Road lighting energy-saving control method and system fused with sensor, medium and product

Abstract

The invention provides a road lighting energy-saving control method and system fused with a sensor, a medium and a product, and relates to the technical field of automatic control. The method comprises the following steps: firstly, building a street lamp network containing street lamp positions and numbers; after the street lamps are turned on, environment brightness is collected through a sensor, and basic standby brightness when no traffic flow exists is determined; acquiring real-time monitoring data of each street lamp lighting area, and analyzing the distribution density of vehicles and pedestrians; then, based on the basic standby brightness and the distribution density, calculating the target brightness of each street lamp and forming a full-road-section brightness list; and finally, generating a gradual change control instruction to enable each street lamp to be smoothly adjusted to the target brightness within the preset time, thereby realizing on-demand illumination and smooth dimming.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automatic control, and in particular to a road lighting energy-saving control method and system fusing sensors, a medium and a product. BACKGROUND

[0002] Urban road lighting is an important infrastructure for ensuring night traffic safety, maintaining social order, and beautifying the urban environment. With the acceleration of urbanization, the number of urban street lamps has increased dramatically, and lighting energy consumption accounts for a large proportion of total municipal energy consumption. How to balance road lighting quality and energy utilization efficiency and avoid power waste caused by ineffective lighting has become a key problem in the field of urban lighting that needs to be solved urgently.

[0003] Existing road lighting energy-saving control methods mainly include time sequence control and single lamp induction control. Time sequence control usually uniformly reduces the brightness or turns off half of the street lamps according to a preset schedule (such as a late-night mode); single lamp induction control uses infrared, radar, and other sensors to monitor moving objects, and when a vehicle or pedestrian is detected, the current street lamp is instantly switched to a high-brightness state, and when the target leaves, the low-brightness state is restored after a delay. These methods achieve on-demand lighting to some extent.

[0004] However, the above existing technologies have obvious defects in actual application. Since there is a lack of quantitative analysis of the overall traffic situation of the road, the control system cannot construct a brightness distribution requirement that meets the actual road conditions, and often can only perform simple switching between “bright” and “dark” or execute fixed brightness standards. This approach not only makes it difficult to achieve precise matching of lighting intensity and actual traffic flow, but also cannot provide smooth and natural brightness transitions, making it difficult to balance fine energy saving and good lighting visual experience. SUMMARY

[0005] The present application provides a road lighting energy-saving control method and system fusing sensors, a medium and a product, which are used to achieve full-section smooth dimming, maximize lighting energy consumption on the basis of ensuring night traffic safety and visual comfort.

[0006] In a first aspect, the application provides a road lighting energy-saving control method of a fusion sensor, applied to a road lighting system, comprising: constructing a streetlight network of a target road, the streetlight network comprising the position and number of each streetlight; when the streetlight is turned on, collecting the road environment brightness in real time through a sensor to determine the basic standby brightness of the streetlight when there is no traffic flow; obtaining the real-time monitoring data in the lighting area corresponding to each streetlight to determine the distribution density of vehicles and pedestrians; based on the basic standby brightness, calculating the target brightness of each corresponding streetlight according to each distribution density to obtain a full road section brightness list; and generating a gradual control instruction according to the full road section brightness list to control each streetlight in the streetlight network to be smoothly adjusted to the corresponding target brightness within a predetermined time.

[0007] By adopting the above technical solution, the streetlight network comprising the position and number of each streetlight is first constructed to provide basic positioning support for unified regulation and control of the full road section; then the basic standby brightness is determined by collecting the environment brightness through a sensor to realize the minimum energy consumption lighting when there is no traffic flow; subsequently, the distribution density of vehicles and pedestrians is quantified based on the monitoring data to ensure that the brightness adjustment is accurately linked to the actual demand; and finally, the gradual control instruction is generated to realize smooth dimming. Each step is closely linked to form a closed loop from “global networking-demand quantization-accurate dimming”, which not only avoids the one-size-fits-all energy saving of traditional time sequence control, but also solves the problem of sudden brightness change of single light sensing control, maximizes the reduction of energy consumption while ensuring the lighting quality, and balances the energy saving benefit and visual comfort.

[0008] In combination with some embodiments of the first aspect, in some embodiments, the step of constructing the streetlight network of the target road specifically comprises: obtaining the installation position coordinates and unique number of each streetlight on the target road; sorting all streetlights according to the road direction based on the installation position coordinates to obtain a topological mapping relationship of the streetlights; and based on the topological mapping relationship of the streetlights, dividing all streetlights into multiple control groups with group leader nodes using a preset communication protocol to construct a streetlight network capable of bidirectional communication.

[0009] By adopting the above technical solution, the installation coordinates and unique number of each streetlight are first obtained to clearly determine the physical identity and position information of each streetlight; then the topological mapping relationship is formed by sorting according to the road direction to give the streetlight regulation a clear spatial logic; finally, the control groups with group leader nodes are divided and the bidirectional communication protocol is used to realize the grouping management and bidirectional transmission of instructions. The core feature lies in the combination of topological mapping and grouping communication, the group leader node can coordinate the regulation and control instructions of the streetlights in the group, and the bidirectional communication can feedback the execution status, avoiding the communication congestion of single light individual regulation and control, and improving the response efficiency and stability of the whole network, thereby laying a reliable networking foundation for the collaborative dimming of the full road section.

[0010] In some embodiments in combination with the first aspect, when the street lamp is turned on, the step of determining the basic standby brightness of the street lamp in the absence of traffic flow by real-time collection of the road environment brightness by the sensor specifically comprises: reading the average illumination value of the current road environment by the light sensing device; determining the basic brightness corresponding to the average illumination value based on the preset brightness level mapping table; determining the basic brightness as the basic standby brightness of the full road section street lamp as the energy-saving lighting state in the absence of vehicles and pedestrians.

[0011] By using the above technical solution, the average illumination value of the environment is first collected by the light sensing device to ensure that the determination of the basic brightness is consistent with the real-time natural light conditions; then the corresponding basic brightness is determined based on the preset brightness level mapping table to avoid the subjectivity of manual setting; finally, the basic standby brightness of the full road section is unified to form a standardized energy-saving state in the absence of traffic flow. The key lies in the combination of light sensing collection and level mapping, which realizes dynamic adaptive adjustment of the basic brightness, neither wastes due to high standby brightness in high ambient brightness, nor affects safety due to insufficient brightness in low ambient brightness, and achieves a precise balance between energy saving and basic lighting needs.

[0012] In some embodiments in combination with the first aspect, the step of obtaining real-time monitoring data in the lighting area corresponding to each street lamp to determine the distribution density of vehicles and pedestrians specifically comprises: collecting real-time video pictures of the lighting area by the image collection device of each street lamp; separating moving vehicles and pedestrians from the static road surface background in the real-time video pictures by image processing technology; counting the number of moving pixel points occupied by the moving vehicles and pedestrians; calculating the proportion of the number of moving pixel points in the total number of pixel points in the current lighting area to determine the distribution density of vehicles and pedestrians.

[0013] By using the above technical solution, the video pictures of the lighting area are first obtained by the image collection device of the street lamp to realize full-section dead-angle-free monitoring relying on the layout position of the street lamp; then the moving objects are separated from the static background by image processing technology to exclude interference factors such as road facilities; finally, the distribution density is calculated by the proportion of moving pixel points to realize quantitative determination of the demand of vehicles and pedestrians. The core advantage lies in using pixel proportion as the density index, which can more accurately reflect the actual density of vehicles and pedestrians in the area compared with traditional infrared and radar sensing, providing objective and quantitative data support for subsequent brightness adjustment and avoiding the problems of excessive dimming or insufficient dimming caused by single target sensing.

[0014] In some embodiments in combination with the first aspect, in some embodiments, the step of calculating the target brightness of each corresponding street lamp according to the distribution density based on the basic standby brightness to obtain the full road section brightness list specifically comprises: determining the initial target brightness of the corresponding street lamp according to a preset brightness adjustment table based on the distribution density; performing smoothing transition calculation on the initial target brightness of adjacent street lamps to obtain balanced target brightness, so as to avoid sharp contrast between adjacent street lamps; comparing the balanced target brightness with the basic standby brightness, and selecting the brighter one as the target brightness; and summarizing the target brightness of each corresponding street lamp to form the full road section brightness list.

[0015] By adopting the above technical solution, the initial target brightness is determined based on the distribution density, ensuring that the brightness is directly linked to the demand; then the initial brightness of adjacent street lamps is calculated by smoothing transition, the core function of which is to eliminate the brightness difference between adjacent street lamps; finally, the final target brightness is determined in combination with the basic standby brightness, and the list is summarized. This step avoids the sharp contrast between adjacent street lamps in traditional control by balancing the brightness of adjacent street lamps, preventing drivers from experiencing visual fatigue due to sudden brightness changes; at the same time, the basic standby brightness is used as the lower limit to ensure the minimum safety lighting, and the generated full road section brightness list provides clear and accurate execution basis for unified control, achieving the dual goals of on-demand dimming and visual comfort.

[0016] In some embodiments in combination with the first aspect, the step of generating a gradual change control instruction according to the full road section brightness list specifically comprises: obtaining the actual brightness of each street lamp at present, and calculating the gradual change difference value between the actual brightness and the target brightness; based on the gradual change difference value, controlling the street lamp power supply driver to control the output current to gradually change according to a preset smoothing curve within a preset gradual change time until the target brightness is reached.

[0017] By adopting the above technical solution, the actual brightness of the street lamp at present is obtained and the gradual change difference value between the actual brightness and the target brightness is calculated, which clearly defines the dimming range; then the power supply driver is controlled to gradually adjust the current according to the smoothing curve within the preset time, realizing the gradual transition of brightness. The key technical feature is the smoothing curve dimming, which is different from the traditional stepwise light-dark switching. The gradual change of the current makes the brightness adjustment process natural and flicker-free, which conforms to the visual adaptation characteristics of the human eye and avoids visual interference on drivers and pedestrians caused by instantaneous brightness changes; at the same time, the preset gradual change time can be flexibly adjusted according to the road grade, further improving the flexibility and adaptability of dimming, and ensuring the safety and comfort of the lighting switching process.

[0018] In some embodiments of the first aspect, after the step of generating the gradual change control instruction according to the full-section brightness list, the method further comprises: monitoring the execution of the gradual change control instruction by the street lamp network in real time; if any target street lamp does not brighten according to the gradual change control instruction, determining that the target street lamp is a faulty street lamp, and sending street lamp damage information to the management terminal; at the same time, obtaining a first target brightness planned to be executed by the faulty street lamp, and a second target brightness planned to be executed by the front and rear adjacent street lamps; calculating a brightness compensation value by folding the first target brightness according to a preset compensation coefficient; superimposing the brightness compensation value on the second target brightness of the front and rear adjacent street lamps respectively to obtain corresponding third target brightnesses; determining whether each third target brightness exceeds the maximum rated brightness of the street lamp; if yes, taking the maximum rated brightness as the final instruction, and if no, taking the third target brightness as the final instruction to control the front and rear adjacent street lamps to perform light compensation.

[0019] By using the above technical solution, the execution of the instruction is monitored and the faulty street lamp is identified, the management terminal is alarmed in a timely manner, the fault is quickly located, the target brightness of the faulty street lamp and the target brightness of the adjacent street lamps are obtained, the brightness compensation value is calculated and superimposed on the adjacent street lamps, and finally it is checked whether the maximum rated brightness is exceeded to determine the final light compensation instruction. The core lies in the linkage design of the fault detection and the adjacent light compensation. When a single street lamp fails, the lighting vacancy in the failure area can be quickly filled by the brightness compensation of the adjacent street lamps, so as to avoid the appearance of the lighting blind area. At the same time, the rated brightness checking prevents the over-brightness dimming from damaging the street lamp equipment, prolongs the service life of the street lamp, and improves the fault tolerance and reliability of the system while ensuring the continuity and safety of the road lighting.

[0020] In a second aspect, the present application provides a road lighting system, comprising: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code comprises computer instructions, and the one or more processors invoke the computer instructions to enable the road lighting system to perform the method described in the first aspect and any possible implementation manner of the first aspect.

[0021] In a third aspect, the present application provides a computer readable storage medium comprising instructions that, when executed on a road lighting system, cause the road lighting system to perform the method described in the first aspect and any possible implementation manner of the first aspect.

[0022] In a fourth aspect, the present application provides a computer program product comprising a computer program that, when executed on a road lighting system, causes the road lighting system to perform the method described in the first aspect and any possible implementation manner of the first aspect.

[0023] The one or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0024] 1. Due to the adoption of the cooperative technical means of network planning, environment brightness self-adaptive fixed basis, vehicle density quantitative dimming, and gradual smooth regulation and control, the technical problems of time sequence control "one size fits all", single lamp sensing control brightness sudden change and inability to match the traffic situation of the whole road section in the prior art are effectively solved, thereby realizing the technical effects of precise adaptation of lighting intensity to actual vehicle demand and smooth transition of brightness of the whole road section, and taking into account the maximum energy saving benefit and good lighting visual comfort.

[0025] 2. Due to the adoption of the technical means of real-time collection of environment brightness by light sensing equipment and dynamic fixed basis combined with preset brightness level mapping table, the technical problems of strong subjectivity of manual setting of basic standby brightness and inability to adapt to real-time environment light change in the prior art are effectively solved, thereby realizing the technical effect of precise matching of road lamp brightness to natural light condition during no traffic period, avoiding invalid energy consumption when environment brightness is sufficient, and guaranteeing basic lighting safety when environment brightness is insufficient.

[0026] 3. Due to the adoption of the technical means of vehicle density fixed initial brightness, smooth and balanced adjacent road lamp brightness, and correction combined with basic standby brightness limit value, the technical problems of sharp contrast of adjacent road lamp brightness, lack of unified standard for dimming and easy occurrence of lighting blind area in the prior art are effectively solved, thereby realizing the technical effect of reasonable brightness gradient of the whole road section and no sudden change of brightness, providing precise execution basis for subsequent unified regulation and control, and guaranteeing driver visual comfort and road lighting safety. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 is a flowchart of the road lighting energy saving control method of the present application;

[0028] Figure 2 is another flowchart of the road lighting energy saving control method of the present application;

[0029] Figure 3 is a schematic diagram of an entity device structure of the road lighting system in the embodiments of the present application. DETAILED DESCRIPTION

[0030] The terminology used in the following embodiments of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used in the description of the embodiments of the application and the appended claims, the singular forms "a," "an" and "the" are intended to include both singular and plural forms, unless the context clearly indicates otherwise. It will be further understood that the terms "and / or," as used in the description of the embodiments of the application, refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0031] Hereinafter, the terms "first", "second" are only used for the purpose of description, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features, and in the description of the embodiments of the present application, the meaning of "multiple" is two or more, unless otherwise specified.

[0032] For the convenience of understanding, the method provided by the present embodiment is described in the flow. Please refer to Figure 1 , a flowchart of the road lighting energy-saving control method of the fusion sensor in the embodiment of the present application.

[0033] S101, construct the streetlight network of the target road, which includes the position and number of each streetlight;

[0034] The timing of this step is before the road lighting system starts the energy-saving control function, and the scene is that the streetlights of the target road have completed hardware deployment (including communication module, control module) and are in a networkable state.

[0035] This step is the basis for realizing the coordinated regulation and control of all road sections, and the specific execution process is as follows: first, the road lighting system reads the installation geographic coordinates (such as latitude and longitude) or relative position (such as distance from the starting point of the road, left / right number of the road) of each streetlight on the target road through the preset equipment account, and at the same time, the unique device number of each streetlight is called, which can be prepared according to the rule of "road section code-streetlight serial number", for example, "main road A-001", to ensure the uniqueness and identifiability of the number; secondly, the system binds the number of each streetlight with the corresponding position information to form a one-to-one mapping relationship; finally, based on the mapping relationship, a streetlight network is constructed, which needs to have data transmission and instruction interaction ability, and provides network support for subsequent brightness unified regulation and control and state real-time feedback.

[0036] In practical applications, for newly built roads, the position and number information can be input synchronously during the installation of street lamps; for roads already built, the position and number data of street lamps can be completed through field survey, GIS geographic information system matching, etc. to ensure that the street lamp network covers all the street lamp nodes of the target road without omission or repetition.

[0037] S102, when the street lamp is turned on, the real-time road environment brightness is collected by the sensor to determine the basic standby brightness of the street lamp when there is no traffic flow;

[0038] Among them, the sensor refers to a light sensing device deployed on the target road street lamp or along the road, which is used to collect the ambient light intensity in real time.

[0039] The timing of the step is after the street lamp is turned on and before the traffic flow and pedestrians are detected, the scene covers the period when the street lamp is needed for auxiliary lighting such as night, dusk, dawn, etc., and the interference of extreme weather (such as rainstorm, snowstorm leading to sensor failure) needs to be excluded.

[0040] This step is the key prerequisite for realizing the energy saving of street lamps, and the core is to dynamically determine the minimum lighting brightness according to the natural lighting conditions. The specific execution process is as follows: first, the road lighting system triggers the light sensing device deployed on the street lamp, which reads the ambient light value of the target road in real time according to the preset collection frequency (such as collecting once every 5 seconds). In order to ensure the accuracy of the data, the system can collect the values of multiple light sensing devices and calculate the average value to obtain the average light value of the current road environment; secondly, the system calls the preset brightness level mapping table, which can be based on the "Urban Road Lighting Design Standard" and the actual lighting needs, and contains the matching relationship between different ambient light value intervals and corresponding basic brightness, for example, when the ambient light value is 0-10lx (no moonlight at night), the corresponding basic brightness is 15lx, and when the ambient light value is 10-30lx (dusk / dawn), the corresponding basic brightness is 10lx; finally, the system matches the corresponding basic brightness in the mapping table according to the average light value, and determines this brightness as the basic standby brightness of the whole road section, which is the energy-saving lighting state when there is no traffic flow or pedestrian. It should be noted that the basic standby brightness can be flexibly adjusted according to the road grade, and the basic standby brightness of the main road can be higher than that of the branch road to ensure the basic traffic safety when there is no traffic flow, while avoiding invalid energy consumption.

[0041] S103, acquiring real-time monitoring data in the lighting area corresponding to each street lamp to determine the distribution density of vehicles and pedestrians;

[0042] Among them, the lighting area corresponding to each street lamp refers to the light coverage range of a single street lamp, which is usually a rectangular area centered on the street lamp and extending along the road. Different power street lamps correspond to different lighting area areas.

[0043] This step is performed after the streetlights are turned on and enter basic standby brightness mode, in a scenario where there is a possibility of vehicles or pedestrians passing through the target road, and the image acquisition device is in normal working condition.

[0044] The core of this step is to quantify traffic demand within the illuminated area, providing data support for subsequent brightness adjustments. The specific execution process is as follows: First, the road lighting system triggers the image acquisition device (such as a high-definition camera) mounted on each streetlight to acquire video footage of the corresponding illuminated area in real time. The acquisition frequency is consistent with that of the light-sensing device to ensure data synchronization. Second, the system uses image processing technology to analyze the acquired video footage. Through algorithms such as background modeling and frame differencing, moving vehicles and pedestrians in the footage are separated from the stationary road surface, green belt, guardrails, and other background elements, filtering out interference from non-moving objects. Third, the system performs pixel counting on the separated moving targets, calculating the total number of moving pixels occupied by moving vehicles and pedestrians, while also counting the total number of pixels in the corresponding illuminated area. Finally, by calculating the proportion of moving pixels to the total number of pixels, the distribution density of vehicles and pedestrians within the illuminated area is determined. A higher proportion indicates busier traffic in the area.

[0045] For example, if the total number of pixels in the image of a streetlight's illuminated area is 10,000 and the number of moving pixels is 2,000, then the distribution density is 20%. In the event of a malfunction in the image acquisition equipment, the system can supplement the data by calling the monitoring data of adjacent streetlights to ensure the continuity and accuracy of the distribution density calculation.

[0046] S104. Based on the basic standby brightness, calculate the target brightness of each street light according to the distribution density to obtain the brightness list of the entire road section.

[0047] This step is performed after the system obtains the distribution density of each street light illumination area, in a scenario where the target road has varying degrees of traffic and pedestrian traffic demand, and the street light brightness needs to be adjusted according to the demand.

[0048] The first, the road lighting system calls the preset brightness adjustment table, which contains the matching relationship between the distribution density interval and the brightness adjustment coefficient, for example, the adjustment coefficient is 1.0 (maintain the basic standby brightness) when the distribution density is 0-10%, the adjustment coefficient is 1.5 when the distribution density is 10%-30%, the adjustment coefficient is 2.0 when the distribution density is 30%-50%, and the adjustment coefficient is 2.5 when the distribution density is greater than 50%. The adjustment coefficient can be adjusted according to the road grade and lighting standard; secondly, the system matches the corresponding adjustment coefficient according to the distribution density of each street lamp, calculates the initial target brightness, and the calculation formula is: initial target brightness = basic standby brightness × adjustment coefficient; thirdly, in order to avoid the brightness contrast of adjacent street lamps being too large, the system performs smooth transition calculation on the initial target brightness of adjacent street lamps, for example, using the weighted average method, the initial target brightness of the current street lamp and the initial target brightness of the adjacent street lamps are weighted and operated to obtain the balanced target brightness, so that the brightness difference of adjacent street lamps does not exceed the preset threshold (such as 5lx); then, the system compares the balanced target brightness with the basic standby brightness, and selects the higher value as the final target brightness, so that the brightness of the street lamp is not lower than the minimum lighting standard; finally, the system collects the number of each street lamp on the target road and the corresponding final target brightness to form a full section brightness list, which clearly marks the street lamp number, position, distribution density, target brightness and other information, providing a basis for subsequent instruction generation.

[0049] S105, generating a gradual control instruction according to the full section brightness list to control the smooth adjustment of each street lamp in the street lamp network to the corresponding target brightness within a predetermined time.

[0050] The timing of this step is after the system generates the full section brightness list, and the scene is that the target road needs to adjust the brightness of the street lamp according to the traffic demand, and needs to ensure the visual comfort of the driver and the pedestrian.

[0051] The final link in realizing precise control of brightness is as follows: first, the road lighting system reads the target brightness of each street lamp in the full section brightness list, and simultaneously collects the current actual brightness of each street lamp through the street lamp network, calculates the gradual difference between the actual brightness and the target brightness of each street lamp, and a positive difference indicates that the brightness needs to be adjusted up, and a negative difference indicates that the brightness needs to be adjusted down; second, the system retrieves preset dimming parameters, including a predetermined time (such as 3 seconds) and a dimming curve (such as a linear curve or a sinusoidal curve), and the dimming curve needs to be selected in accordance with the visual adaptation characteristics of the human eye to avoid sudden changes in brightness; third, the system calculates the dimming rate of each street lamp based on the gradual difference, the predetermined time, and the dimming curve, for example, if the gradual difference is 10 lx and the predetermined time is 3 seconds, then the dimming rate is 10 / 3 lx / s, and a corresponding gradual control instruction is generated, which includes the street lamp number, the target brightness, the dimming duration, the dimming curve type, and other key information; then, the system sends the gradual control instruction to the corresponding street lamp control module through the street lamp network; finally, after receiving the instruction, the street lamp control module controls the street lamp power driver to gradually adjust the output current according to the preset smooth curve, and the change in the current directly drives the brightness change of the LED street lamp, ensuring that the street lamp smoothly transitions from the current brightness to the target brightness within the predetermined time. During the dimming process, the system will collect real-time brightness feedback data from the street lamp, and if the actual dimming rate does not match the preset rate or the brightness does not reach the target value, a correction instruction will be sent in a timely manner to ensure that the dimming effect meets the requirements. In addition, the predetermined time can be flexibly set according to the type of road, and the predetermined time for the main road can be appropriately shortened (such as 1-2 seconds), and the predetermined time for the branch road can be appropriately extended (such as 3-5 seconds), taking into account the dimming efficiency and visual comfort.

[0052] In the above embodiment, the full-link collaborative technical means of "first constructing a networking foundation containing street lamp positions and numbers, then adaptively setting standby brightness through sensors, quantifying the distribution density of people and vehicles, evenly calculating the target brightness of the full section, and generating gradual instructions for smooth dimming" is adopted, so that the lighting control is upgraded from "single-point passive response" to "full-section active adaptation", effectively solving the problems of the "one-size-fits-all" time sequence control in the prior art that cannot match real-time traffic demand, the sudden brightness changes of single-lamp sensing control affecting visual comfort, and the lack of coordination between the full-section brightness leading to lighting blind spots, and further realizing the technical effects of precise matching of lighting intensity and actual people and vehicle demand, smooth transition of full-section brightness, and maximum energy saving, taking into account road lighting safety, visual comfort, and energy saving benefits.

[0053] In combination with the above embodiment, the method provided by the present embodiment is further described in more detail. Please refer to Figure 2 , which is another flowchart of the road lighting energy-saving control method incorporating sensors in the embodiments of the present application.

[0054] S201, monitoring the execution of the gradual control instruction by the street lamp network in real time;

[0055] The timing of the step execution is after the gradual control instruction is sent to each street lamp in step S105, throughout the entire dimming process and the stable running phase after dimming, covering the entire cycle of dimming execution of all street lamps on the target road in different states, including normal dimming, dimming abnormality, dimming completion, etc.

[0056] This step is the key to guarantee the dimming effect and the continuity of road lighting, and the core purpose is to timely discover the execution failure of the instruction and avoid insufficient lighting or brightness mutation caused by the failure of street lamps to dim according to the requirements.

[0057] The specific execution process is as follows: first, the road lighting system starts the real-time monitoring mechanism, continuously sends state query instructions to each street lamp through the bidirectional communication link of the street lamp network, or receives the running feedback data uploaded by each street lamp actively, and the feedback data needs to include the current actual brightness, dimming progress (such as the dimming time length / total dimming time length), device running state and other information; secondly, the system compares the actual feedback data of each street lamp with the preset gradual control instruction parameters, and the comparison content includes: whether the actual brightness in the dimming process changes along the preset curve, whether the deviation of the actual brightness and the theoretical brightness at each time node is within the allowed range, and whether the actual brightness after dimming is equal to the target brightness in the instruction; finally, the system determines the comparison result, if the actual execution data of all street lamps meets the instruction requirements, it is determined that the execution is normal; if the actual brightness deviates from the theoretical brightness beyond the allowed range, the dimming is not started, the dimming is interrupted or the brightness after dimming does not meet the target requirements, etc. of any street lamp, it is determined that the execution of the street lamp is abnormal. In actual application, in order to improve the monitoring efficiency, the system can perform grouped monitoring according to the control groups divided in step S101, and the group leader node can feed back the execution state of the street lamps in the group to the system after summarizing, so as to reduce the direct communication pressure; at the same time, in view of the situation that the feedback data cannot be obtained due to communication interruption, the system can set a timeout threshold, and if the feedback is not received within the timeout, it is directly determined as an execution abnormality.

[0058] S202, if any target street lamp does not brighten according to the gradual control instruction, the target street lamp is determined as a faulty street lamp, and street lamp damage information is sent to the management terminal;

[0059] The timing of the execution of this step is to monitor the discovery that any target street light does not brighten according to the gradual control instruction, the scene is that the target street light exists brightening execution exception, and it is preliminarily judged that the equipment or communication failure causes. The core role of this step is to accurately locate the fault street lamp and trigger the alarm, to ensure that the fault can be discovered and handled in time. The specific execution process is as follows: first, the road lighting system based on the monitoring comparison result of S201 step, the determination standard of "not brightening according to the instruction" is confirmed again, to exclude the temporary abnormality caused by the delay of receiving the instruction, the temporary voltage fluctuation, to avoid misjudgment; second, if there is still the case of not brightening according to the instruction after the secondary confirmation, the target street light is directly determined as a fault street light, and the key information of the fault street light is extracted, including the street light number, the specific position, the fault occurrence time, the fault type (such as "not starting to brighten", "brightening does not reach the target", "lighting interruption"), the corresponding gradual control instruction parameters (such as target brightness, planned brightening time) and the like; finally, the system sends the street light damage information to the management terminal through the preset communication mode, the sending form can include pop-up alarm, sound prompt, SMS notification or APP push and the like, at the same time, the fault information is stored to the system database, to form the fault account, to facilitate subsequent tracing and statistics.

[0060] S203, acquiring a first target brightness planned to be executed by the fault street light, and a second target brightness planned to be executed by the adjacent street light before and after the fault street light;

[0061] The timing of the execution of this step is synchronous with the operation of determining the fault street light in S202 step, the scene is that the fault street lamp has been accurately located, and the lighting compensation mechanism needs to be quickly started to avoid the appearance of lighting blind area in the fault area, which is suitable for all types of fault street lamps. This step is the basis of subsequent light compensation operation, the core purpose is to obtain the key brightness parameters required for light compensation calculation, to ensure that the light compensation brightness is reasonable and coordinated with the surrounding lighting.

[0062] The specific implementation process is as follows: first, the road lighting system determines the fault street lamp, and immediately calls up the full road section brightness list generated in step S105 and the corresponding fade control instruction archive data, accurately extracts the target brightness corresponding to the fault street lamp from the archive data, defines it as the first target brightness, which is the normal lighting brightness that the fault area should reach, and is also the brightness gap benchmark that needs to be filled by subsequent light compensation; secondly, based on the street lamp topology mapping relationship constructed in step S101, according to the number and position of the fault street lamp, the front and rear adjacent street lamps in the direction of the road are located (if the fault street lamp is the first one at the beginning of the road section, there is only a rear adjacent street lamp; if it is the last one at the end of the road section, there is only a front adjacent street lamp); finally, the planned execution target brightness corresponding to the front and rear adjacent street lamps is extracted from the full road section brightness list and the fade control instruction archive, and is defined as the second target brightness. It should be noted that if the adjacent street lamps also have faults that do not brighten according to the instructions, the system needs to continue to locate the front and rear street lamps of the adjacent street lamps to ensure that the street lamps that can normally execute instructions or normally receive light compensation instructions can be found as the main body of light compensation; at the same time, the first and second target brightnesses extracted need to be marked with the extraction time and instruction batch to avoid confusion with subsequent possible new dimming instructions.

[0063] S204, the first target brightness is converted according to a preset compensation coefficient to obtain a brightness compensation value;

[0064] The timing of this step is after obtaining the first target brightness and the second target brightness of the front and rear adjacent street lamps in step S203, and the scene is that the brightness gap of the fault street lamp has been determined, and the gap needs to be filled by the adjacent street lamps.

[0065] The core of this step is to scientifically determine the light compensation amplitude, which not only ensures sufficient lighting in the fault area, but also avoids excessive light compensation of the adjacent street lamps leading to brightness mutation or equipment wear. The specific implementation process is as follows: first, the road lighting system calls up the preset compensation coefficient, which needs to be set based on the lighting coverage range of the street lamp, the light attenuation characteristics and the road lighting standard, and is determined after multiple actual measurement verifications, for example: if the overlapping area of the lighting coverage range of the street lamp is large (such as the lighting range of the adjacent street lamps overlapping by more than 30%), the compensation coefficient can be set to 0.6-0.7; if the overlapping area is small, the compensation coefficient can be set to 0.8-0.9; at the same time, the compensation coefficient can be adjusted according to the road grade, the compensation coefficient can be appropriately increased for main roads due to higher lighting needs, and the compensation coefficient can be appropriately reduced for branch roads; in addition, the system can preset multiple compensation coefficient gears, which are dynamically matched according to the distance between the fault street lamp and the adjacent street lamp, the closer the distance, the higher the coefficient, and the farther the distance, the lower the coefficient.

[0066] Secondly, the system carries out multiplication operation on the first target brightness obtained in the step S203 and the preset compensation coefficient, and the calculation formula is: brightness compensation value = first target brightness x compensation coefficient; if the fault street lamp only has a single-side adjacent street lamp (such as the starting point or the ending point of the road section), the single-side adjacent street lamp needs to bear the whole compensation value, that is, the compensation coefficient is still calculated according to the preset value; if there are double-side adjacent street lamps, the double-side share the compensation value, which can be distributed by averaging (the compensation coefficient of the double-side is 1 / 2 of the preset value) or by distance (the coefficient of the street lamp close to the fault street lamp is high, and the coefficient of the street lamp far from the fault street lamp is low). Finally, the system carries out rationality check on the calculated brightness compensation value, if the compensation value is less than 0 (because the first target brightness and the compensation coefficient are both positive numbers, it will not appear normally) or greater than the preset maximum compensation limit value, it is adjusted to the maximum compensation limit value or the minimum compensation limit value; if the compensation value is within the reasonable range, it is directly determined as the final brightness compensation value. For example, the first target brightness of the fault street lamp is 30lx, the preset compensation coefficient is 0.8, and the double-side adjacent street lamps are averagely distributed, so the brightness compensation value of each side adjacent street lamp is 30x0.8x1 / 2 = 12lx.

[0067] S205, superimposes the brightness compensation value on the second target brightness of the front and rear adjacent street lamps respectively to obtain corresponding third target brightness;

[0068] The timing of this step is after the determination of the brightness compensation value in the step S204, and the scene is that the light compensation amplitude of the adjacent street lamp has been determined, and the new target brightness of the adjacent street lamp needs to be determined through brightness superposition calculation.

[0069] This step is the core premise of the light compensation instruction generation, and the purpose is to accurately compensate for the lighting gap of the fault street lamp through the brightness improvement of the adjacent street lamp, and to ensure that the lighting intensity of the fault area meets the requirements. The specific execution process is as follows: first, the road lighting system sorts out the number of front and rear adjacent street lamps and the corresponding second target brightness, and determines the brightness compensation value that each adjacent street lamp needs to superimpose (if it is a double-side adjacent street lamp, the compensation value of each side needs to be distinguished according to the distribution method determined in the step S204; if it is a single-side adjacent street lamp, the whole compensation value is directly used); secondly, the system carries out addition operation on the second target brightness of each adjacent street lamp and the corresponding brightness compensation value, and the calculation formula is: third target brightness = second target brightness + brightness compensation value; for example, the second target brightness of the front-side adjacent street lamp is 25lx, and the allocated brightness compensation value is 12lx, so the third target brightness of the street lamp is 25+12 = 37lx; the second target brightness of the rear-side adjacent street lamp is 25lx, and the allocated brightness compensation value is 12lx, so its third target brightness is also 37lx.

[0070] In the calculation process, if the adjacent street lamp is currently in the dimming process (i.e. the gradual control instruction of S105 step has not been executed completely), the system needs to be based on the theoretical second target brightness progress corresponding to the current actual brightness for superposition, for example, the adjacent street lamp plans to adjust from 20lx to 25lx (second target brightness), has been adjusted to 22lx (40% dimming progress is completed), after superimposing 12lx compensation value, the third target brightness is 37lx, and the subsequent dimming needs to continue from 22lx to 37lx, so that the dimming process is continuous; if the adjacent street lamp has completed the dimming of S105 step, and is in a stable running state, then the compensation value is directly superimposed on the basis of the current stable brightness (i.e. the second target brightness) to obtain the third target brightness. Finally, the system records the third target brightness of each adjacent street lamp, and associates the corresponding fault street lamp information to form a compensation brightness list, which needs to include the adjacent street lamp number, the original second target brightness, the superimposed compensation value, the third target brightness and other information, to provide a basis for subsequent compensation instruction generation.

[0071] It should be noted that if the same adjacent street lamp needs to provide compensation light for multiple fault street lamps (such as fault street lamps appearing before and after the street lamp), the compensation brightness of the multiple fault street lamps needs to be added up, and then superimposed with the second target brightness of the street lamp to obtain the final third target brightness.

[0072] S206, determine whether each third target brightness exceeds the maximum rated brightness of the street lamp;

[0073] The timing of this step is after the third target brightness of all adjacent street lamps participating in compensation is calculated in S205 step, and the scene is to check the safety of the compensation target brightness to avoid damage to the street lamp equipment or shorten the service life due to excessive compensation.

[0074] This step is the core link to ensure the safety of the compensation operation, and the core purpose is to balance the compensation demand and the safety limit of the equipment. The specific execution process is as follows: first, the road lighting system retrieves the equipment parameter file of each adjacent street lamp participating in compensation, and extracts the maximum rated brightness of each street lamp from the file, which is a fixed specification when the street lamp is manufactured; second, the system compares the third target brightness of each adjacent street lamp with the corresponding maximum rated brightness one by one, and the comparison method is to directly compare the numerical values, for example: the third target brightness of adjacent street lamp A is 37lx, and the maximum rated brightness is 40lx, then 37lx<40lx; the third target brightness of adjacent street lamp B is 42lx, and the maximum rated brightness is 40lx, then 42lx>40lx; finally, the system determines the comparison result of each adjacent street lamp separately, records the determination result of “whether the third target brightness exceeds the maximum rated brightness” of each street lamp, and provides a basis for determining the final compensation instruction subsequently.

[0075] In practical applications, considering that long-term use of the street lamp device can cause performance degradation, the system can set a safety redundancy threshold based on the maximum rated brightness. If the third target brightness exceeds the redundancy threshold, it is determined that the safety upper limit is approached, and in addition to processing according to the subsequent steps, device load warning information is also sent to the management terminal. At the same time, if the third target brightness of the adjacent street lamp is much lower than the maximum rated brightness, the system can record this situation to facilitate subsequent optimization of the compensation coefficient setting and improve the light compensation efficiency.

[0076] If the third target brightness exceeds the maximum rated brightness of the street lamp, step S207 is performed;

[0077] If not, step S208 is performed.

[0078] S207, taking the maximum rated brightness as the final instruction;

[0079] The road lighting system confirms the specific difference between the third target brightness and the maximum rated brightness of the adjacent street lamp, and determines the degree of excess. Secondly, the system discards the originally calculated third target brightness and determines the maximum rated brightness of the street lamp as the new light compensation target brightness. Since the maximum rated brightness is the upper limit of safe operation of the device, taking it as the target can both avoid device damage and provide maximum light compensation brightness to compensate for the lighting gap of the faulty street lamp as much as possible. Finally, the system generates the final light compensation control instruction based on the maximum rated brightness. In addition to the brightness target, the instruction also needs to include the dimming parameter. The setting of the dimming parameter needs to follow the principle of smooth dimming. If the current brightness of the adjacent street lamp is lower than the maximum rated brightness, a reasonable fade time and smooth dimming curve need to be set to control the brightness to gradually increase from the current value to the maximum rated brightness, avoiding sudden changes in brightness. If the current brightness of the adjacent street lamp has reached or exceeded the maximum rated brightness, the instruction content is "maintain the current maximum rated brightness operation" and no additional dimming is needed.

[0080] S208, taking the third target brightness as the final instruction to control the adjacent street lamps to provide light compensation.

[0081] This step is the final link to achieve effective light compensation. The core purpose is to control the adjacent street lamps to increase brightness through precise light compensation instructions to fill the lighting gap in the faulty area and ensure the continuity and safety of road lighting.

[0082] The specific execution process is as follows: first, the road lighting system confirms that the third target brightness of the adjacent street lamp is in a safe range (≤ maximum rated brightness), and there is no need to adjust the light compensation target; second, the system generates a final light compensation control instruction based on the third target brightness, and the instruction content needs to include: street lamp number (precise positioning light compensation street lamp), third target brightness, light adjustment time (which needs to be determined according to the difference between the current brightness and the third target brightness, the greater the difference, the longer the light adjustment time, light adjustment curve (preferably a sine curve or a linear curve, which conforms to the human eye visual adaptation characteristics); if the adjacent street lamp is currently in the gradual light adjustment process of S105 step, the system needs to fuse the light compensation instruction with the original light adjustment instruction, adjust the original light adjustment curve and time, and ensure smooth transition from the current light adjustment progress to the third target brightness, to avoid light adjustment disorder caused by the conflict of the two instructions; if the adjacent street lamp has completed the original light adjustment and is in a stable state, the light compensation instruction is directly sent to control it to smoothly adjust from the current stable brightness to the third target brightness. Finally, the system sends the final light compensation instruction to the corresponding adjacent street lamp through the street lamp network, and starts real-time monitoring to track the execution of the light compensation instruction, so that the adjacent street lamp can complete the light compensation according to the instruction, and the actual lighting brightness of the fault area reaches the expected requirement. After the light compensation is completed, the system continues to monitor the running state of the adjacent street lamp until the fault street lamp is repaired and normal lighting is restored, and then sends a recovery instruction to the adjacent street lamp to control it to smoothly adjust back to the original second target brightness from the light compensation brightness.

[0083] In the embodiments of the present application, since the "instruction execution real-time monitoring, fault street lamp precise positioning alarm, adjacent street lamp brightness compensation calculation, light compensation target safety verification" fault emergency light compensation whole process technical means are adopted, the rapid response and precise filling of the fault lighting gap are realized, the problems of failure to discover the fault street lamp in time, the fault area prone to have a lighting blind area, the light compensation excessively damaging the equipment or the light compensation not enough to affect the safety in the prior art are effectively solved, and the technical effects of ensuring the continuity and safety of road lighting, improving the fault handling efficiency, and safely operating the street lamp equipment are achieved.

[0084] The road lighting system in the embodiments of the present application will be described from the perspective of hardware processing. Figure 3 is a kind of entity device structure schematic diagram of road lighting system in the embodiments of the present application.

[0085] It should be noted that, Figure 3 The structure of the road lighting system shown is only an example, and should not limit the functions and use range of the embodiments of the present application.

[0086] As Figure 3As shown, the road lighting system includes a Central Processing Unit (CPU) 301 which can perform various appropriate actions and processes in accordance with a program stored in a Read-Only Memory (ROM) 302 or a program loaded from a storage section 308 into a Random Access Memory (RAM) 303, such as performing the methods described in the above embodiments. In the RAM 303, various programs and data required for operation of the system are also stored. The CPU 301, the ROM 302, and the RAM 303 are connected to each other through a bus 304. An Input / Output (I / O) interface 305 is also connected to the bus 304.

[0087] Connected to the I / O interface 305 are an input section 306 including an audio input device, a push button switch, and the like; an output section 307 including a Liquid Crystal Display (LCD), an audio output device, an indicator, and the like; a storage section 308 including a hard disk and the like; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card, a modem, and the like. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to the I / O interface 305 as necessary. A removable media 311 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, and the like is attached to the drive 310 as necessary, so that a computer program read therefrom is installed into the storage section 308 as necessary.

[0088] In particular, the processes described above with reference to the flowcharts can be implemented as a computer software program in accordance with embodiments of the present application. For example, embodiments of the present application include a computer program product comprising a computer program carried on a computer readable medium, the computer program containing a computer program for performing the methods illustrated by the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via the communication section 309, and / or installed from the removable media 311. When the computer program is executed by the Central Processing Unit (CPU) 301, various functions defined in the present application are performed.

[0089] Note that specific examples of computer-readable storage media can include but are not limited to an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present disclosure, computer-readable storage media can be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0090] The flow diagrams and the block diagrams in the drawings are illustrations of architectures, functional processes, and operational processes, according to various embodiments of the present application. It will be understood that each block of the flow diagrams and / or block diagrams, and combinations of blocks in the flow diagrams and / or the block diagrams, can be implemented by computer readable program instructions such as program code. Such computer readable program instructions can be provided to a processor of a general purpose computer, special purpose computer, 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, implement the functions / acts specified in the flow diagrams and / or block diagrams.

[0091] In particular, the road lighting system of the embodiment includes a processor and a memory, and the memory stores a computer program. When the computer program is executed by the processor, the road lighting energy-saving control method with fusion sensors provided in the above embodiment is implemented.

[0092] As another aspect, the present application further provides a computer readable storage medium. The storage medium can be included in the road lighting system described in the above embodiments, or can exist separately and not be assembled into the road lighting system. The storage medium carries one or more computer programs. When the one or more computer programs are executed by a processor of the road lighting system, the road lighting energy-saving control method with fusion sensors provided in the above embodiments is implemented.

[0093] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit the present application; even though the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements to some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

[0094] In the above embodiments, the term "when" can be interpreted to mean "if" or "after" or "in response to determining" or "in response to detecting" depending on the context. Similarly, the phrase "on determining" or "if detecting (a stated condition or event)" can be interpreted to mean "if determining" or "in response to determining" or "on detecting (a stated condition or event)" or "in response to detecting (a stated condition or event)" depending on the context.

[0095] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by a computer program instructing the relevant hardware to complete, and the program can be stored in a computer readable storage medium. When the program is executed, it can include the processes of the above-mentioned embodiments. The aforementioned storage medium includes ROM or random storage memory RAM, magnetic disk or optical disk and various storage program codes.

Claims

1. A method for energy-saving control of road lighting using integrated sensors, characterized in that, Applied to road lighting systems, the method includes: Construct a street light network for the target road, wherein the street light network includes the location and number of each street light; When the streetlights are turned on, the ambient road brightness is collected in real time by sensors to determine the basic standby brightness of the streetlights when there is no traffic. Obtain real-time monitoring data within the illumination area corresponding to each street light to determine the distribution density of vehicles and pedestrians; Based on the aforementioned basic standby brightness, the target brightness of each street light is calculated according to the aforementioned distribution density to obtain a brightness list for the entire road segment. Based on the brightness list of the entire road segment, a gradual control command is generated to control each street light in the street light network to smoothly adjust to the corresponding target brightness within a predetermined time.

2. The method according to claim 1, characterized in that, The steps for constructing the street light network for the target road specifically include: Obtain the installation location coordinates and unique device number of each street light on the target road; Based on the installation location coordinates, all streetlights are sorted according to the road direction to obtain the streetlight topology mapping relationship; Based on the street light topology mapping relationship, a preset communication protocol is used to divide all street lights into multiple control groups with group leader nodes in order to construct a street light network that can communicate bidirectionally.

3. The method according to claim 1, characterized in that, The step of determining the basic standby brightness of the streetlights when there is no traffic by collecting real-time road ambient brightness data through sensors when the streetlights are turned on specifically includes: The average illumination value of the current road environment is read using a light-sensing device; Based on a preset brightness level mapping table, the base brightness corresponding to the average illumination value is determined; The base brightness is determined as the base standby brightness of streetlights along the entire road section, serving as the energy-saving lighting state when there are no vehicles or pedestrians.

4. The method according to claim 1, characterized in that, The step of obtaining real-time monitoring data within the illumination area corresponding to each street light and determining the distribution density of vehicles and pedestrians specifically includes: Real-time video footage of the illuminated area is captured using the image acquisition devices of each street light. Image processing technology is used to separate moving vehicles and pedestrians from the static road background in the real-time video footage; Count the number of moving pixels occupied by moving vehicles and pedestrians; The proportion of the number of moving pixels to the total number of pixels in the current illuminated area is calculated and determined as the distribution density of vehicles and pedestrians.

5. The method according to claim 1, characterized in that, The step of calculating the target brightness of each street light based on the basic standby brightness and according to the distribution density to obtain the brightness list of the entire road segment specifically includes: Based on the distribution density, the initial target brightness of the corresponding street light is determined according to the preset brightness adjustment table; A smooth transition calculation is performed on the initial target brightness of adjacent streetlights to obtain a balanced target brightness, so as to avoid drastic contrasts between adjacent streetlights. The balanced target brightness is compared with the basic standby brightness, and the brighter brightness of the two is selected as the target brightness. The target brightness of each street light is compiled into a brightness list for the entire road section.

6. The method according to claim 1, characterized in that, The step of generating a gradient control command based on the full road segment brightness list specifically includes: Obtain the current actual brightness of each street light and calculate the gradual difference between the actual brightness and the target brightness; Based on the gradual difference value, the street light power driver is controlled to gradually change the output current according to a preset smooth curve within a preset gradual time until the target brightness is reached.

7. The method according to claim 1, characterized in that, After the step of generating the gradient control command based on the full road segment brightness list, the method further includes: Real-time monitoring of the street light network's execution of the gradual control commands; If any target street light does not brighten according to the gradual control command, the target street light is determined to be a faulty street light, and a street light damage information is sent to the management terminal. Simultaneously, the first target brightness to be executed by the faulty street light and the second target brightness to be executed by the adjacent street lights are obtained; The brightness of the first target is calculated according to a preset compensation coefficient to obtain a brightness compensation value; The brightness compensation value is superimposed on the second target brightness of the adjacent streetlights to obtain the corresponding third target brightness; Determine whether the brightness of each of the third targets exceeds the maximum rated brightness of the streetlight; If it exceeds the limit, the maximum rated brightness will be used as the final instruction; If the target brightness is not exceeded, the third target brightness will be used as the final instruction to control the adjacent streetlights to provide supplementary lighting.

8. A road lighting system, characterized in that, The road lighting system includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory being used to store computer program code, the computer program code including computer instructions, and the one or more processors invoking the computer instructions to cause the road lighting system to perform the method as described in any one of claims 1-7.

9. A computer-readable storage medium comprising instructions, characterized in that, When the instructions are executed on the road lighting system, the road lighting system performs the method as described in any one of claims 1-7.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is run on the road lighting system, it causes the road lighting system to perform the method as described in any one of claims 1-7.

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