Dynamic anti-glare highway lighting guardrail system, method, electronic device, and medium

Abstract

This invention provides a dynamic anti-glare highway lighting guardrail system, method, electronic device, and medium, relating to the field of highway traffic safety facilities technology. The system includes a guardrail body, a target detection module, lighting units, a main control unit, and a power supply module. The target detection module is mounted on the guardrail body, facing the direction of oncoming road targets, and collects the target's position and movement parameters in real time. The lighting units are arranged at intervals along the guardrail and can be independently adjusted, with the light emission direction adapted to the traffic direction and at a preset tilt angle relative to the road surface, focusing on the road surface. The main control unit connects each module and dynamically adjusts the working state of the corresponding lighting units based on the collected target information, forming an anti-glare adaptation area that moves synchronously with the target. The power supply module provides stable power. This application can achieve precise and dynamic anti-glare, balancing lighting effect and energy saving requirements, is easy to install and maintain, adaptable to various road scenarios, and improves nighttime driving safety.

Description

Technical Field

[0001] This invention relates to the field of highway traffic safety facilities technology, specifically to a dynamic anti-glare highway lighting guardrail system, method, electronic equipment, and medium. Background Technology

[0002] Highway lighting, as a core facility ensuring driving safety at night and in low visibility conditions, directly impacts road traffic quality through its lighting effect and safety. Current mainstream highway lighting solutions primarily rely on high-mast streetlights and fixed-installation guardrail lights. Both types of solutions are based on a continuously lit, fixed operating mode, which has revealed numerous unavoidable defects in practical applications, severely restricting the safety, energy efficiency, and adaptability of road lighting, as detailed below: Glare from low-mounted fixed lighting fixtures is difficult to eradicate: Low-mounted lights installed on guardrails or roadbeds have their light source height close to the driver's line of sight. Even if some products attempt to optimize light distribution through secondary light distribution using structures such as grilles and lenses, the light can still easily enter the driver's eyes directly or through reflection on complex road alignments such as slopes and curves, and during dynamic vehicle movement, creating disabling glare or uncomfortable glare. This problem instantly reduces the driver's sensitivity to the contrast of the road ahead, compresses the effective viewing distance, and significantly increases visual fatigue and the risk of traffic accidents. From an optical principle perspective, it is difficult to completely eliminate the glare threat of low-mounted lights in dynamic traffic environments.

[0003] The system suffers from low intelligence: existing lighting solutions lack real-time perception and dynamic response capabilities to traffic flow conditions. Control logic is largely limited to timed or light-controlled switches, failing to adjust lighting status based on dynamic information such as the travel trajectories and speeds of individual or multiple vehicles. Furthermore, the system lacks data acquisition and interaction capabilities, making it difficult to integrate with higher-level intelligent traffic management systems and thus unable to meet the intelligent requirements of modern road management.

[0004] High-mast streetlights are inefficient and cause severe light pollution in low-visibility environments: The light from high-mast streetlights must travel a long atmospheric path to reach the road surface. In low-visibility weather conditions such as rain, snow, fog, and haze, the light scattering effect is dramatically enhanced, creating a "light curtain" phenomenon. This phenomenon not only reduces lighting efficiency and decreases the actual brightness of the road surface, but also severely interferes with drivers' vision, causing blurred vision. Furthermore, a large amount of light from high-mast streetlights inevitably shines beyond the road, causing serious light pollution, damaging the surrounding ecological environment, and affecting astronomical observation activities.

[0005] The construction and maintenance of high-mast streetlights are costly: the installation of high-mast streetlights requires the construction of a large number of underground cables, sturdy light pole foundations and tall light poles, resulting in a huge initial investment. In the later maintenance process, whether it is the replacement of light fixtures or the repair of faults, it is necessary to use high-altitude work equipment or professional personnel to climb and work. This is not only complicated, time-consuming and costly, but also interferes with normal traffic and poses certain operational safety risks.

[0006] High-mast streetlights suffer from poor lighting uniformity and significant glare issues: High-mast streetlights rely on a limited number of poles to achieve wide-area illumination, which easily leads to the "zebra crossing" effect of alternating bright and dark areas, resulting in poor lighting uniformity. Their fixed installation positions and light distribution designs are only optimized for ideal road conditions and are difficult to adapt to special road sections such as sharp bends, ramps, and tunnel entrances and exits. In these areas, they are prone to creating lighting blind spots or causing severe glare due to improper light angles, further threatening driving safety.

[0007] In summary, existing highway lighting technologies have significant shortcomings in terms of anti-glare effectiveness, intelligence level, energy efficiency, construction and maintenance costs, and adaptability to complex road conditions. They cannot meet the demands of highways, bridges, tunnels, and urban expressways where glare control requirements are extremely high. Therefore, there is an urgent need to provide a new type of highway lighting system that can intelligently sense vehicle dynamics and effectively eliminate glare from the root, in order to solve the many problems existing in current technologies. Summary of the Invention

[0008] In view of this, the present disclosure provides a dynamic anti-glare highway lighting guardrail system, method, electronic device and medium, which at least partially solves the problems existing in the prior art.

[0009] In a first aspect, embodiments of this disclosure provide a dynamic anti-glare highway lighting guardrail system, comprising: The guardrail body, target detection module, lighting unit, main control unit, and power supply module; The target detection module is mounted on the guardrail body, and the detection direction is towards the direction from which the road target is coming, for real-time acquisition of the position and motion state parameters of the road target; The lighting unit includes multiple independently adjustable lighting units arranged at intervals along the guardrail body. The light emission direction of the lighting unit is adapted to the road traffic direction and is tilted at a preset angle relative to the road surface, so that the lighting area is focused on the road traffic surface. The main control unit establishes connections with the target detection module, the lighting unit and the power supply module respectively. Based on the road target information collected by the target detection module, it dynamically adjusts the working state of the corresponding lighting unit to form an anti-glare adaptation area that moves synchronously with the road target. The power supply module provides stable power to the dynamic anti-glare highway lighting guardrail system.

[0010] According to a specific implementation of this disclosure, the target detection module and the lighting unit constitute several independently operating intelligent control nodes at a preset distance, and adjacent intelligent control nodes achieve linkage control through wired or wireless communication.

[0011] According to a specific implementation of this disclosure, the main control unit predicts the time it takes for the road target to reach the illumination area of ​​the corresponding lighting unit based on the position and speed data of the road target, and adjusts the corresponding lighting unit to turn off or reduce its brightness in advance by a preset time.

[0012] According to a specific implementation of this disclosure, the main control unit keeps the lighting units within a preset range in front of the road target in an effective lighting state, and controls the corresponding lighting unit to restore the effective lighting state after a delay after the road target leaves the lighting area of ​​the corresponding lighting unit.

[0013] According to a specific implementation of this disclosure, lighting units are respectively installed on the guardrail bodies on both sides of the road, and the main control units on both sides of the road establish a communication connection to coordinate and control the brightness or working status of the opposing lighting units.

[0014] According to a specific implementation of this disclosure, in a curved road section, by adding the target detection module or adjusting the detection angle of the target detection module, it is ensured that the road target is detected before entering the curve and triggers the anti-glare control of the corresponding lighting unit.

[0015] Secondly, embodiments of this disclosure provide a dynamic anti-glare method for a highway lighting guardrail system, comprising: The target detection module deployed on the highway guardrail body detects road targets, and adjusts the light output direction of multiple independently controllable lighting units distributed at intervals along the extension direction of the guardrail body, so that the light output direction of the lighting units is adapted to the direction of the road target and is tilted at a preset angle relative to the ground. The target detection module collects the position and speed information of road targets in real time. Based on the location and speed information, the time it takes for an approaching vehicle to arrive at the corresponding lighting area of ​​each lighting unit is predicted. Before the road target reaches the corresponding illuminated area, the lighting units in the illuminated area are controlled to turn off or reduce their brightness, and the lighting units within a preset distance range in front of the road target's direction of travel are kept in an effective lighting state. Once the road target leaves the corresponding lighting area, the lighting unit within the corresponding lighting area is controlled to resume effective lighting.

[0016] Thirdly, embodiments of this disclosure provide an electronic device, the electronic device comprising: At least one processor; and, The memory is communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the above-described dynamic anti-glare method for highway lighting guardrail systems.

[0017] Fourthly, embodiments of this disclosure provide a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the aforementioned dynamic anti-glare method for a highway lighting guardrail system.

[0018] In summary, compared with the prior art, this embodiment has the following advantages: 1. Thorough anti-glare and enhanced safety: Adopting a downward (15°~45°) lighting design that follows the flow of traffic, combined with precise detection by millimeter-wave radar, the lights in the area the vehicle passes through are turned off 2 to 5 seconds in advance, forming a follow-up dark zone to completely avoid glare; at the same time, the lights in front of the vehicle are kept 60 to 100 meters ahead to ensure road visibility and greatly improve driving safety.

[0019] 2. High level of intelligence, adaptable to smart transportation: It can sense vehicle dynamics in real time, realize on-demand lighting, and get rid of the traditional rigid control mode; it supports uploading traffic flow and equipment status data, and can be connected to the smart transportation platform to meet the needs of remote monitoring and dispatching.

[0020] 3. Convenient installation and maintenance, and controllable costs: The modules are directly installed on the guardrail, eliminating the need for additional large-scale infrastructure construction and reducing initial investment; daily maintenance does not require high-altitude operations, the process is simple, does not interfere with traffic, and significantly reduces operation and maintenance costs and risks.

[0021] 4. Energy-saving and efficient, extending equipment life: When there are no vehicles, the lights are turned off. With LED lights with a luminous efficacy of ≥150 lm / W, energy consumption is greatly reduced. The lights do not work continuously, reducing light decay and overheating, extending service life and reducing replacement costs.

[0022] 5. Stable, reliable, and highly adaptable: Millimeter-wave radar is resistant to rain, snow, fog, and dust interference, providing accurate detection in all weather conditions; parameters can be flexibly adjusted to adapt to scenarios such as highways, rural roads, and tunnel entrances; anti-glare can be linked for two-way lanes, and blind spots can be optimized for curved road sections.

[0023] 6. Low light pollution and eco-friendly: The directional light distribution design concentrates the light spot on the road surface, avoiding outward scattering of light and reducing interference with the surrounding environment, residents and astronomical observations.

[0024] In summary, this invention completely solves the glare problem of traditional lighting by using millimeter-wave radar for precise detection and dynamic lighting control, significantly improving driving safety; intelligent on-demand lighting has the advantages of energy saving and extended equipment life, and is easy to install and maintain with controllable costs; millimeter-wave radar has strong anti-interference capabilities, the system is adaptable to various scenarios such as two-way lanes and curves, and can also be integrated into intelligent transportation systems. Attached Figure Description

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings. Here, the illustrative embodiments and descriptions of this invention are used to explain the invention, but are not intended to limit the invention.

[0026] The term "comprising" and its variations as used herein signify open inclusion, i.e., "including but not limited to". Unless otherwise stated, the term "or" means "and / or". The term "based on" means "at least partially based on". The terms "one example embodiment" and "one embodiment" mean "at least one example embodiment". The term "another embodiment" means "at least one additional embodiment". The terms "first", "second", etc., may refer to different or the same objects. Other explicit and implicit definitions may also be included below.

[0027] Figure 1 This is an intentional description of a dynamic anti-glare highway lighting guardrail system provided in the first embodiment of the present invention; Figure 2 A flowchart illustrating the dynamic anti-glare method for a highway lighting guardrail system provided in the second embodiment of the present invention; Figure 3 An exemplary structural diagram of a device capable of implementing the method according to an embodiment of the present invention is shown. Detailed Implementation

[0028] The embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0029] The following specific examples illustrate the implementation of this disclosure. Those skilled in the art can easily understand other advantages and effects of this disclosure from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. This disclosure can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this disclosure. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0030] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this disclosure, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0031] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this disclosure. The drawings only show the components related to this disclosure and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0032] Furthermore, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0033] Please see Figure 1 This application provides a schematic diagram of a prior art dynamic anti-glare highway lighting guardrail system, as shown in the embodiment. Figure 1 The dynamic anti-glare highway lighting guardrail system shown includes: guardrail body 101, detection module 102, main control unit 103, lighting unit 104, and power supply module 105.

[0034] exist Figure 1In the illustrated embodiment, the guardrail body 101 serves as the mounting carrier for all functional modules of the system, employing either a metal corrugated beam guardrail or a concrete guardrail. Its structure includes longitudinal posts, transverse beams, and connecting fasteners. The beams are positioned along the height of the posts, forming a stable mounting reference surface. Dedicated mounting brackets are fixedly installed on the beams or posts of the guardrail body 101. These brackets can be manufactured using die-casting of aluminum alloy or stamping of stainless steel, resulting in lightweight yet high-strength designs. The mounting brackets can be connected to the guardrail via bolts to pre-drilled threaded holes or embedded steel plates, eliminating the need for on-site welding or drilling and preventing damage to the original protective performance of the guardrail body. The brackets are designed with adjustable angles. The bracket corresponding to the target detection module supports horizontal and downward tilt angles of 5°–10°, ensuring the target detection module accurately faces the oncoming vehicle (road target table). The bracket corresponding to the lighting unit can be fixed at a downward tilt angle of 15°–45° in the direction of traffic flow, ensuring accurate coverage of the road surface by the lighting spot. Simultaneously, the mounting brackets include cable storage slots, accommodating both module fixation and neat wiring requirements.

[0035] The detection module 102 will be described in detail below.

[0036] The detection module 102 can be a millimeter-wave radar module. The target detection module can be fixed using both snap-fit ​​and bolt-type structures, and installed on the top of the crossbeam or the vertical surface of the guardrail body 101. The connection between the target detection module and the guardrail body is achieved through a dedicated adapter bracket. The bracket is made of aluminum alloy using a one-piece molding process, and the surface is treated with anodized anti-corrosion. It is fastened to the guardrail with stainless steel bolts through the pre-drilled mounting holes, ensuring stability even under extreme conditions such as vehicle impacts or strong winds. The installation process does not require modification of the main structure of the guardrail, and disassembly and assembly are convenient, allowing for quick maintenance and replacement.

[0037] The target detection module 102 is strictly oriented towards the direction of traffic flow. During installation, it can be fine-tuned via the bracket's angle adjustment mechanism. The horizontal detection angle can range from 8° to 15°, allowing for flexible configuration based on the number of lanes. For example, in a two-lane two-way scenario, a narrow angle of 8° to 10° is used to avoid signal interference from oncoming vehicles; in a four-lane or higher two-way scenario, a wide angle of 12° to 15° is used to ensure full lane coverage without blind spots. The vertical detection angle of the target detection module is fixed, effectively filtering out interfering targets such as non-motorized vehicles and pedestrians, focusing on vehicle detection, and improving target recognition accuracy.

[0038] The target detection module can adopt an integrated design, with clearly defined functions and collaborative operation of its internal core components, and may include: Antenna Array: It adopts a microstrip array antenna structure and operates in the frequency band of 77GHz to 81GHz. This frequency band has the advantages of strong anti-interference ability and high detection accuracy. The antenna gain is ≥18dBi, which can effectively enhance the signal transmission distance and receiving sensitivity, and ensure stable reception of target reflected signals in complex electromagnetic environments.

[0039] Distance or speed measurement unit: integrates an FMCW (Frequency Modulated Continuous Wave) signal generator and receiver, transmits a linear frequency modulated signal and receives the reflected signal, calculates vehicle distance using time difference and vehicle speed using the Doppler effect.

[0040] Signal processing chip: Industrial-grade high-performance chips can be used, with built-in target detection and trajectory tracking algorithms. They can filter, reduce noise, and extract features from the received radar echo signals, effectively eliminating false signals generated by rain, snow, fog, dust, roadside obstacles, etc.

[0041] Communication interfaces: UART, CAN, and RS485 are available as standard, allowing users to choose flexibly based on the overall system communication architecture. The CAN interface is suitable for long-distance transmission scenarios requiring electromagnetic interference resistance; the RS485 interface supports multi-module networking, enabling collaborative operation of multiple radar modules; and the UART interface is suitable for short-range direct communication with the main control unit.

[0042] It should be noted that the effective detection range of the target detection module 102 is preferably 150-200 meters, which can capture information about approaching vehicles from a distance in advance, allowing sufficient control response time for the main control unit. The target detection module can output the distance, speed, direction of travel, and presence signal of vehicles in real time. The distance information is used to determine the relative position of the vehicle and the lights, the speed information is used to predict the arrival time of the vehicle, the direction information is used to distinguish between approaching and departing vehicles, and the presence signal is used to quickly identify whether there are vehicles within the detection range, providing a comprehensive and accurate decision-making basis for the subsequent dynamic control of the lights. At the same time, the target detection module can adapt to various harsh outdoor environments such as high temperature, severe cold, rain, snow, fog, and dust, ensuring stable detection in all weather conditions.

[0043] The lighting unit 103 will be described in detail below.

[0044] The lighting unit may include multiple LED (Light-Emitting Diode) luminaires evenly arranged along the crossbeams of the guardrail body 101, with each LED luminaire fixed by a dedicated adjustable angle bracket. The bracket is equipped with an angle scale adjustment mechanism, which can flexibly adjust the light output angle of the luminaire according to the road type and alignment, and can complete on-site calibration without additional tools, adapting to the lighting needs of different scenarios.

[0045] Optionally, the preset tilt angle of the lighting unit is 15°-45°, and the lighting unit is connected to the guardrail body through an angle-adjustable installation structure.

[0046] Specifically, the light emission direction of the lamp is consistent with the road's driving direction, and it is tilted downwards relative to the ground. The tilt angle can be adjusted from 15° to 45°. The tilt angle selection logic is based on a balance between optical characteristics and practical application requirements, as follows: The larger the tilt angle α, the closer the light is to the road surface and the narrower the coverage area of ​​the light spot, which can effectively prevent the light from directly hitting or reflecting into the driver's line of sight, and the more significant the glare suppression effect. The smaller the tilt angle α, the smoother the light propagation path, the longer the illumination distance, and the more far the road ahead can be covered, but it is prone to glare due to excessively high light angle.

[0047] Furthermore, considering both anti-glare effect and lighting coverage requirements, an optimal tilt angle range of 20°–30° was determined. Within this tilt angle range, the light spot can accurately cover a 3–4 meter wide road surface area in front of the vehicle while completely eliminating glare interference, and simultaneously ensuring an effective lighting distance of 60–100 meters, achieving a dual optimization of anti-glare and visibility.

[0048] In addition, the power of LED light sources can be selected from 5 to 20W, which can be flexibly adapted according to the road level. For example, 5 to 10W light sources can be used on low-traffic sections such as rural roads, while 15 to 20W light sources can be used on sections with higher brightness requirements such as highways and urban expressways, so as to meet the lighting needs while avoiding energy waste.

[0049] In addition, the LED color temperature can be set to 4000-5000K. The light in this color temperature range is close to natural light, with excellent color rendering. It can clearly reproduce details such as road markings and obstacles, reduce driver visual fatigue, and avoid the dimness of low color temperature light and the glare of high color temperature light.

[0050] In addition, the light source has a luminous efficacy of no less than 150 lm / W, employing high-efficiency LED chips and optimized light distribution lenses to ensure maximum light utilization. Combined with a directional light distribution design, it reduces ineffective light scattering, achieving highly efficient and energy-saving lighting. Furthermore, the lighting unit adopts a modular design, and its connection structure with the adjustable bracket is compatible with different types of guardrail bodies, allowing for installation without modifying the guardrail. It is suitable for various application scenarios, including metal corrugated beam guardrails and concrete guardrails.

[0051] Optionally, the target detection module and the lighting unit form several independently operating intelligent control nodes at a preset distance, and adjacent intelligent control nodes can achieve linkage control through wired or wireless communication.

[0052] Furthermore, the dynamic anti-glare highway lighting guardrail system adopts a distributed intelligent node architecture consisting of millimeter-wave radar modules and several lighting units, evenly distributed along the continuous guardrail body 101, with the node spacing controlled between 20 and 50 meters. This spacing, on the one hand, matches the effective detection range of the millimeter-wave radar modules, ensuring no blind spot overlap between adjacent nodes and providing comprehensive coverage of the road section; on the other hand, it matches the lighting coverage of the lighting units, ensuring that the lighting area of ​​each node's lighting unit corresponds to the radar detection range, guaranteeing rapid response to vehicle dynamics.

[0053] In addition, the various intelligent nodes support multiple communication methods, which can be flexibly selected according to the road environment, construction conditions and cost budget to ensure stable and efficient data transmission.

[0054] Each intelligent node can communicate via RS485 bus, PLC power line carrier, or LoRa / ZigBee wireless communication. Each intelligent node achieves data sharing and command interaction through the selected communication method. For example, after the millimeter-wave radar module detects a vehicle, it sends key information such as the vehicle's arrival and speed to downstream nodes via the communication network. Upon receiving this information, the main control unit of the downstream node, combined with its own detection data, predicts the vehicle's arrival time in advance and prepares anti-glare measures by turning off the corresponding lights 2-5 seconds in advance, while maintaining continuous illumination 60-100 meters in front of the vehicle.

[0055] This cross-node linkage design ensures that during vehicle operation, the lighting at the preceding node is ready in advance, the anti-glare dark areas at the passing nodes are precisely followed, and the lighting at the following nodes is restored in a timely manner, achieving continuity of lighting and consistency of anti-glare across the entire road segment. Simultaneously, the communication network supports the main control unit uploading equipment operating status and traffic flow statistics to the remote management platform, facilitating real-time monitoring of system operation by staff, enabling remote dispatching and fault warnings, and improving the system's intelligent management level.

[0056] The main control unit 104 will be described in detail below.

[0057] The main control unit receives vehicle dynamic data output by the millimeter-wave radar module in real time through a preset communication interface. This data includes, for example, the distance d between the vehicle and the current radar module, and the driving speed v. At the same time, it also acquires auxiliary information such as the vehicle's driving direction and status.

[0058] Optionally, the main control unit predicts the time it takes for the road target to reach the illumination area of ​​the corresponding lighting unit based on the location and speed data of the road target, and adjusts the corresponding lighting unit to turn off or reduce its brightness in advance by a preset time.

[0059] Specifically, the main control unit predicts the time it will take for the vehicle to reach the corresponding lamp's illumination area based on the received vehicle distance *d* and speed *v* using a built-in algorithm. When the vehicle is 20–50 meters from the target lamp (this range can be flexibly adjusted according to road speed limits and lamp spacing), if the predicted arrival time matches the pre-set time requirement, the main control unit immediately sends a command to the lamp to turn it off or reduce its brightness. By predictively shutting down the lamp, a local dark area is created that moves with the vehicle, ensuring that the lamp is completely off when the vehicle passes through this area. This fundamentally avoids direct or reflected light interfering with the driver's vision and completely eliminates the glare hazard in dynamic traffic scenarios.

[0060] Optionally, the main control unit keeps the lighting units within a preset range in front of the road target in an effective lighting state, and controls the corresponding lighting unit to restore the effective lighting state after a delay after the road target leaves the lighting area of ​​the corresponding lighting unit.

[0061] Specifically, while executing the early shutdown command, the main control unit simultaneously activates the forward lighting hold strategy. Using pre-set luminaire placement information and vehicle direction data, it locks onto all luminaires within a 60-100 meter range ahead of the vehicle's direction of travel, keeping them continuously on. This lighting range setting is based on human visual characteristics and road safety lighting standards, ensuring the driver can clearly identify road markings, obstacles, and changes in road conditions. This avoids blind spots caused by extended dark areas while achieving energy-saving goals through on-demand lighting, balancing anti-glare effects with driving visibility.

[0062] Furthermore, when the millimeter-wave radar module detects that a vehicle has completely left the illumination area corresponding to a certain lamp, it sends a vehicle passage signal to the main control unit. Upon receiving the signal, the main control unit activates a delay recovery mechanism. The delay time can be set to 1–3 seconds (dynamically adjustable according to traffic flow), and then sends an activation command to the lamp to restore its illumination. This delay design avoids the wear and tear caused by frequent switching of lamps when multiple vehicles pass continuously, while ensuring the continuity of overall road lighting, preventing visual discomfort to subsequent vehicles due to sudden road darkening, and guaranteeing traffic safety throughout the entire road section.

[0063] The power supply module 105 will be described in detail below.

[0064] As the core of the energy supply for the dynamic anti-glare highway lighting guardrail system, the power supply module needs to provide a stable, reliable, adaptable, and energy-efficient power supply for the system. Through a combination of multi-mode power supply schemes, it provides a continuous and stable DC power supply to the main control unit, millimeter-wave radar module, and lighting unit, ensuring that the system can operate normally in all weather conditions under different road conditions.

[0065] Specifically, the mains power supply mode is suitable for urban expressways, highway service areas, and town roads where mains power is available, and serves as the system's basic power supply solution. This mode uses an AC220V to DC48V high-efficiency power supply unit, which can adapt to mains voltage fluctuations and ensure stable output voltage.

[0066] Photovoltaic power supply mode is suitable for road sections without grid power coverage or with high grid power access costs (such as rural roads and remote mountain roads). It adopts an independent power supply architecture of "solar panel + controller + lithium battery" to achieve efficient utilization of clean energy.

[0067] The wind-solar hybrid power supply mode is designed for mountainous areas, canyons and other sections with abundant wind resources and no grid power coverage. It is an upgraded solution of the photovoltaic power supply mode. Through the combination structure of "solar panel + small wind turbine + controller + lithium battery", it makes full use of the complementarity of wind and solar energy to improve power supply stability and endurance.

[0068] The dynamic anti-glare highway lighting guardrail system provided in this application embodiment has been optimized for both two-way lane scenarios and road sections, as detailed below: Optionally, the lighting units are respectively installed on the guardrail bodies on both sides of the road, and the main control units on both sides of the road establish a communication connection to coordinate and control the brightness or working status of the opposing lighting units.

[0069] Specifically, in a two-way lane scenario, a dynamic anti-glare highway lighting guardrail system based on millimeter-wave radar sensing needs to be fully deployed on both sides of the guardrail. The core modules (guardrail body, target detection module, main control unit, lighting unit, and power supply module) of both systems are configured identically.

[0070] A bidirectional communication connection is established between the main control units of the two systems. The communication method can be flexibly selected according to the road environment. For example, in scenarios with long distances and high anti-interference requirements, CAN bus or RS485 bus communication is used, while in scenarios with high requirements for wiring convenience, LoRa wireless communication is used. The communication content mainly includes: oncoming vehicle status signals (whether a vehicle is detected in the oncoming lane), vehicle dynamic data (distance, speed, driving position), and control commands (brightness adjustment, partial light switch on / off), realizing real-time synchronization of information between the two systems.

[0071] When the millimeter-wave radar module on one side (such as the left) detects a vehicle approaching in its lane, the left main control unit immediately analyzes the vehicle's dynamic data, determines the vehicle's trajectory and the lighting area it is about to pass through, and sends a coordinated instruction to the right main control unit containing the presence of the oncoming vehicle, the vehicle's expected passage time, and the corresponding lighting area number.

[0072] After receiving the instruction, the right main control unit, in conjunction with the vehicle status detected by its own radar module, activates the oncoming glare suppression strategy. For example, if an oncoming vehicle is about to enter the critical lighting area of ​​the left system, the right main control unit sends an instruction to the corresponding lighting module on its side, and selects to reduce the brightness or turn off some lights according to the actual scenario, so as to avoid the light from the right lights shining directly or reflecting into the line of sight of the driver of the vehicle coming from the left.

[0073] When a vehicle on the left passes through the cross glare area of ​​the dual-side system, the left main control unit sends a signal to the right main control unit that the vehicle has passed. The right main control unit then controls the relevant lights to return to normal operation. If both sides detect oncoming vehicles at the same time, the two main control units simultaneously execute brightness adjustment or partial shutdown commands to achieve synchronous suppression of bidirectional glare and ensure that there is no glare interference when vehicles pass on both sides.

[0074] Optionally, on curved road sections, by adding the target detection module or adjusting the detection angle of the target detection module, it can be ensured that the road target is detected before entering the curve and triggers the anti-glare control of the corresponding lighting unit.

[0075] Specifically, on curved roads, obstructed visibility and insufficient sight distance can easily lead to blind spots or glare issues with traditional lighting systems, seriously threatening driving safety. To address the problem of radar detection being easily obstructed by guardrails, mountains, or buildings at curves, millimeter-wave radar modules with a wider horizontal detection angle are selected. For example, the detection angle on conventional straight sections (8°–15°) is extended to 15°–25°, expanding the radar coverage. The target detection module can be installed on guardrail posts 30–50 meters before the curve entrance, with the detection direction facing the oncoming traffic. This wide-angle coverage enables full-range detection of the curve's beginning, middle, and exit sections, ensuring accurate vehicle identification before entering the curve and allowing sufficient time for the main control unit to adjust lighting. Simultaneously, the wide-angle radar effectively captures changes in vehicle trajectory within the curve, preventing detection loss due to vehicle turning.

[0076] Furthermore, for sharp bends or bends with severely obstructed visibility, millimeter-wave radar modules are added at key locations on the inner guardrail of the bend, forming a dual-radar detection architecture consisting of an entrance main radar and an inner blind spot radar. The main radar is responsible for capturing oncoming vehicle information from a long distance, while the blind spot radar provides precise coverage of the detection blind spots on the inner side of the bend. The data from both is synchronized to the main control unit via a communication network, enabling dual verification of vehicle position and precise trajectory tracking.

[0077] Furthermore, considering the reduced vehicle speed and shorter visibility on curved roads, the main control unit has specifically adjusted the advance lighting logic. For example, the advance lighting distance on straight sections can be extended from 60-100 meters to 80-120 meters, ensuring that the lighting areas on both the inner and outer sides of the curve are fully illuminated before the vehicle enters the curve, allowing the driver to clearly observe the curve's curvature, road markings, and potential obstacles in advance. Simultaneously, the advance lighting duration is dynamically adjusted based on the curve radius; for sharp curves, the advance lighting duration can be increased to 3-5 seconds, while for gentle curves it remains at 2-3 seconds, ensuring sufficient preparation time for lighting while avoiding unnecessary energy consumption.

[0078] Secondly, this application also provides a dynamic anti-glare method for a highway lighting guardrail system. See details below. Figure 2 This can be executed by an electronic device, which can act as a host computer, specifically by one or more processors within the electronic device, to achieve the following steps: S201. Based on the target detection module deployed on the highway guardrail body, the road target is detected, and the light output direction of multiple independently controllable lighting units distributed at intervals along the extension direction of the guardrail body is adjusted so that the light output direction of the lighting units is adapted to the direction of the road target and is at a preset tilt angle relative to the ground.

[0079] Specifically, the electronic device relies on target detection modules (millimeter-wave radar modules) deployed on the highway guardrail to detect road targets (such as vehicles). Its core function is to regulate the light emission direction of independently controllable lighting units (e.g., LED lights) spaced apart on the guardrail. After regulation, the light emission direction of the lighting units is adapted to the direction of travel of the road target, and maintains a preset tilt angle of 15° to 45° relative to the ground. This concentrates the light spot on the road surface in front of the vehicle to ensure illumination, while also reducing glare at its source. Simultaneously, combined with dynamic control logic, it achieves on-demand lighting, adapting to various road scenarios.

[0080] S202. The target detection module collects the position and speed information of road targets in real time.

[0081] Specifically, the target detection module can be a millimeter-wave radar module, which is installed on the highway guardrail body. The detection direction is towards the direction of oncoming vehicles. It can collect the position and speed information of road targets in real time, with an effective detection range of 150 to 200 meters. It is not affected by rain, snow, fog, dust and ambient light, and provides accurate data support for the dynamic control of subsequent lighting units.

[0082] S203. Based on position and speed information, predict the time when an approaching vehicle will arrive at the corresponding lighting area of ​​each lighting unit.

[0083] Specifically, the main control unit of the electronic device receives the position and speed information of the approaching vehicle collected by the millimeter-wave radar module. Combined with the lighting area range corresponding to each lighting unit, it predicts the time when the approaching vehicle will arrive at each lighting area, and then turns off the corresponding lighting unit 2 to 5 seconds in advance to form an anti-glare dark zone that moves with the vehicle, while maintaining lighting 60 to 100 meters in front of the vehicle, taking into account both anti-glare and driving safety.

[0084] S204. Before the road target reaches the corresponding lighting area, control the lighting units in the area to be lit to turn off or reduce the brightness, and keep the lighting units within a preset distance range in front of the road target in an effective lighting state.

[0085] Specifically, after the millimeter-wave radar module detects an approaching vehicle, the main control unit of the electronic device predicts the time it will arrive at each lighting area based on the vehicle's position and speed. Two to five seconds before the vehicle arrives at the corresponding lighting area, the unit controls the LED lighting units in that area to turn off or reduce their brightness, creating an anti-glare dark zone that moves with the vehicle. This prevents direct or reflected light from interfering with the driver's vision, while ensuring lighting within a range of 60 to 100 meters in front of the vehicle to ensure driving safety.

[0086] S205. After the road target leaves the corresponding lighting area, control the lighting units in the corresponding lighting area to restore the effective lighting state.

[0087] Specifically, when a vehicle leaves its designated lighting area, the main control unit of the electronic device will control the LED lighting units in that area to resume effective lighting after a short delay. This ensures the continuity of overall road lighting while enabling on-demand lighting, balancing energy conservation and driving safety, and is suitable for various road sections such as highways and bridges.

[0088] In summary, compared with the prior art, this embodiment has the following advantages: 1. Thorough anti-glare and enhanced safety: Adopting a downward (15°~45°) lighting design that follows the flow of traffic, combined with precise detection by millimeter-wave radar, the lights in the area the vehicle passes through are turned off 2 to 5 seconds in advance, forming a follow-up dark zone to completely avoid glare; at the same time, the lights in front of the vehicle are kept 60 to 100 meters ahead to ensure road visibility and greatly improve driving safety.

[0089] 2. High level of intelligence, adaptable to smart transportation: It can sense vehicle dynamics in real time, realize on-demand lighting, and get rid of the traditional rigid control mode; it supports uploading traffic flow and equipment status data, and can be connected to the smart transportation platform to meet the needs of remote monitoring and dispatching.

[0090] 3. Convenient installation and maintenance, and controllable costs: The modules are directly installed on the guardrail, eliminating the need for additional large-scale infrastructure construction and reducing initial investment; daily maintenance does not require high-altitude operations, the process is simple, does not interfere with traffic, and significantly reduces operation and maintenance costs and risks.

[0091] 4. Energy-saving and efficient, extending equipment life: When there are no vehicles, the lights are turned off. With LED lights with a luminous efficacy of ≥150 lm / W, energy consumption is greatly reduced. The lights do not work continuously, reducing light decay and overheating, extending service life and reducing replacement costs.

[0092] 5. Stable, reliable, and highly adaptable: Millimeter-wave radar is resistant to rain, snow, fog, and dust interference, providing accurate detection in all weather conditions; parameters can be flexibly adjusted to adapt to scenarios such as highways, rural roads, and tunnel entrances; anti-glare can be linked for two-way lanes, and blind spots can be optimized for curved road sections.

[0093] 6. Low light pollution and eco-friendly: The directional light distribution design concentrates the light spot on the road surface, avoiding outward scattering of light and reducing interference with the surrounding environment, residents and astronomical observations.

[0094] In summary, this invention completely solves the glare problem of traditional lighting by using millimeter-wave radar for precise detection and dynamic lighting control, significantly improving driving safety; intelligent on-demand lighting has the advantages of energy saving and extended equipment life, and is easy to install and maintain with controllable costs; millimeter-wave radar has strong anti-interference capabilities, the system is adaptable to various scenarios such as two-way lanes and curves, and can also be integrated into intelligent transportation systems.

[0095] The third embodiment of the present invention also provides an electronic device, the electronic device comprising: At least one processor; and, The memory is communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the dynamic anti-glare method for the highway lighting guardrail system of any of the foregoing embodiments.

[0096] The fourth embodiment of the present invention also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the dynamic anti-glare method for the highway lighting guardrail system described in any of the foregoing embodiments.

[0097] The fifth embodiment of the present invention also provides a computer program product, which includes a computing program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions that, when executed by a computer, cause the computer to perform the dynamic anti-glare method for the highway lighting guardrail system of any of the foregoing embodiments.

[0098] The sixth embodiment of the present invention also provides a computer program, which includes program instructions. When the program instructions are executed by a computer, the computer performs the dynamic anti-glare method for the highway lighting guardrail system of any of the foregoing embodiments.

[0099] Figure 3 The diagram illustrates a method or device 1000 that can implement embodiments of the present invention. In some embodiments, it may include more or fewer devices than illustrated. In some embodiments, it may be implemented using a single or multiple devices. In some embodiments, it may be implemented using cloud-based or distributed devices.

[0100] like Figure 3 As shown, device 1000 includes a processor 1001, which can perform various appropriate operations and processes based on programs and / or data stored in read-only memory (ROM) 1002 or programs and / or data loaded from storage portion 1008 into random access memory (RAM) 1003. Processor 1001 may be a multi-core processor or may contain multiple processors. In some embodiments, processor 1001 may include a general-purpose main processor and one or more special coprocessors, such as a central processing unit (CPU), graphics processing unit (GPU), neural network processor (NPU), digital signal processor (DSP), etc. Random access memory 1003 also stores various programs and data required for the operation of device 1000. Processor 1001, read-only memory 1002, and random access memory 1003 are interconnected via bus 1004. Input / output (I / O) interface 1005 is also connected to bus 1004.

[0101] The processor and memory described above are used together to execute programs stored in the memory. When the program is executed by a computer, it can implement the methods, steps, or functions described in the above embodiments.

[0102] The following components are connected to I / O interface 1005: an input section 1006 including a keyboard, mouse, touchscreen, etc.; an output section 1007 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1008 including a hard disk, etc.; and a communication section 1009 including a network interface card such as a LAN card, modem, etc. The communication section 1009 performs communication processing via a network such as the Internet. A drive 1010 is also connected to I / O interface 1005 as needed. A removable medium 1011, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 1010 as needed so that computer programs read from it can be installed into storage section 1008 as needed. Figure 3 The diagram only shows a portion of the components and does not imply that the device 1000 only includes... Figure 3 The components shown.

[0103] The systems, devices, modules, or units described in the above embodiments can be implemented by a computer or its associated components. The computer may be, for example, a mobile terminal, smartphone, personal computer, laptop computer, in-vehicle human-machine interface device, personal digital assistant, media player, navigation device, game console, tablet computer, wearable device, smart TV, Internet of Things system, smart home, industrial computer, server, or a combination thereof.

[0104] Although not shown, in this embodiment of the invention, a computer-readable storage medium is provided having a computer program / instruction stored thereon, which, when executed by a processor, implements the dynamic anti-glare method for the highway lighting guardrail system described in Embodiment 2.

[0105] Storage media in embodiments of the present invention include articles that are permanent and non-permanent, removable and non-removable, capable of storing information by any method or technology. Examples of storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0106] Although not shown, embodiments of the present invention also provide a computer program product, including: a computer program / instructions that, when executed by a processor, implement the dynamic anti-glare method for the highway lighting guardrail system described in Embodiment 2.

[0107] The methods, programs, systems, apparatuses, etc., in embodiments of the present invention can be executed or implemented in one or more networked computers, or practiced in a distributed computing environment. In the embodiments of this specification, in these distributed computing environments, tasks can be performed by remote processing devices connected via a communication network.

[0108] Those skilled in the art will understand that the embodiments described in this specification can be provided as methods, systems, or computer program products. Therefore, those skilled in the art will realize that the functional modules / units or controllers and related method steps described in the above embodiments can be implemented in software, hardware, or a combination of both.

[0109] Unless explicitly stated otherwise, the actions or steps of the methods and procedures described in the embodiments of the present invention do not necessarily have to be performed in a specific order and can still achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0110] This document describes several embodiments of the present invention; however, for the sake of brevity, the descriptions of the embodiments are not exhaustive, and identical or similar features or parts between the embodiments may be omitted. In this document, "one embodiment," "some embodiments," "example," "specific example," or "some examples" refers to embodiments applicable to at least one, but not all, of the present invention. The above terms do not necessarily refer to the same embodiments or examples. Without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described herein, as well as the features of the different embodiments or examples.

[0111] The exemplary systems and methods of the present invention have been specifically shown and described with reference to the above embodiments, which are merely examples of the best mode for implementing the systems and methods. Those skilled in the art will understand that various changes can be made to the embodiments of the systems and methods described herein without departing from the spirit and scope of the invention as defined in the appended claims when implementing the systems and / or methods.

Claims

1. A dynamic anti-glare highway lighting guardrail system, characterized in that, include: The guardrail body, target detection module, lighting unit, main control unit, and power supply module; The target detection module is mounted on the guardrail body, and the detection direction is towards the direction of the road target, which is used to collect the position and motion parameters of the road target in real time. The lighting unit includes multiple independently adjustable lighting units arranged at intervals along the guardrail body. The light emission direction of the lighting unit is adapted to the road traffic direction and is tilted at a preset angle relative to the road surface, so that the lighting area is focused on the road traffic surface. The main control unit establishes connections with the target detection module, the lighting unit and the power supply module respectively. Based on the road target information collected by the target detection module, it dynamically adjusts the working state of the corresponding lighting unit to form an anti-glare adaptation area that moves synchronously with the road target. The power supply module provides stable power to the dynamic anti-glare highway lighting guardrail system.

2. The dynamic anti-glare highway lighting guardrail system according to claim 1, characterized in that, The lighting unit has a preset tilt angle of 15°-45°, and the lighting unit is connected to the guardrail body through an angle-adjustable installation structure.

3. The dynamic anti-glare highway lighting guardrail system according to claim 1, characterized in that, The target detection module and the lighting unit form several independently operating intelligent control nodes at a preset distance, and adjacent intelligent control nodes can achieve linkage control through wired or wireless communication.

4. The dynamic anti-glare highway lighting guardrail system according to claim 1, characterized in that, Based on the location and speed data of the road target, the main control unit predicts the time it takes for the road target to reach the illumination area of ​​the corresponding lighting unit, and adjusts the corresponding lighting unit to turn off or reduce its brightness in advance by a preset time.

5. The dynamic anti-glare highway lighting guardrail system according to claim 1, characterized in that, The main control unit keeps the lighting units within a preset range in front of the road target in an effective lighting state, and controls the corresponding lighting unit to restore the effective lighting state after a delay after the road target leaves the lighting area of ​​the corresponding lighting unit.

6. The dynamic anti-glare highway lighting guardrail system according to claim 1, characterized in that, The lighting units are respectively installed on the guardrail bodies on both sides of the road, and the main control units on both sides of the road establish a communication connection to coordinate and control the brightness or working status of the opposing lighting units.

7. The dynamic anti-glare highway lighting guardrail system according to claim 1, characterized in that, On curved road sections, by adding the target detection module or adjusting the detection angle of the target detection module, it is ensured that the road target is detected before entering the curve and triggers the anti-glare control of the corresponding lighting unit.

8. A dynamic anti-glare method for a highway lighting guardrail system, characterized in that, include: The target detection module deployed on the highway guardrail body detects road targets, and adjusts the light output direction of multiple independently controllable lighting units distributed at intervals along the extension direction of the guardrail body, so that the light output direction of the lighting units is adapted to the direction of the road target and is tilted at a preset angle relative to the ground. The target detection module collects the position and speed information of road targets in real time. Based on the location and speed information, the time it takes for an approaching vehicle to arrive at the corresponding lighting area of ​​each lighting unit is predicted. Before the road target reaches the corresponding illuminated area, the lighting units in the illuminated area are controlled to turn off or reduce their brightness, and the lighting units within a preset distance range in front of the road target's direction of travel are kept in an effective lighting state. Once the road target leaves the corresponding lighting area, the lighting unit within the corresponding lighting area is controlled to resume effective lighting.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and a memory communicatively connected to said at least one processor; The memory stores instructions that can be executed by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the dynamic anti-glare method for the highway lighting guardrail system as described in claim 8.

10. A non-transitory computer-readable storage medium, characterized in that, The non-transitory computer-readable storage medium stores computer instructions for causing the computer to execute the dynamic anti-glare method for the highway lighting guardrail system as described in claim 8.

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