A simulation device for testing the driving adaptability of drivers at tunnel exits.

Abstract

This invention relates to a simulation device for testing drivers' visual adaptation ability at tunnel exits, belonging to the field of road traffic engineering technology. The simulation device includes an environmental simulation system, a dynamic viewing angle control system, a main control unit, and visual signs. The environmental simulation system includes a darkroom enclosure with adjustable light source groups arranged on the left and right sides of its top surface. An observation hole is provided in the center of the front panel of the darkroom enclosure. The dynamic viewing angle control system includes a mechanical variable aperture mechanism installed at the observation hole, a DC geared motor equipped with a Hall encoder, and a drive pinion fixed to the output shaft of the DC geared motor. This invention can dynamically simulate the changes in viewing angle as a vehicle approaches a tunnel exit under controllable cost conditions, quantitatively measure the driver's visual reaction time to obstacles under different brightness differences, thereby providing an experimental basis and data support for tunnel lighting design and visual safety evaluation, and has engineering application value.

Description

Technical Field

[0001] This invention belongs to the field of road traffic engineering technology, and specifically relates to a simulation device for testing the driving adaptability of drivers at tunnel exits. Background Technology

[0002] With the increasing number of highway tunnels, vehicles need to experience a sudden change in lighting environment from dark to bright at the tunnel exit. During this process, the driver's visual system needs to adapt to the light. If the light adaptation is insufficient, it can lead to momentary glare, difficulty in target recognition, and prolonged reaction time, which can easily cause traffic accidents in severe cases.

[0003] To study drivers' visual adaptation characteristics and conduct visual safety assessments, some testing devices or systems have been disclosed in the prior art. However, these existing studies cannot simultaneously meet the following requirements and have many technical limitations: Existing indoor lighting environment simulation systems based on displays or projectors are limited by the physical limitations of the light-emitting devices and cannot reproduce the true natural sunlight brightness outside the tunnel exit. This extreme brightness distortion causes the experimentally measured light adaptation reaction time to deviate significantly from actual driving conditions.

[0004] Existing static testing methods for real-world road surfaces typically use fixed lighting poles and physical reference objects. These methods cannot dynamically and continuously reproduce the non-linearly magnified geometric perspective changes of the tunnel entrance in the driver's field of vision when a vehicle approaches the tunnel exit at different speeds within a limited laboratory space.

[0005] Most existing vision tests use physical entities of random sizes as visual obstacles, lacking scientific equivalent conversion between visual distance at different vehicle speeds, visual target size, and standard vision test charts, resulting in insufficient universality and quantitative accuracy of the measurement results.

[0006] Many related patents focus on active safety control on the vehicle side, such as controlling vehicle speed and automatically adjusting tinted windshields or headlights, but lack a standardized experimental device specifically for determining physiological thresholds in early human factors engineering.

[0007] Therefore, it is necessary to provide a simulation device with a simple structure, controllable parameters, and the ability to quantitatively and accurately measure a driver's adaptive ability, in order to make up for the shortcomings of the existing technology. Summary of the Invention

[0008] The purpose of this invention is to overcome the shortcomings of the prior art and provide a simulation device for testing the driving adaptability of drivers at tunnel exits.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A simulation device for testing the visual adaptability of drivers at tunnel exits includes an environmental simulation system, a dynamic perspective control system, a main control unit, and visual signs. The environmental simulation system includes a darkroom enclosure, with an adjustable light source group arranged on the left and right sides of the top surface inside; an observation hole is opened in the center of the front panel of the darkroom enclosure. The dynamic viewing angle control system includes a mechanical variable aperture mechanism installed at the observation hole; a driven large gear ring is fixedly provided on the outer periphery of the mechanical variable aperture mechanism; The dynamic perspective control system also includes a DC geared motor equipped with a Hall encoder and a driving pinion fixed on the output shaft of the DC geared motor; the driving pinion is sleeved on the power output end of the DC geared motor; the driving pinion meshes with the driven large gear ring. The main control unit is connected to the Hall encoder on the DC geared motor; The main control unit has a pre-stored angular velocity-time function derived from the change of the tunnel entrance perspective; the main control unit reads the angular velocity corresponding to the current time point and outputs a control signal to drive the DC geared motor to rotate; the main control unit is connected to the DC geared motor through the motor drive module. The Hall encoder is used to collect the shaft rotation position and speed information of the DC geared motor power output end and feed it back to the main control unit in real time. The main control unit reads the target angular velocity corresponding to the current time point and compares it with the actual angular velocity fed back by the Hall encoder to calculate the error. The main control unit adjusts the control signal output to the motor drive module according to the error, so that the actual operating state of the DC geared motor continuously approaches the preset angular velocity-time function, thereby realizing the dynamic control of the observation window of the mechanical variable aperture mechanism. The main control unit is connected to the adjustable light source group and is used to control the brightness of the adjustable light source group; The visual mark is horizontally aligned with the center of the observation hole in the center of the front panel, and there is a certain distance between it and the darkroom enclosure.

[0010] Furthermore, the adjustable light source group includes a dimmable LED lamp and an LED driving circuit; the LED driving circuit is connected to the main control unit and the dimmable LED lamp respectively; The main control unit controls the brightness of the dimmable LED lamp through the LED driver circuit.

[0011] Furthermore, the main control unit controls the brightness of the dimmable LED lights through the LED driver circuit. To ensure that the simulated environment's brightness closely matches the tunnel lighting specifications, the brightness of the space within the darkroom enclosure needs to be calibrated. The specific calibration method is as follows: (1) Based on photographic theory and photophotometry, establish the relationship between exposure value EV and aperture number F and exposure time T: (2) Enter the darkroom, close the mechanical variable aperture mechanism, face the mechanical variable aperture mechanism, and suspend the gray card; (3) Adjust different combinations of exposure parameters, i.e., different EV values, to shoot gray cards under different lighting conditions; (4) Point the luminance meter at the gray card and read the center luminance value of the gray card; (5) Convert the image to grayscale and read the grayscale value at the center of the grayscale card, matching it one-to-one with the actual brightness, and establish the brightness value at the center of the grayscale card. The mathematical relationship between the grayscale value D and the exposure value EV at the center of the gray card is as follows: (6) Based on the tunnel lighting specifications and the above mathematical relationship, adjust the internal light brightness of the device to 32.5 cd / m². 2 17.5 cd / m 2 and 10 cd / m 2 .

[0012] Furthermore, the DC geared motor is mounted on the front panel of the anechoic chamber enclosure; the back panel of the anechoic chamber enclosure is detachable or movable.

[0013] Furthermore, the visual identification mark is a Landau C-ring; the visual identification mark is fixed at a certain distance from the darkroom enclosure using a bracket.

[0014] Furthermore, by using photos taken on actual roads to calculate the contrast between the brightness of the road and the brightness of the falling rocks and obstacles, the brightness information of the road is applied to the background color of the Randall C-ring, and the brightness information of the falling rocks is applied to the ring pattern color of the Randall C-ring, thus creating a visually recognizable Randall C-ring sign with this contrast.

[0015] Furthermore, based on the error, the main control unit adjusts the control signal output to the motor drive module through a closed-loop control method, so that the actual operating state of the DC geared motor continuously approaches the preset angular velocity-time function, thereby achieving precise control of the dynamic changes of the aperture opening; the closed-loop control method is preferably a proportional-integral-derivative control algorithm or other conventional control methods.

[0016] Furthermore, the mechanical variable aperture mechanism includes a drive ring, blades, and a base; N drive pins are evenly distributed on the drive ring; the N blades have identical structures, each with a guide groove above it; the N guide grooves are arranged at equal angles along the circumference and have the same structure, each guide groove is slidably connected to a drive pin on the drive ring, and each blade is rotatably mounted on the base via a pivot; the base has N rotating grooves arranged at equal angles along the circumference and have the same structure; the N blades can rotate with the drive ring, opening or closing at equal amplitude along a predetermined trajectory, and forming a variable-size N-sided observation window in the central area; a driven large gear ring is sleeved on the drive ring; the base is fixedly installed at the observation hole; N≥4.

[0017] Furthermore, N=8.

[0018] Furthermore, the angular velocity-time function is: In the formula, , , These represent the target angular velocities of the DC geared motor output shaft at vehicle speeds of 60 km / h, 80 km / h, and 100 km / h, respectively, in ° / s; t represents time in seconds, and e is a natural constant.

[0019] The present invention provides a simulation device for testing the visibility adaptability of drivers at tunnel exits. It includes a dark chamber that can simulate the internal environment of a tunnel, a mechanical variable aperture mechanism that can simulate the geometric changes at the tunnel exit when a vehicle exits the tunnel, visual signs that can simulate the size and contrast of actual road obstacles, a main control unit, and a standardized experimental procedure.

[0020] This invention designs an experimental device that can simulate the dark environment inside a tunnel under natural sunlight, dynamically simulates the change in viewing angle as a vehicle approaches the tunnel entrance, and quantitatively measures the driver's visual reaction time to obstacles under different brightness differences, thereby providing an experimental basis and data support for tunnel lighting design and visual safety evaluation.

[0021] Compared with the prior art, the beneficial effects of this invention are as follows: (1) By using a physical darkroom and natural sunlight, the bottleneck of insufficient brightness in traditional analog equipment has been overcome; This invention eliminates the need for expensive and brightness-limited projection and display equipment. Instead, it places the darkroom under realistic natural sunlight conditions, directly introducing bright external sunlight through an observation window. Dimmable LED lights are installed inside the darkroom to simulate the dark environment of a tunnel. This design recreates the significant and extreme brightness difference at the exit of a real tunnel at a low cost, ensuring the authenticity of the light-adapted stimulus and improving the accuracy of reaction time test data.

[0022] (2) A dynamic perspective control system was designed to dynamically reproduce the visual geometric features of the vehicle approaching the tunnel entrance; This invention establishes a mathematical relationship between vehicle speed, time, and the viewing angle at the tunnel entrance, and drives eight blades of a mechanically variable aperture mechanism through a DC geared motor with a Hall encoder. The main control unit uses closed-loop control to output angular velocity, making the dynamic expansion process of the aperture opening consistent with the actual visual perspective changes when a vehicle approaches the tunnel exit at different speeds, overcoming the deficiency of existing static experiments that cannot simulate the kinematic visual characteristics of vehicles.

[0023] (3) The introduction of equivalent visual recognition marks and contrast quantification models has improved the scientific nature of the test indicators; This invention converts a standard 0.2m cubic obstacle on a real road surface that may cause a vehicle to roll over into the equivalent size of the opening of a Landau C-ring at a 3m observation distance in the laboratory. At the same time, it combines the contrast of the environment and the obstacle extracted by RGB of the real road, so that the subject's "judgment of the opening direction" can directly, objectively and quantitatively reflect the driver's ability to recognize real obstacles in actual driving.

[0024] (4) It provides a standardized testing process and outputs highly reliable quantitative data on human factors engineering; This invention not only provides an experimental setup but also a standardized testing procedure. This setup enables the acquisition of a highly fitted quantitative model function relating reaction time and brightness range. This quantitative model provides a mathematical expression for the driver's visual adaptation characteristic curve under arbitrary brightness conditions, offering human factors engineering data support for subsequent research and development such as brightness grading design at tunnel entrances and light-reducing structure design. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of the darkroom enclosure of the present invention; Figure 2 The diagram shows the mechanical variable aperture mechanism of the present invention; (a) is a top view of the drive ring; (b) is a bottom view of the drive ring; (c) is a top view of the blade; (d) is a bottom view of the blade; (e) is a top view of the base; (f) is a bottom view of the base; (g) is a top view of the blade and base assembly; (h) is a top view of the overall assembly of the mechanical variable aperture mechanism. Figure 3 This is a schematic diagram of the DC geared motor of the present invention; Figure 4 This is a top view schematic diagram of the connection between the DC geared motor of the present invention and the outer ring of the aperture via gears; Figure 5This is a schematic diagram of gray card images inside a darkroom chamber collected under different LED brightness conditions in an application example of the present invention; where the percentage sign represents the degree of adjustment by the lighting control software, 0% is the light off, and 100% is the light at its brightest; (a) is a gray card image collected when the LED brightness is turned on at 3%; (b) is a gray card image collected when the LED brightness is turned on at 5%; (c) is a gray card image collected when the LED brightness is turned on at 11%. Figure 6 These are schematic diagrams illustrating the changes in the observation window in an application example of the present invention; wherein, (a) is a schematic diagram of the first type of change in the observation window; (b) is a schematic diagram of the second type of change in the observation window; (c) is a schematic diagram of the third type of change in the observation window; (d) is a schematic diagram of the fourth type of change in the observation window; (e) is a schematic diagram of the fifth type of change in the observation window; (f) is a schematic diagram of the sixth type of change in the observation window; (g) is a schematic diagram of the seventh type of change in the observation window; and (h) is a schematic diagram of the eighth type of change in the observation window. Figure 7 This is a schematic diagram of the DC geared motor used in an application example of the present invention; Figure 8 This is a schematic diagram of the tunnel exit section selected in an application example of the present invention; Figure 9 This is a schematic diagram showing the driver's position inside the darkroom in an application example of the present invention; Figure 10 The following are sampling point distribution diagrams showing the change of the observation window opening size over time at different vehicle speeds in application examples of the present invention: (a) is a sampling point distribution diagram showing the change of the observation window opening size over time at a speed of 60 km / h; (b) is a sampling point distribution diagram showing the change of the observation window opening size over time at a speed of 80 km / h; and (c) is a sampling point distribution diagram showing the change of the observation window opening size over time at a speed of 100 km / h. Figure 11 This is a schematic diagram of RGB extraction of road background and obstacles and corresponding Landauer C-ring in an application example of the present invention; wherein, (a) is a real-shot road obstacle image; (b) is the extracted road background image; (c) is the extracted rockfall background image; and (d) is the Landauer C-ring prepared using the contrast information of the road background image and the rockfall background image; Figure 12 This is a schematic diagram of the Landauer C-ring experimental setup in an application example of the present invention; Figure 13 The following are graphs showing the relationship between reaction time and brightness range at different design vehicle speeds in application examples of the present invention: (a) 60 km / h vehicle speed; (b) 60 km / h vehicle speed; (c) 100 km / h vehicle speed. Figure 14 This is a control schematic diagram of the main control unit of the present invention; The components include: 1. Darkroom enclosure; 2. Dimmable LED light; 3. Mechanical variable aperture mechanism; 4. Driven large gear ring; 5. DC geared motor; 6. Driving pinion; 7. Visual identification mark; 8. Drive ring; 9. Blade; 10. Base; 11. Drive pin; 12. Guide groove; 13. Pivot; 14. Rotating groove; 15. Main control unit; 16. Motor drive module; 17. Hall encoder; 18. LED drive circuit; 19. Bracket; The arrows indicate the direction of data or signals. Detailed Implementation

[0026] The present invention will now be described in further detail with reference to the embodiments.

[0027] Those skilled in the art will understand that the following embodiments are for illustrative purposes only and should not be construed as limiting the scope of the invention. Where specific techniques or conditions are not specified in the embodiments, they are performed in accordance with the techniques or conditions described in the literature in the field or according to the product instructions. Materials or equipment whose manufacturers are not specified are all conventional products that can be obtained by purchase.

[0028] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this specification means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. It should be understood that when we say an element is “connected” to another element, it can be directly connected to the other element, or there may be an intermediate element. Furthermore, the term “connected” as used herein can include wireless connections. The term “and / or” as used herein includes any and all combinations of one or more of the associated listed items.

[0029] In the description of this invention, unless otherwise stated, "a plurality of" means two or more. The terms "inner," "upper," "lower," etc., indicate the orientation or state relationship based on the orientation or state relationship shown in the drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention.

[0030] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "connected," and "equipped with" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art will understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0031] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless defined as herein.

[0032] Example 1

[0033] like Figure 1 , Figure 3 , Figure 4 , Figure 14 As shown, a simulation device for testing the visual adaptability of drivers at tunnel exits includes an environmental simulation system, a dynamic perspective control system, a main control unit 15, and visual recognition signs 7. The environmental simulation system includes a darkroom enclosure 1, with an adjustable light source group arranged on the left and right sides of the top surface inside; an observation hole is opened in the center of the front panel of the darkroom enclosure 1. The dynamic viewing angle control system includes a mechanical variable aperture mechanism 3 installed at the observation hole; a driven large gear ring 4 is fixedly provided on the outer periphery of the mechanical variable aperture mechanism 3; The dynamic perspective control system also includes a DC geared motor 5 equipped with a Hall encoder 17, and a driving pinion 6 fixed on the output shaft of the DC geared motor 5; the driving pinion 6 is sleeved on the power output end of the DC geared motor 5; the driving pinion 6 meshes with the driven large gear ring 4. The main control unit 15 is connected to the Hall encoder 17 on the DC geared motor 5; The main control unit 15 has a pre-stored angular velocity-time function derived from the change of the tunnel entrance perspective; the main control unit 15 reads the angular velocity corresponding to the current time point and outputs a control signal to drive the DC geared motor 5 to rotate; the main control unit 15 is connected to the DC geared motor 5 through the motor drive module 16. The Hall encoder 17 is used to collect the shaft rotation position and speed information of the power output end of the DC geared motor 5 and feed it back to the main control unit 15 in real time. The main control unit 15 reads the target angular velocity corresponding to the current time point and compares it with the actual angular velocity fed back by the Hall encoder 17 to calculate the error. The main control unit 15 adjusts the control signal output to the motor drive module 16 according to the error, so that the actual operating state of the DC geared motor 5 continuously approaches the preset angular velocity-time function, thereby realizing the dynamic control of the observation window of the mechanical variable aperture mechanism 3. The main control unit 15 is connected to the adjustable light source group and is used to control the brightness of the adjustable light source group. The visual identification mark 7 is horizontally aligned with the center of the observation hole in the center of the front panel, and there is a certain distance between it and the darkroom box 1.

[0034] Example 2

[0035] like Figures 1-4 , Figure 12 , Figure 14 As shown, a simulation device for testing the visual adaptability of drivers at tunnel exits includes an environmental simulation system, a dynamic perspective control system, a main control unit 15, and visual recognition signs 7. The environmental simulation system includes a darkroom enclosure 1, with an adjustable light source group arranged on the left and right sides of the top surface inside; an observation hole is opened in the center of the front panel of the darkroom enclosure 1. The dynamic viewing angle control system includes a mechanical variable aperture mechanism 3 installed at the observation hole; a driven large gear ring 4 is fixedly provided on the outer periphery of the mechanical variable aperture mechanism 3; The dynamic perspective control system also includes a DC geared motor 5 equipped with a Hall encoder 17, and a driving pinion 6 fixed on the output shaft of the DC geared motor 5; the driving pinion 6 is sleeved on the power output end of the DC geared motor 5; the driving pinion 6 meshes with the driven large gear ring 4. The main control unit 15 is connected to the Hall encoder 17 on the DC geared motor 5; The main control unit 15 has a pre-stored angular velocity-time function derived from the change of the tunnel entrance perspective; the main control unit 15 reads the angular velocity corresponding to the current time point and outputs a control signal to drive the DC geared motor 5 to rotate; the main control unit 15 is connected to the DC geared motor 5 through the motor drive module 16. The Hall encoder 17 is used to collect the shaft rotation position and speed information of the power output end of the DC geared motor 5 and feed it back to the main control unit 15 in real time. The main control unit 15 reads the target angular velocity corresponding to the current time point and compares it with the actual angular velocity fed back by the Hall encoder 17 to calculate the error. The main control unit 15 adjusts the control signal output to the motor drive module 16 according to the error, so that the actual operating state of the DC geared motor 5 continuously approaches the preset angular velocity-time function, thereby realizing the dynamic control of the observation window of the mechanical variable aperture mechanism 3. The main control unit 15 is connected to the adjustable light source group and is used to control the brightness of the adjustable light source group. The visual identification mark 7 is horizontally aligned with the center of the observation hole in the center of the front panel, and there is a certain distance between it and the darkroom box 1.

[0036] The adjustable light source group includes a dimmable LED lamp 2 and an LED driving circuit 18; the LED driving circuit 18 is connected to the main control unit 15 and the dimmable LED lamp 2 respectively. The main control unit 15 controls the brightness of the dimmable LED lamp 2 through the LED driver circuit 18.

[0037] The main control unit 15 controls the brightness of the dimmable LED lamp 2 through the LED driver circuit 18. To ensure that the simulated environment is close to the brightness of the tunnel lighting specifications, the brightness of the space in the darkroom box 1 needs to be calibrated. The specific calibration method is as follows: (1) Based on photographic theory and photophotometry, establish the relationship between exposure value EV and aperture number F and exposure time T: (2) Enter the darkroom box 1, close the mechanical variable aperture mechanism 3, face the mechanical variable aperture mechanism 3, and hang the gray card; (3) Adjust different combinations of exposure parameters, i.e., different EV values, to shoot gray cards under different lighting conditions; (4) Point the luminance meter at the gray card and read the center luminance value of the gray card; (5) Convert the image to grayscale and read the grayscale value at the center of the grayscale card, matching it one-to-one with the actual brightness, and establish the brightness value at the center of the grayscale card. The mathematical relationship between the grayscale value D and the exposure value EV at the center of the gray card is as follows: (6) Based on the tunnel lighting specifications and the above mathematical relationship, adjust the internal light brightness of the device to 32.5 cd / m². 2 17.5 cd / m 2 and 10 cd / m 2 .

[0038] The DC geared motor 5 is mounted on the front panel of the anechoic chamber 1; the back panel of the anechoic chamber 1 is detachable or movable.

[0039] The visual identification mark 7 is a Landauer C-ring; the visual identification mark 7 is fixed at a certain distance from the darkroom box 1 by a bracket 19.

[0040] The contrast between the road and the brightness of the rockfall obstacle is calculated using photos taken on actual roads. The brightness information of the road is applied to the background color of the Randall C-ring, and the brightness information of the rockfall obstacle is applied to the ring pattern color of the Randall C-ring. A visually recognizable Randall C-ring sign with this contrast is prepared.

[0041] Based on the error, the main control unit 15 adjusts the control signal output to the motor drive module 16 through a closed-loop control method, so that the actual operating state of the DC geared motor 5 continuously approaches the preset angular velocity-time function, thereby realizing the control of the dynamic change of the aperture opening; the closed-loop control method is a proportional-integral-derivative control algorithm.

[0042] The mechanical variable aperture mechanism 3 includes a drive ring 8, blades 9, and a base 10. N drive pins 11 are evenly distributed on the drive ring 8. The N blades 9 have identical structures, each with a guide groove 12 above it. The N guide grooves 12 are arranged at equal angles along the circumference and have the same structure. Each guide groove 12 is slidably connected to a drive pin 11 on the drive ring 8. Each blade 9 is rotatably mounted on the base 10 via a pivot 13. The base 10 has N rotating grooves 14 arranged at equal angles along the circumference and have the same structure. The N blades 9 can rotate with the drive ring 8, opening or closing at equal amplitude along a predetermined trajectory, forming a variable-sized N-sided observation window in the central area. A driven large gear ring 4 is sleeved around the drive ring 8. The base 10 is fixedly installed at the observation hole; N ≥ 4.

[0043] Preferably, N=8.

[0044] The angular velocity-time function is: In the formula, , , These represent the target angular velocities of the DC geared motor output shaft at vehicle speeds of 60 km / h, 80 km / h, and 100 km / h, respectively, in ° / s; t represents time in seconds, and e is a natural constant.

[0045] Example 3

[0046] A simulation device for testing the visual adaptation ability of drivers at tunnel exits includes an environmental simulation system, a dynamic perspective control system, a main control unit, and visual signs. The specific structure and positional relationship are as follows: The environmental simulation system includes a darkroom enclosure with light-shielding capabilities. An adjustable light source group is arranged on both the left and right sides of the top surface inside the darkroom enclosure to simulate the dark environment inside the tunnel. An observation hole is located in the center of the front panel of the darkroom enclosure to introduce external natural background light to simulate the high-brightness environment at the tunnel exit. The back panel of the darkroom enclosure is detachable or movable, allowing it to be opened for personnel to enter and exit.

[0047] The dynamic viewing angle control system includes a mechanical variable aperture mechanism installed at the observation hole; a driven large gear ring is fixedly sleeved on the outer periphery of the mechanical variable aperture mechanism; the dynamic viewing angle control system also includes a DC geared motor equipped with a Hall encoder and a driving pinion fixed on the output shaft of the DC geared motor; the DC geared motor is installed on the front panel of the darkroom housing, a hole is drilled on the surface of the front panel, the DC geared motor is installed in the hole, its power output end extends out of the hole, the driving pinion is sleeved on the power output end of the DC geared motor, and the driving pinion and the driven large gear ring are meshed to realize power transmission, thereby driving the blades of the mechanical variable aperture mechanism to rotate and realize aperture adjustment.

[0048] Main control unit: It uses a microcontroller as the core and is connected to the Hall encoder on the DC geared motor through a data cable. Together they are fixed on the inner surface of the anechoic chamber.

[0049] Visual recognition markers: Visual recognition markers placed along the subject's observation path, horizontally aligned with the center of the observation hole in the center of the front panel, and fixed at a certain distance outside the darkroom enclosure by a bracket. The visual recognition markers are standard Landauer C-rings, and their opening size is scaled proportionally according to the designed vehicle speed and observation distance.

[0050] In this invention, the darkroom enclosure can be constructed using wooden boards to shield external stray light, thereby making the internal light environment controllable, but is not limited to this. See [link to related document]. Figure 1 The darkroom enclosure is mainly used to simulate the environment inside a tunnel. An observation hole is opened in the center of the front panel for the subsequent installation of a mechanical variable aperture mechanism. The interior of the darkroom enclosure has dimmable LED lights installed on both the left and right sides of the top surface, such as... Figure 1 As shown by the dashed line, the main control unit is connected to the dimmable LED light through the LED driver circuit, thereby realizing brightness adjustment and ensuring that the simulated environment is close to the brightness of the tunnel lighting specifications, so as to simulate the illumination level of the tunnel exit section under different design speeds specified in the specifications.

[0051] When calibrating the brightness of a darkroom chamber simulating the interior environment of a tunnel, the characteristic of a digital camera's built-in image sensor to reflect brightness information in a photograph is utilized. The grayscale value of each pixel is related to the exposure of the corresponding point in the scene. Therefore, by identifying the grayscale values ​​of the photograph, the scene brightness value can be calculated. According to photographic theory and photophotometry, the aperture number F, exposure time T, and exposure value EV used during the shooting process have the following relationship: Each camera has a different built-in image sensor, therefore the calibrated camera is the digital camera used in the experiment. The specific procedure is as follows: (1) Enter the darkroom chamber, close the mechanical variable aperture mechanism, face the mechanical variable aperture mechanism, and suspend the gray card; (2) Adjust different combinations of exposure parameters (different EV values) and shoot gray cards in RAW format under different lighting conditions; (2) Point the luminance meter at the gray card, read the center luminance value of the gray card, and record it; (3) Use image processing software (PS) to convert the image to grayscale, and use MATLAB to read the grayscale values ​​of the grayscale area, and establish a mathematical relationship between LED brightness L, grayscale D, and exposure value EV, as follows: (4) Based on the tunnel lighting specifications and the above mathematical relationship, adjust the internal light brightness of the device to 32.5 cd / m². 2 17.5 cd / m 2 and 10 cd / m 2 .

[0052] A mechanical variable aperture mechanism is used to simulate the geometric changes at the tunnel entrance when a vehicle exits. The mechanical variable aperture mechanism is installed at the observation window, and a driven large gear ring is fixedly connected to the outer periphery of the mechanical variable aperture mechanism. The driving small gear is sleeved on the power output end of the DC geared motor. The driving small gear meshes with the driven large gear ring. The relationship between the aperture opening and driving time is calculated and converted into the relationship between the angular velocity of the DC geared motor and time. Based on this relationship, the angular velocity-time function is set to drive the DC geared motor, realizing the automatic adjustment of the opening size of the mechanical variable aperture mechanism, so that the "tunnel entrance view" seen by the driver through the observation window is consistent with the actual visual changes when the vehicle approaches the tunnel exit.

[0053] Mechanical variable aperture mechanism such as Figure 2The system includes a drive ring, blades, and a base. The drive ring has eight drive pins evenly distributed on it. Each of the eight blades has an identical structure, with a guide groove on its upper surface. These guide grooves are arranged at equal angles along the circumference and have the same structure. Each guide groove is slidably connected to a drive pin on the drive ring. Each blade is rotatably mounted on the base via a pivot. The base has eight identical rotating grooves arranged at equal angles along the circumference. The eight blades can rotate with the drive ring, opening or closing at equal amplitudes along a predetermined trajectory, forming a variable-sized octagonal observation window in the central area. A driven large gear ring is fitted over the drive ring. The base is fixedly mounted at the observation hole.

[0054] When the drive ring rotates along its circumference, the eight drive pins on the drive ring drive the eight blades that cooperate with it to slide radially. Since the guide grooves on the eight blades are arranged at equal angles along the circumference and have the same structure, each blade obtains the same amount and direction of displacement at the same instant, thereby causing the eight blades to rotate synchronously around their respective pivots.

[0055] DC geared motor (see) Figure 3 This drives the driving pinion to rotate, which in turn drives the driven large gear ring to rotate (see...). Figure 4 The driven gear ring rotates, causing the drive ring to rotate. As the drive ring continues to rotate, the eight blades open or close at equal amplitudes along a predetermined trajectory, forming a variable-sized octagonal observation window in the central area. The entire opening and closing process can be completed by the single rotation of the drive ring, without the need for an additional independent drive mechanism.

[0056] Hall encoders are used to collect the shaft rotation position and speed information of the DC geared motor power output end and feed it back to the main control unit in real time. This enables the main control unit to monitor, compare and control the actual operating status of the motor according to the preset angular velocity-time function, thereby achieving precise control.

[0057] The main control unit preferably uses an embedded microcontroller (MCU), such as a single-chip microcontroller with encoder acquisition function, which pre-stores the angular velocity-time function derived from the change in the tunnel opening's viewing angle. During control execution, the main control unit reads the angular velocity corresponding to the current time point at a fixed sampling period and uses a speed closed-loop control method to output control signals to drive the DC geared motor to rotate, so that the actual opening diameter changes with time in accordance with the angular velocity-time function, such as... Figure 14 As shown.

[0058] Visual recognition markers are used to simulate the size and contrast of actual road obstacles. The standard Randall C-ring is selected as the visual recognition marker, with the Randall C-ring opening facing four directions: up, down, left, and right. Participants in the experiment were required to determine the opening direction of the C-ring; a correct answer was considered a "successful visual recognition." According to CIE recommendations, drivers arriving at a tunnel entrance should be able to perceive a cubic obstacle with sides of 0.2m and a reflectivity of 0.2 located on the road. This size corresponds to the critical obstacle size that prevents the vehicle from overturning. At the design speed corresponding to an actual tunnel, the mathematical relationship between the human eye's visual recognition distance and the equivalent obstacle size is shown in the formula: When the design speed is 100 km / h, 80 km / h, and 60 km / h, and the longitudinal slope is 0, according to Chapter 4 of the "Detailed Rules for Lighting Design of Highway Tunnels", the corresponding driving visibility distances are 158m, 100m, and 56m, respectively. Therefore, the actual observation distance is set during the experiment, and the equivalent obstacle size can be calculated under different driving visibility distances. This size is used as the opening size of the Randall C-ring. The contrast between the brightness of the road and the falling rock obstacle is calculated based on the photos taken on the actual road site. The brightness information of the road is applied to the background color of the Randall C-ring, and the brightness information of the falling rock is applied to the ring pattern color of the Randall C-ring to prepare a Randall C-ring visibility sign with this contrast.

[0059] The standardized experimental procedure for testing drivers' light adaptation ability at tunnel exits includes: Assembling the darkroom enclosure on a flat outdoor surface, ensuring the external environment is under natural sunlight. A digital camera is used to measure the current ambient light. Since different tunnel design speeds require different lighting levels, the lighting inside the darkroom enclosure needs to be adjusted to the corresponding simulated lighting level based on the tunnel's target design speed. After lighting adjustment, the subject enters the darkroom enclosure through the back panel, closes the back panel, and sits facing the aperture in the center of the enclosure. A visual marker is fixed to a tripod in the outdoor environment, adjusted to a height level with the subject's eye level inside the darkroom, and 3 meters away from the subject's eyes. The subject adapts to the dark environment for 5 minutes. When the subject verbally indicates they have adapted to the darkroom lighting environment, the timing personnel issue a "start" command. Simultaneously, the system reads the angular velocity corresponding to the current time point based on a preset angular velocity-time function, outputs a control signal to drive the DC geared motor to rotate, thereby driving the blades. Subjects observed the external environment through an octagonal viewing window. The moment they could fully identify the direction of the Randall C-ring opening was immediately recorded with a stopwatch. The experiment was repeated 20 times at each designed vehicle speed, with a 2-minute interval between each experiment. Reaction time data were collected under different brightness ranges (the difference in brightness between the inside and outside of the tunnel) and vehicle speeds. A fitting function relationship between reaction time and brightness range under different vehicle speeds was established to guide the design of lighting conditions at the tunnel exit under varying reaction time requirements.

[0060] Application Examples A simulation device for testing the visual adaptability of drivers at tunnel exits includes an environmental simulation system, a dynamic perspective control system, a main control unit, and visual signs. The environmental simulation system includes a darkroom enclosure, with an adjustable light source group arranged on the left and right sides of the top surface inside; an observation hole is opened in the center of the front panel of the darkroom enclosure. A darkroom enclosure was constructed to simulate the internal environment of a tunnel, and dimmable LED lights were used to reproduce the brightness of the tunnel exit section at different design speeds. The darkroom enclosure was built using wooden planks, with internal dimensions of 2.44m long, 1.2m wide, and 1.22m high. An observation hole with a diameter of approximately 396mm was opened in the center of the front panel for mounting a mechanical variable aperture mechanism. The front panel, left side panel, right side panel, top panel, and back panel of the darkroom enclosure formed an enclosed space. Two dimmable LED lights, each approximately 1m long, were installed on the top left and right sides near the observation hole inside the darkroom enclosure. Brightness adjustment is achieved through LED driver circuits and a main control unit, simulating the perceived light level of drivers in the tunnel exit section (within 30m) at different design speeds as specified in the regulations. According to Chapter 6 of the "Detailed Rules for Lighting Design of Highway Tunnels" (JTG / TD70 / 2-01-2014), considering the maximum traffic volume (one-way traffic flow greater than 1200veh (h·ln) or two-way traffic flow greater than 650veh (h·ln)), the regulations require a brightness of 6.5 cd / m² for the middle section at design speeds of 100km / h, 80km / h, and 60km / h. 2 3.5cd / m 2 and 2cd / m 2 According to Chapter 8 of the "Detailed Specifications for Lighting Design of Highway Tunnels" (JTG / TD70 / 2-01-2014), the lighting at the exit section should be divided into two sections, EX1 and EX2, each with a length of 30m. The corresponding brightness levels are three and five times that of the middle section, respectively. Therefore, in the application scenario of this device, section EX2, the required brightness according to the specifications should be 32.5 cd / m². 2 17.5 cd / m 2 and 10 cd / m 2 Images of the interior of the darkroom chamber were captured using a digital camera under different LED brightness conditions (see...). Figure 5 (a)~(c)) were all shot with the variable aperture plane facing the camera. Image processing software (PS) was used to convert the images to grayscale, and MATLAB was used to read the grayscale values ​​of the corresponding areas. Grouped data were collected under different exposure values ​​(EV) and different LED brightness conditions. A mathematical relationship between brightness L, exposure value (EV), and grayscale value (D) was established through fitting. Using this formula, the perceived ambient brightness for drivers under certain LED settings was calculated to be 12 cd / m². 2 16.9 cd / m 2 32.09 cd / m 2 These figures show the effects of LED lights at 3%, 5%, and 11% brightness, respectively. According to Article 3.0.10 of the "Detailed Rules for Lighting Design of Highway Tunnels," the design of highway tunnel lighting should consider the contamination and maintenance status of the luminaires during operation, with a maintenance factor M value preferably set at 0.7. For extra-long tunnels with a longitudinal slope greater than 2% and a large vehicle ratio greater than 50%, a maintenance factor M value of 0.6 is recommended. The maintenance factor M = average brightness of the lighting device after a period of use / average brightness when newly installed. Therefore, we consider the simulation successful when the ratio of the simulation result to the brightness specified in the tunnel lighting standard is greater than 70%.

[0061] A mechanically variable aperture mechanism is used to simulate the geometric change in the driver's field of vision as a vehicle moves from inside a tunnel towards the entrance: The mechanically variable aperture mechanism is installed at the observation port, and its central area forms a variable-sized octagonal observation window that changes as follows... Figure 6 As shown, an MG310 DC geared motor with a Hall encoder is used (see...). Figure 7 Driven by a mechanism, the opening size changes over time to simulate the process of a vehicle approaching the opening. According to the "Detailed Specifications for Lighting Design of Highway Tunnels", the tunnel exit section can be divided into LEX1 and LEX2 sections, each 30m long (see...). Figure 8 The LEX2 section, 30m from the tunnel entrance, was selected as the focus of this study. Let the vehicle speed be v (m / s), the time be t (s), the driver's eye level be 1.5m, and the tunnel entrance height be h. The distance from the driver's eye to the bottom of the tunnel entrance can be obtained using geometric relationships. The distance between the driver's eyes and the top of the opening. They are respectively: Furthermore, the angle of the opening in the driver's field of vision is derived based on trigonometric relationships. The expression: The distance 's' between the driver and the observation window inside the darkroom is 'the size of the equivalent opening when the viewing angle is very small. It can be approximated as s× In the darkroom enclosure, assume the driver's eye position is 0.16m from the observation window (see...). Figure 9 Therefore, from the aforementioned perspective The equivalent opening size of the observation window at different times t can be calculated from the distance between the driver's eye position and the observation window (see...). Figure 10 Different vehicle speeds correspond to different opening change patterns, and the "observation window opening size - time" change function is obtained. This function is then converted into a function of the angular velocity of the DC geared motor as a function of time, which is used to drive the blade opening and closing control. The specific conversion relationship is as follows.

[0062] To avoid discrepancies between the theoretical analytical model and the actual opening changes caused by factors such as blade guide groove shape, drive pin position, gear clearance, and blade machining errors, this invention employs a calibration method to determine the angular velocity-time function of the DC geared motor. Specifically, firstly, the DC geared motor is controlled to drive the driving pinion at a low, uniform speed, causing the driven gear ring and the aperture blades to gradually open from a fully closed state. During this process, a Hall encoder is used to record the rotation angle of the DC geared motor output shaft in real time, and the rotation angle of the driven gear ring is calculated based on the transmission ratio between the driving pinion and the driven gear ring. Simultaneously, the actual opening size of the observation window is measured at several discrete positions to establish a calibration mapping relationship between the observation window opening size and the rotation angle of the driven gear ring. Within the opening range of 0-20 cm, the observation window opening size and the rotation angle of the driven gear ring exhibit a good approximate linear relationship, with the linear fitting result passing through the origin being... In the formula, The equivalent opening size of the observation window is in cm. The value is the rotation angle of the driven large gear ring, in degrees, with a correlation coefficient r = 0.9951 and a coefficient of determination R. 2 =0.9933, indicating that the linear approximation can reflect the aperture opening and closing motion law in this interval well.

[0063] The fitting results of the observation window opening size-time function at different design vehicle speeds are as follows: , , These represent the observation window opening sizes at vehicle speeds of 60 km / h, 80 km / h, and 100 km / h, respectively, with correlation coefficients and coefficients of determination r and r, respectively. 60 =0.9982, R 2 60 =0.9965, r 80 =0.9976, R 2 80 =0.9951, r 100 =0.9990, R 2 100=0.9981, indicating that the fitting can reflect the change of the observation window opening size over time quite well.

[0064] According to the chain rule, the angular velocity of the driven large gear ring is: And because Therefore, the target angular velocity-time function of the driven large gear ring can be obtained: , , These represent the target angular velocity-time function of the driven large gear ring at vehicle speeds of 60km / h, 80km / h, and 100km / h, respectively. The radius ratio of the driving pinion to the driven large gear ring is 1:2. Based on the fact that the linear velocities at the gear meshing point are equal, the angular velocity of the DC geared motor output shaft is twice the angular velocity of the driven large gear ring. Therefore, the target angular velocity-time function of the DC geared motor output shaft is: In the formula, , , These represent the target angular velocities of the DC geared motor output shaft at vehicle speeds of 60 km / h, 80 km / h, and 100 km / h, respectively, in ° / s. The main control unit performs closed-loop regulation of the DC geared motor based on the aforementioned target angular velocity-time function and the feedback results from the Hall encoder. This yields the target angular velocity-time function used to drive the DC geared motor. A program is written based on the obtained angular velocity-time function relationship to drive the motor through the main control unit, automatically adjusting the size of the observation window opening so that the "tunnel entrance view" seen by the driver through the observation window matches the actual visual change as the vehicle approaches the tunnel exit.

[0065] The size and contrast of visual signs were designed to simulate actual road obstacles while facilitating quantitative measurement of drivers' visual recognition abilities. The basic form of the visual sign was chosen as the Randall C-ring, with the C-ring opening facing up, down, left, or right. Participants were required to determine the opening direction of the C-ring during the experiment; a correct answer was considered a "successful visual recognition." According to CIE recommendations, drivers arriving at a tunnel entrance should be able to perceive a cubic obstacle with sides of 0.2m and a reflectivity of 0.2 located on the road. This size corresponds to the critical obstacle size that prevents the vehicle from overturning. At the design speed corresponding to an actual tunnel, the mathematical relationship between the human eye's visual recognition distance and the equivalent obstacle size is shown in the formula: In the experiment, the observation distance from the subject's eyes to the outdoor Randall C-ring was set to 3m. The equivalent Randall C-ring opening size corresponding to different design speeds was calculated, and the results are shown in Table 1.

[0066] Table 1 Equivalent Landau ring C-aperture size at different design speeds Contrast Calculation and Selection: Considering the impact of lighting conditions on target visibility, the RGB brightness calculation formula is used: In the formula: Y is the brightness value, R, G, and B are the primary colors of red, green, and blue, respectively. The brightness values ​​of the road and fallen rocks are calculated by extracting the RGB values ​​of the road background and the RGB values ​​of the fallen rocks from photos of the road and obstacles taken on-site. The obstacle brightness L0 is then compared with the background brightness L... b Substituting into the formula, we get the contrast ratio C: The road-rockfall obstacle contrast was found to be 0.2. A Randall C surround-view sign with this contrast was then fabricated (see...). Figure 11 The printed Randall C-ring sample was tested using a digital camera, and its contrast was calculated according to the design values.

[0067] In a pre-constructed darkroom and lighting environment, a standardized experimental procedure was designed and executed to collect reaction time data of subjects to visual signs under different brightness variations and vehicle speeds: The darkroom was moved to a flat outdoor surface and assembled. A digital camera was used to measure the current ambient brightness. Based on the target speed, the lighting inside the darkroom was adjusted to the corresponding simulated lighting level using an adjustable light source. The Randall C-ring was fixed 3 meters away from the observer using a tripod (see...). Figure 12 The experiment involved one subject, one person to adjust the direction of the visual marker, one person to record experimental data, and one person to control the aperture. The subject remained in the dark chamber, facing the observation window, for 5 minutes to adapt to the dark environment. When the subject verbally indicated that they had adapted to the dark chamber lighting, the timer issued the "start" command. Simultaneously, the system, based on a preset angular velocity-time function, read the angular velocity corresponding to the current time point and output a control signal to drive the DC geared motor, thereby driving the blades. The subject observed the external environment through the octagonal observation window. When they could fully identify the opening direction of the Randall C-ring, they immediately recorded the moment with a stopwatch. The data recorder recorded the vehicle speed, internal and external brightness, visual reaction time, and the opening direction of the Randall C-ring for each experiment on a recording sheet. After the experiment, the opening direction of the Randall C-ring was randomly changed. The experiment was repeated 20 times at each designed vehicle speed, with a 2-minute interval between each experiment.

[0068] A quantitative model of the relationship between brightness range and driver visual reaction time was established using experimentally collected data, providing a basis for graded control of tunnel entrance brightness: Based on the brightness inside the darkroom and the brightness of the external environment, the brightness range (external environment brightness - darkroom interior brightness) corresponding to each experiment was calculated. With the brightness range as the independent variable and reaction time as the dependent variable, a scatter plot of "reaction time - brightness range" was plotted. Functional relationships were fitted under vehicle speeds of 60 km / h, 80 km / h, and 100 km / h, respectively, yielding a quantitative model showing a positive correlation between brightness range and reaction time (see...). Figure 13 This provides a mathematical expression for the driver's visual adaptation characteristic curve under arbitrary adaptive brightness.

[0069] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A simulation device for tunnel exit driver fitness to adaptability test, characterized in that, Includes an environmental simulation system, a dynamic viewing control system, a main control unit, and visual recognition signs; The environmental simulation system includes a darkroom enclosure, with an adjustable light source group arranged on the left and right sides of the top surface inside; an observation hole is opened in the center of the front panel of the darkroom enclosure. The dynamic viewing angle control system includes a mechanical variable aperture mechanism installed at the observation hole; a driven large gear ring is fixedly provided on the outer periphery of the mechanical variable aperture mechanism; The dynamic perspective control system also includes a DC geared motor equipped with a Hall encoder and a driving pinion fixed on the output shaft of the DC geared motor; the driving pinion is sleeved on the power output end of the DC geared motor; the driving pinion meshes with the driven large gear ring. The main control unit is connected to the Hall encoder on the DC geared motor; The main control unit has a pre-stored angular velocity-time function derived from the change of the tunnel entrance perspective; the main control unit reads the angular velocity corresponding to the current time point and outputs a control signal to drive the DC geared motor to rotate; the main control unit is connected to the DC geared motor through the motor drive module; The Hall encoder is used to collect the shaft rotation position and speed information of the DC geared motor power output end and feed it back to the main control unit in real time. The main control unit reads the target angular velocity corresponding to the current time point and compares it with the actual angular velocity fed back by the Hall encoder to calculate the error. The main control unit adjusts the control signal output to the motor drive module according to the error, so that the actual operating state of the DC geared motor continuously approaches the preset angular velocity-time function, thereby realizing the dynamic control of the observation window of the mechanical variable aperture mechanism. The main control unit is connected to the adjustable light source group and is used to control the brightness of the adjustable light source group; The visual mark is horizontally aligned with the center of the observation hole in the center of the front panel, and there is a certain distance between it and the darkroom enclosure.

2. The simulation device for tunnel exit driver fitness to adaptability test according to claim 1, characterized in that, The adjustable light source group includes a dimmable LED lamp and an LED driver circuit; the LED driver circuit is connected to the main control unit and the dimmable LED lamp respectively; The main control unit controls the brightness of the dimmable LED lamp through the LED driver circuit.

3. The simulation device for tunnel exit driver fitness to adaptability test according to claim 2, characterized in that, The main control unit controls the brightness of the dimmable LED lights through the LED driver circuit. To ensure that the simulated environment is close to the brightness of the tunnel lighting specifications, the brightness of the space in the darkroom needs to be calibrated. The specific calibration method is as follows: (1) Based on photographic theory and photophotometry, establish the relationship between exposure value EV and aperture number F and exposure time T: (2) Enter the darkroom, close the mechanical variable aperture mechanism, face the mechanical variable aperture mechanism, and suspend the gray card; (3) Adjust different combinations of exposure parameters, i.e., different EV values, to shoot gray cards under different lighting conditions; (4) Point the luminance meter at the gray card and read the center luminance value of the gray card; (5) Convert the image to grayscale and read the grayscale value at the center of the grayscale card, matching it one-to-one with the actual brightness, and establish the brightness value at the center of the grayscale card. The mathematical relationship between the grayscale value D and the exposure value EV at the center of the gray card is as follows: (6) The internal light brightness of the device is adjusted to 32.5 cd / m² according to the tunnel lighting specifications and the above mathematical relationship. 2 17.5 cd / m 2 and 10 cd / m 2 .

4. The simulation device for testing the driver's adaptability at a tunnel exit according to claim 1, characterized in that, The DC geared motor is mounted on the front panel of the anechoic chamber; the back panel of the anechoic chamber is detachable or movable.

5. The simulation device for tunnel exit driver fitness to adaptability test according to claim 1, characterized in that, The visual identification mark is a Landau C-ring; the visual identification mark is fixed at a certain distance from the darkroom enclosure using a bracket.

6. The simulation device for tunnel exit driver fitness to adaptability test according to claim 5, characterized in that, The contrast between the road and the brightness of the rockfall obstacle is calculated using photos taken on actual roads. The brightness information of the road is applied to the background color of the Randall C-ring, and the brightness information of the rockfall obstacle is applied to the ring pattern color of the Randall C-ring, so as to prepare a visually recognizable Randall C-ring sign with this contrast.

7. The simulation device for tunnel exit driver fitness to adaptability test according to claim 1, characterized in that, Based on the error, the main control unit adjusts the control signal output to the motor drive module through closed-loop control, so that the actual operating state of the DC geared motor continuously approaches the preset angular velocity-time function, thereby realizing the dynamic control of the observation window of the mechanical variable aperture mechanism; the closed-loop control method is a proportional-integral-derivative control algorithm.

8. The simulation device for tunnel exit driver fitness to adaptability test according to claim 1, characterized in that, The mechanical variable aperture mechanism includes a drive ring, blades, and a base. N drive pins are evenly distributed on the drive ring. The N blades have identical structures, each with a guide groove above it. The N guide grooves are arranged at equal angles along the circumference and have the same structure. Each guide groove is slidably connected to a drive pin on the drive ring. Each blade is rotatably mounted on the base via a pivot. The base has N identical rotating grooves arranged at equal angles along the circumference. The N blades can rotate with the drive ring, opening or closing at equal amplitudes along a predetermined trajectory, forming a variable-sized N-sided observation window in the central region. A driven large gear ring is fitted over the drive ring. The base is fixedly installed at the observation hole; N≥4.

9. The simulation device for tunnel exit driver fitness to adaptability test according to claim 7, characterized in that, N=8。 10. The simulation device for testing the driving adaptability of drivers at tunnel exits according to claim 1, characterized in that, The angular velocity-time function is: In the formula, , , These represent the target angular velocities of the DC geared motor output shaft at vehicle speeds of 60 km / h, 80 km / h, and 100 km / h, respectively, in ° / s; t represents time in seconds, and e is a natural constant.

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