tunnel sunshade based on a tunnel entrance dimming model according to claim 4, characterized in that, The design length of each section of the sunshade is calculated according to the following formula: L n ={ }×V, Among them, L n Let n be the design length of the nth segment of the sunshade. R n is the target reduction rate of the nth segment of the sunshade. R 1 represents the target reduction rate of the first section of the sunshade, and V represents the most unfavorable speed limit in the highway tunnel, V=100km / h.

6. The method for constructing a tunnel sunshade based on a tunnel entrance dimming model according to claim 5, characterized in that, Also includes: Step S7: Obtain the illumination parameters of the preset area across the country, and divide the preset area into Class I to Class V areas according to the total annual solar radiation and the noon illumination on a sunny summer day. Step S8: Based on the dimming model, design reference data for regions from Class I to Class V are completed sequentially; The design reference data includes the light transmittance of each section of the sunshade and the design length of each section of the sunshade.

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