Tunnel lighting energy-saving system based on vehicle dynamic information and control method thereof

Abstract

The present application relates to the field of tunnel lighting, in particular to a tunnel lighting energy-saving system based on vehicle dynamic information and a control method thereof. The system comprises a vehicle sensing module, an illumination detection module, a control center, a dimming controller and lighting fixtures. The vehicle sensing module uses a ground inductor and a video recognition device to predict the arrival of a vehicle in advance. The illumination detection module comprises a tunnel inside and outside illumination sensor and a verification device based on photovoltaic measurement, realizing double collection and mutual verification of illumination data. The control center dynamically calculates the required illumination according to the vehicle traffic information and illumination data, executes the on-demand lighting control of brightening the light when a vehicle arrives and dimming the light when a vehicle leaves through the dimming controller, and maintains the minimum illumination when there is no vehicle and switches to a safety lighting mode when there is a fault. The present application realizes dynamic energy-saving control of tunnel lighting, effectively reduces energy consumption, avoids the "black hole effect" and "white hole effect" of drivers when entering and leaving the tunnel, and improves driving safety and comfort.

Description

Technical Field

[0001] This invention relates to the field of tunnel lighting, specifically to a tunnel lighting energy-saving system and control method based on vehicle dynamic information. Background Technology

[0002] With the rapid development of highway construction in my country, the energy consumption problem of tunnel lighting systems has become increasingly prominent. According to statistics, road lighting accounts for 30% of the country's annual lighting power consumption and 10% of the total national power consumption. Among them, about 35% of road lighting energy is wasted. Tunnel lighting, as a major energy consumer in road lighting, often results in huge energy waste in sections with low traffic volume due to its special structure, as traditional tunnel lighting methods often keep the lamps on all day.

[0003] Currently, research on tunnel lighting safety and energy conservation mainly focuses on two aspects: energy-saving lamps and energy-saving control methods. In terms of lamps, the widespread application of LED energy-saving lamps is the primary focus, while control methods have gradually evolved from early loop control to stepless dimming control. However, most existing tunnel lighting systems only implement basic functions such as timed automatic switching, non-intelligent dimming, and remote switching, lacking the ability to quickly and dynamically adjust according to actual vehicle traffic conditions, thus failing to fully realize the system's energy-saving potential.

[0004] Regarding tunnel lighting control strategies, while existing technologies propose intelligent control based on parameters such as external brightness and traffic volume, and incorporate short-term traffic flow prediction theory to achieve the design goal of on-demand lighting, in practical engineering applications, it remains difficult to achieve advance prediction and dynamic response before vehicle arrival. Furthermore, when drivers enter and exit tunnels, the rapid changes in light intensity within their field of vision can cause their pupils to not adapt quickly enough, easily resulting in the "black hole effect" and "white hole effect," affecting driving safety and comfort. Existing lighting control methods still fall short in addressing this visual adaptation requirement.

[0005] In terms of sensor applications, existing tunnel lighting systems typically rely on a single type of sensor for vehicle detection or illuminance data collection, such as using inductive loops or illuminance sensors alone. This single-sensor approach makes it difficult to detect and correct sensor malfunctions or data drift in a timely manner during long-term operation. This can lead to lighting control failures or malfunctions, thereby affecting driving safety and energy efficiency. Furthermore, existing systems lack a mechanism to verify the sensor's own operational status, failing to guarantee the long-term reliability of the detection data.

[0006] In summary, existing tunnel lighting control technologies lack an intelligent control scheme that can predict, respond quickly, and provide on-demand lighting based on vehicle dynamic information in practical applications. They also lack effective means to verify detection equipment, making it difficult to achieve maximum energy saving while ensuring driving safety. Summary of the Invention

[0007] To address the above problems, this invention proposes a tunnel lighting energy-saving system and its control method based on vehicle dynamic information. Data is collected through vehicle sensing and illuminance detection devices. The control center predicts approaching vehicles and dynamically calculates the required illuminance. The dimming controller executes on-demand lighting, turning lights on when vehicles approach and off when vehicles leave. A fault-safe mode is also included, and a photovoltaic verification device ensures reliable illuminance detection.

[0008] To achieve the above objectives, the present invention specifically adopts the following solution: A tunnel lighting energy-saving system based on vehicle dynamic information includes: The vehicle perception module includes a ground inductive loop and a video recognition device. The ground inductive loop is buried under the road surface in front of the tunnel entrance, and the video recognition device is installed on a roadside pillar in front of the tunnel entrance. The illuminance detection module includes an external illuminance sensor and an internal illuminance sensor. The external illuminance sensor is installed on the roadside outside the tunnel entrance, and the internal illuminance sensor is installed on the side wall or top inside the tunnel. The control center is an industrial control computer or server installed in the tunnel power distribution room, which is electrically or communicatively connected to the vehicle sensing module and the illuminance detection module, respectively. The dimming controller is installed in the tunnel power distribution room and is electrically or communicatively connected to the control center. Lighting fixtures, including dimmable and fixed illuminance fixtures, are arranged along the top or side walls of the tunnel entrance, transition, intermediate, and exit sections, and the lighting fixtures are electrically connected to the dimming controller.

[0009] Furthermore, the inductive loop is buried under the road surface 150-230 meters in front of the tunnel entrance.

[0010] Furthermore, a photovoltaic-based illuminance sensor calibration device is installed near the illuminance sensor in the tunnel transition section. The device includes a photovoltaic panel, a resistance and voltage measurement module, and a transmitter. The photovoltaic panel is connected in series with the resistance, the voltage measurement module is connected in parallel across the resistance, the transmitter is electrically connected to the voltage measurement module, and the transmitter is wirelessly connected to the control center via a communication module.

[0011] Furthermore, the tunnel illumination sensors include multiple sensors, which are respectively installed in the tunnel entrance transition section, the middle section of the tunnel, and the tunnel exit transition section.

[0012] Furthermore, the lighting fixtures include one or more combinations of LED tunnel lights, AC lighting fixtures, and DC lighting fixtures.

[0013] Correspondingly, this invention proposes a tunnel lighting energy-saving control method based on vehicle dynamic information, comprising the following steps: The vehicle perception module obtains real-time vehicle traffic information in front of the tunnel entrance. The illuminance values ​​of the external environment and each section inside the tunnel are obtained in real time through the illuminance detection module. The control center determines whether any vehicles are about to enter the tunnel based on the vehicle traffic information. If no vehicle is about to enter the tunnel, the control center sends a minimum illuminance control command to the dimming controller, which then controls the lighting fixtures to the preset minimum illuminance level. If a vehicle is about to enter the tunnel, the control center calculates the target illuminance values ​​required for the tunnel entrance section, transition section and middle section based on the ambient illuminance value outside the tunnel and the illuminance value of each section inside the tunnel, combined with the preset range of brightness changes that the human eye can adapt to. The control center then sends a dynamic dimming command to the dimming controller, which controls the lighting fixtures in the corresponding sections to adjust to the target illuminance value. When a vehicle exits the tunnel and no further vehicles are detected entering, the control center delays for a preset time and then restores the lighting to its lowest illuminance level.

[0014] Furthermore, the step of the control center calculating the target illuminance value based on the ambient illuminance value outside the tunnel and the illuminance values ​​of each section inside the tunnel specifically includes: The control center compares the ambient illuminance value outside the tunnel with multiple preset illuminance intervals to determine the current illuminance interval. Select the corresponding transition lighting control mode according to the illuminance range; The transition lighting control mode has preset illuminance step values ​​for the entrance section, transition section and intermediate section. The control center adjusts the brightness of the lighting fixtures step by step according to the illuminance step values.

[0015] Furthermore, the preset multiple illuminance ranges include at least: a nighttime illuminance range of 0-50 lx, a moonlit night illuminance range of 50-300 lx, a morning and evening illuminance range of 300-1000 lx, a cloudy day illuminance range of 1000-10000 lx, and a sunny day illuminance range of over 10000 lx. Each illuminance range corresponds to a transitional lighting control mode.

[0016] Furthermore, it also includes a fault verification step for the illuminance sensor: The control center receives the first illuminance value collected by the illuminance sensor; The control center receives the second illuminance value collected by the illuminance sensor calibration device based on photovoltaic measurement; The control center calculates the difference between the first illuminance value and the second illuminance value; If the difference exceeds a preset threshold, the illuminance sensor is determined to be faulty, and the control center issues a fault alarm signal. If the difference does not exceed a preset threshold, the control center will use the average of the first illuminance value and the second illuminance value as the final illuminance measurement value.

[0017] Furthermore, when the control center detects a malfunction in the dimming controller or lighting fixtures, it automatically switches to a safe lighting mode and controls the dimming controller to output the maximum illuminance or a preset emergency illuminance value.

[0018] Compared with the prior art, the present invention has the following beneficial technical effects: By employing a vehicle sensing module that combines inductive loops with video recognition devices, and scientifically determining the burial distance in front of the tunnel entrance based on stopping sight distance and design speed, the system can predict oncoming traffic before vehicles arrive in the tunnel. Combined with the rapid response of the control center and dimming controller, it achieves dynamic control by illuminating the lights before a vehicle approaches and then reducing them to the minimum illuminance a few seconds after the vehicle has passed. This effectively eliminates the energy waste caused by traditional tunnel lighting that remains constantly on, while also avoiding the "black hole effect" and "white hole effect" caused by sudden changes in light when drivers enter or exit the tunnel, thus improving driving safety and comfort.

[0019] By installing external illuminance sensors and multi-segment illuminance sensors inside the tunnel, combined with a photovoltaic-based illuminance sensor calibration device, the system achieves dual acquisition and mutual verification of illuminance data. The photovoltaic calibration device converts the illuminance signal into an electrical signal. The control center compares the two data points; if the difference exceeds a set range, a sensor fault is detected and an alarm is triggered; if the difference is within the range, the average value is taken as the final illuminance value. This avoids the potential for faults or data drift that may occur with a single sensor during long-term operation, ensuring the long-term reliability of illuminance detection and the accuracy of lighting control, and preventing malfunctions or safety accidents caused by sensor failure.

[0020] The control center incorporates multiple operating logics for vehicle-operated, vehicle-free, and fault-based modes. In vehicle-operated mode, the system dynamically calculates the required illuminance for the entrance, transition, and intermediate sections based on the illuminance values ​​inside and outside the tunnel and the range of brightness variations adapted to by the human eye, and adjusts the lighting brightness accordingly. In vehicle-free mode, the system maintains only the minimum illuminance specified by regulations. In fault-based mode, the system automatically switches to a preset safety lighting mode to ensure driving safety. This multi-mode control logic maximizes on-demand lighting and energy conservation / carbon reduction goals while ensuring driving safety. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the tunnel sections; Figure 2 This is a schematic diagram of the system configuration of a specific embodiment of the present invention; Figure 3 This is a schematic diagram of the installation of various devices on one side of a tunnel according to a specific embodiment of the present invention; Figure 4 This is a schematic diagram of an illuminance detection device according to a specific embodiment of the present invention; Figure 5 This is a control flowchart of a specific embodiment of the present invention. Detailed Implementation

[0022] Please see Figure 2 The system comprises a road site layer, a control layer, and an execution layer. The road site layer includes a vehicle sensing module and an illuminance detection module. The vehicle sensing module, consisting of inductive loop detectors and video recognition devices, collects real-time vehicle traffic information in front of the tunnel entrance. The illuminance detection module includes external and internal illuminance sensors to collect ambient illuminance data. The control layer includes a control center, which is an industrial computer or server installed in the tunnel's electrical distribution room, electrically or communicatively connected to the vehicle sensing and illuminance detection modules. The execution layer includes a dimming controller and lighting fixtures. The dimming controller is installed in the tunnel's electrical distribution room and electrically or communicatively connected to the control center. The lighting fixtures are arranged along the top or side walls of the tunnel entrance, transition, intermediate, and exit sections and are electrically connected to the dimming controller.

[0023] Please see Figure 3 The diagram shows the arrangement of equipment within one side of the tunnel; the equipment on the other side is arranged accordingly. Only one power distribution room is needed, depending on the site conditions. Inductive loops are buried under the road surface in front of the tunnel entrance, and video recognition devices are installed on roadside pillars in front of the tunnel entrance. External illuminance sensors are installed on the roadside outside the tunnel entrance, while internal illuminance sensors are installed on the side walls or ceiling inside the tunnel, including multiple sensors installed at the tunnel entrance transition section, the middle section, and the tunnel exit transition section. A dimming controller is installed in the tunnel power distribution room to facilitate communication with the lighting control switches and to perform multi-level dimming of the lighting circuits.

[0024] The placement of inductive loop detectors should adhere to stopping sight distance and design speed. According to the "Technical Standards for Highway Engineering," stopping sight distances for expressways and Class I highways are shown in Table 1, while stopping sight distances, passing sight distances, and overtaking sight distances for Class II, III, and IV highways are shown in Table 2. Passing sight distance is generally twice the stopping sight distance. When vehicle speeds are between 30 km / h and 120 km / h, the stopping sight distance is 30-210 meters. The reaction time from vehicle detection to lamp activation is approximately 0.2 seconds. Based on the stopping sight distances at highway tunnel entrances and exits and the current standard requirement of 20.0-30.0 meters, and using the formula S=VT, it is calculated that inductive loop detectors should be installed 150-230 meters in front of the tunnel entrance. This placement distance allows the tunnel lights to illuminate before a vehicle is detected entering the tunnel, simultaneously adjusting the tunnel transition lighting and providing drivers with a safe and comfortable visual experience. Meanwhile, a video recognition device is installed on the tunnel exit side. When a vehicle exits the tunnel and no vehicle is detected entering the driving line of sight, and there are no vehicles in the tunnel, the system will reduce the brightness of the lighting fixtures to the minimum illuminance specified by the standard after a delay of several seconds.

[0025] Illuminance sensors are deployed in five areas: outside the tunnel entrance, the transition lighting section at the tunnel entrance, the middle section of the tunnel, the transition lighting section at the tunnel exit, and outside the tunnel exit, with several sensors deployed in each area. The effective illuminance value is measured at each deployment point in accordance with the provisions of "Methods for Lighting Measurement" (GB / T5700-2008).

[0026] Table 1 - Stopping sight distance for expressways and Class I highways

[0027] Table 2 - Stopping sight distance, meeting sight distance, and overtaking sight distance for Class II, III, and IV highways

[0028] Please see Figure 4The illuminance detection module includes an illuminance sensor and a photovoltaic-based illuminance sensor calibration device. The illuminance sensor collects illuminance data and transmits it directly to the control center. The photovoltaic-based illuminance sensor calibration device, installed near the illuminance sensor, includes a photovoltaic panel, a resistance and voltage measurement module, and a transmitter. The photovoltaic panel is connected in series with the resistor, the voltage measurement module is connected in parallel across the resistor, the transmitter is electrically connected to the voltage measurement module, and the transmitter is wirelessly connected to the control center via a communication module. This calibration device converts the illuminance signal into an electrical signal emitted by the photovoltaic panel. By measuring the strength of the electrical signal, the illuminance magnitude is obtained. The transmitter converts the voltage signal into an illuminance value and transmits it back to the control center. The control center compares the first illuminance value collected by the illuminance sensor with the second illuminance value collected by the calibration device: if the difference is large, the illuminance detection device is considered faulty and requires repair; if the difference is within a set acceptable range, the average value is taken as the measured illuminance value.

[0029] Please see Figure 5 The control center collects vehicle traffic information from inductive loop detectors and video recognition devices, while simultaneously collecting illuminance data from illuminance sensors inside and outside the tunnel. When the control center calculates that no vehicle is about to enter the tunnel and there are no vehicles inside, it issues a command to control the dimming controller, setting the dimming mode to the lowest illuminance, ensuring the lighting fixtures maintain only the minimum illuminance specified by regulations. When the control center calculates that a vehicle is about to pass through the tunnel, it comprehensively calculates the illuminance values ​​from the illuminance sensors inside and outside the tunnel, and issues a corresponding control mode based on the calculation results, adjusting the transition lighting at the tunnel entrances and exits.

[0030] The control center determines the control mode based on the ambient illuminance values ​​outside the tunnel. As shown in Table 3, the illuminance values ​​are divided into five ranges: 0-50 lx is the nighttime illuminance range, corresponding to control mode 1; 50-300 lx is the moonlit night illuminance range, corresponding to control mode 2; 300-1000 lx is the morning / dusk illuminance range, corresponding to control mode 3; 1000-10000 lx is the cloudy / overcast daytime illuminance range, corresponding to control mode 4; and above 10000 lx is the sunny / daytime illuminance range, corresponding to control mode 5. Each control mode corresponds to the adjustment of the transition lighting brightness at the tunnel entrance. During the transition phase, the illuminance value smoothly transitions to the illuminance inside the tunnel in three stages. The illuminance inside the tunnel is set according to the illuminance values ​​specified in the national standard "Detailed Rules for Lighting Design of Highway Tunnels".

[0031] Table 3 - Illuminance Value Zone Division

[0032] When a vehicle enters, the control center calculates the required illuminance for the tunnel's entrance, transition, and intermediate sections based on the illuminance values ​​inside and outside the tunnel input from the illuminance sensor and the range of brightness changes that the human eye adapts to. It then issues a command to the dimming controller to adjust the tunnel's lighting control system mode. When a vehicle exits the tunnel, and no other vehicles are detected within the driving visibility range and there are no vehicles inside the tunnel, the system delays for several seconds before the light brightness reaches the minimum illuminance specified by regulations.

[0033] When a fault is detected by a command from the control center, the dimming controller uses the default program control mode 5, which outputs the highest illuminance or a preset emergency illuminance value to ensure driving safety. The on-site intelligent sensing layer and the control center are connected via the Internet. The on-site control center accesses the Internet via wireless network technology to realize all background monitoring and management functions and data storage functions. Ultimately, the tunnel traffic conditions and lighting conditions appear on the tunnel management system terminal of the traffic management department, including fault alarm status.

Claims

1. A tunnel lighting energy-saving system based on vehicle dynamic information, characterized in that, include: The vehicle perception module includes a ground inductive loop and a video recognition device. The ground inductive loop is buried under the road surface in front of the tunnel entrance, and the video recognition device is installed on a roadside pillar in front of the tunnel entrance. The illuminance detection module includes an external illuminance sensor and an internal illuminance sensor. The external illuminance sensor is installed on the roadside outside the tunnel entrance, and the internal illuminance sensor is installed on the side wall or top inside the tunnel. The control center is an industrial control computer or server installed in the tunnel power distribution room, which is electrically or communicatively connected to the vehicle sensing module and the illuminance detection module, respectively. The dimming controller is installed in the tunnel power distribution room and is electrically or communicatively connected to the control center. Lighting fixtures, including dimmable and fixed illuminance fixtures, are arranged along the top or side walls of the tunnel entrance, transition, intermediate, and exit sections, and the lighting fixtures are electrically connected to the dimming controller.

2. The tunnel lighting energy-saving system based on vehicle dynamic information according to claim 1, characterized in that, The inductive loop is buried under the road surface 150-230 meters in front of the tunnel entrance.

3. The tunnel lighting energy-saving system based on vehicle dynamic information according to claim 1, characterized in that, An illuminance sensor calibration device based on photovoltaic measurement is installed near the illuminance sensor in the tunnel transition section. The device includes a photovoltaic panel, a resistance and voltage measurement module, and a transmitter. The photovoltaic panel is connected in series with the resistance, the voltage measurement module is connected in parallel across the resistance, the transmitter is electrically connected to the voltage measurement module, and the transmitter is wirelessly connected to the control center through a communication module.

4. The tunnel lighting energy-saving system based on vehicle dynamic information according to claim 1, characterized in that, The tunnel illumination sensors include multiple sensors, which are respectively installed at the tunnel entrance transition section, the middle section of the tunnel, and the tunnel exit transition section.

5. The tunnel lighting energy-saving system based on vehicle dynamic information according to claim 1, characterized in that, The lighting fixtures include one or more combinations of LED tunnel lights, AC lights, and DC lights.

6. A method for energy-saving control of tunnel lighting based on vehicle dynamic information, characterized in that, Includes the following steps: The vehicle perception module obtains real-time vehicle traffic information in front of the tunnel entrance. The illuminance values ​​of the external environment and each section inside the tunnel are obtained in real time through the illuminance detection module. The control center determines whether any vehicles are about to enter the tunnel based on the vehicle traffic information. If no vehicle is about to enter the tunnel, the control center sends a minimum illuminance control command to the dimming controller, which then controls the lighting fixtures to the preset minimum illuminance level. If a vehicle is about to enter the tunnel, the control center calculates the target illuminance values ​​required for the tunnel entrance section, transition section and middle section based on the ambient illuminance value outside the tunnel and the illuminance value of each section inside the tunnel, combined with the preset range of brightness changes that the human eye can adapt to. The control center then sends a dynamic dimming command to the dimming controller, which controls the lighting fixtures in the corresponding sections to adjust to the target illuminance value. When a vehicle exits the tunnel and no further vehicles are detected entering, the control center delays for a preset time and then restores the lighting to its lowest illuminance level.

7. The tunnel lighting energy-saving control method based on vehicle dynamic information according to claim 6, characterized in that, The steps by which the control center calculates the target illuminance value based on the ambient illuminance value outside the tunnel and the illuminance values ​​of each section inside the tunnel specifically include: The control center compares the ambient illuminance value outside the tunnel with multiple preset illuminance intervals to determine the current illuminance interval. Select the corresponding transition lighting control mode according to the illuminance range; The transition lighting control mode has preset illuminance step values ​​for the entrance section, transition section and intermediate section. The control center adjusts the brightness of the lighting fixtures step by step according to the illuminance step values.

8. The tunnel lighting energy-saving control method based on vehicle dynamic information according to claim 7, characterized in that, The preset illuminance ranges include at least the following: 0-50 lx nighttime illuminance range, 50-300 lx moonlit night illuminance range, 300-1000 lx morning and evening illuminance range, 1000-10000 lx cloudy / overcast day illuminance range, and 10000 lx or more sunny day illuminance range. Each illuminance range corresponds to a transitional lighting control mode.

9. The tunnel lighting energy-saving control method based on vehicle dynamic information according to claim 6, characterized in that, It also includes a fault verification step for the illuminance sensor: The control center receives the first illuminance value collected by the illuminance sensor; The control center receives the second illuminance value collected by the illuminance sensor calibration device based on photovoltaic measurement; The control center calculates the difference between the first illuminance value and the second illuminance value; If the difference exceeds a preset threshold, the illuminance sensor is determined to be faulty, and the control center issues a fault alarm signal. If the difference does not exceed a preset threshold, the control center will use the average of the first illuminance value and the second illuminance value as the final illuminance measurement value.

10. The intelligent control method for energy-saving tunnel lighting according to claim 6, characterized in that, When the control center detects a malfunction in the dimming controller or lighting fixtures, it automatically switches to the safety lighting mode and controls the dimming controller to output the maximum illuminance or the preset emergency illuminance value.

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