Tunnel electromechanical equipment distributed control method and system based on measurement and control executor

Abstract

The application discloses a tunnel electromechanical equipment distributed control method and system based on a measurement and control executor, relates to the technical field of electromechanical control, and is used for solving the problem of insufficient response capability of lighting interval adjustment. After a vehicle enters a detection range of a tunnel entrance, a light control radar outputs a level trigger signal and a speed measurement pulse signal to the measurement and control executor. The measurement and control executor calculates the instantaneous vehicle speed according to the pulse interval, reads the tunnel road surface adhesion coefficient in a characteristic database, carries out segmented correction in combination with real-time humidity, calculates the braking safety distance according to the corrected adhesion coefficient and the vehicle speed, determines the number of light groups, obtains the deployment position serial number of the measurement and control executor, determines the light group number starting point in combination with the vehicle trigger state, establishes a light array bitmap and generates a lighting instruction bit, continuously monitors the vehicle speed change in the vehicle driving process, dynamically judges the lighting interval contraction according to the vehicle speed, updates the light array bitmap and controls the light group lighting or extinguishing, and safe lighting and energy consumption reduction are realized.

Description

Technical Field

[0001] This invention relates to the field of electromechanical control technology, and more specifically, to a distributed control method and system for tunnel electromechanical equipment based on a measurement and control actuator. Background Technology

[0002] As the scale of tunnel traffic continues to expand, tunnel lighting systems are gradually evolving from traditional fixed brightness and fixed section lighting methods to dynamic lighting methods driven by vehicle perception. Existing tunnel lighting control usually adjusts the lamps in different areas uniformly according to preset lighting strategies, such as controlling the opening and closing of lighting areas according to time cycles, ambient brightness, or vehicle detection results, in order to meet the visual continuity requirements of vehicles during passage.

[0003] The existing technology has the following shortcomings: Currently, existing technologies typically manage tunnel lighting groups in a regionalized manner using centralized control methods according to fixed logic. This makes it difficult to generate corresponding lighting control areas in real time by combining vehicle triggering positions, lighting deployment relationships, and vehicle operating status. This can easily lead to mapping deviations between vehicle positions and lighting control areas, resulting in insufficient adjustment response capabilities for lighting zones and reduced accuracy of multi-light group collaborative control. Therefore, a distributed control method and system for tunnel electromechanical equipment based on measurement and control actuators is proposed.

[0004] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] To overcome the aforementioned deficiencies of the prior art, embodiments of the present invention provide a distributed control method and system for tunnel electromechanical equipment based on a telemetry and control actuator. This method utilizes vehicle speed dynamic perception, road surface adhesion state correction, adaptive mapping of lighting areas, and distributed control technology of lamp array bitmap to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a distributed control method for tunnel electromechanical equipment based on a measurement and control actuator, comprising the following methods: Step S1: When the vehicle travels to the detection range at the tunnel entrance, the radar output level trigger signal and speed measurement pulse signal of the dimming controller are sent to the measurement and control actuator to perform a periodic scan of the speed measurement pulse signal and obtain the pulse interval. The instantaneous vehicle speed is calculated based on the pulse interval. Step S2: Access the feature database to retrieve the road surface adhesion coefficient of the tunnel, collect the humidity value of the tunnel, perform segmented correction on the road surface adhesion coefficient, analyze the vehicle's braking safety distance in combination with instantaneous vehicle speed, and evaluate the number of vehicle lights based on the braking safety distance. Step S3: Obtain the deployment location sequence number of the control actuator, analyze the starting point of the lamp group number at the current longitudinal position of the vehicle by combining the level trigger signal, establish a lamp group bitmap, and set the lighting command bit of the lamp group bitmap by combining the starting point of the lamp group number and the number of lamp groups. Step S4: Monitor the vehicle speed information, determine whether to perform a range contraction operation on the lighting command bit and update the lamp array bitmap based on the vehicle speed information, and adjust the tunnel lights according to the updated lamp array bitmap.

[0007] In a preferred embodiment, in step S1, when the vehicle travels to the coverage area of ​​the preset detection range in front of the tunnel entrance, the vehicle is identified by the radar detection module inside the dimming controller located outside the tunnel entrance, and a level trigger signal and a speed measurement pulse signal are simultaneously output to the measurement and control actuator. The level trigger signal is used to indicate whether the vehicle target is in the detection area, and its signal state includes a high level state and a low level state; The velocity measurement pulse signal is a periodic digital pulse generated in real time by the dimming controller based on the Doppler frequency shift of the radar echo; After receiving the level trigger signal, the control actuator will record the current clock count value as the trigger time when it detects that the level state changes from a low level signal to a high level signal.

[0008] In a preferred embodiment, in step S1, the measurement and control actuator performs continuous periodic scanning on the speed measurement pulse signal. When two adjacent rising edges of the speed measurement pulse signal are detected, the corresponding timestamps are recorded respectively, and the pulse interval is calculated based on the two timestamps. The measurement and control actuator continuously acquires three speed measurement pulse intervals, reorders them according to their numerical values, and selects the median value as the target speed measurement pulse interval. The speed calibration coefficients corresponding to the dimming controller are pre-stored inside the control actuator. The speed calibration coefficients are vehicle speed conversion parameters pre-stored inside the control actuator. The instantaneous vehicle speed is calculated based on the speed measurement calibration coefficient and the target speed measurement pulse interval.

[0009] In a preferred embodiment, in step S2, the road surface adhesion coefficient corresponding to the current tunnel is read by accessing the local feature database. The feature database is a database of tunnel operation parameters stored inside the measurement and control actuator. The coefficient of adhesion characterizes the adhesion that a tire can provide between itself and the road surface. The humidity value output by the humidity sensor inside the tunnel is collected synchronously. The humidity value represents the relative humidity of the air in the tunnel. Read the reference humidity value and humidity influence coefficient of the tunnel pavement. The reference humidity value represents the environmental humidity benchmark value corresponding to the tunnel pavement maintaining the designed adhesion state. The humidity effect coefficient indicates the degree to which changes in humidity affect road surface adhesion. The humidity deviation is calculated based on the deviation between the humidity value and the reference humidity value.

[0010] In a preferred embodiment, in step S2, a humidity attenuation factor is calculated based on the humidity deviation and the humidity influence coefficient, and the road surface adhesion coefficient is corrected based on the humidity attenuation factor to obtain the corrected road surface adhesion coefficient under the current environmental conditions. After correcting the road adhesion coefficient, the corresponding braking safety distance of the vehicle is calculated in combination with the instantaneous vehicle speed. The braking safety distance represents the theoretical minimum safe distance required for the vehicle to come to a complete stop from the start of emergency braking. Access the feature database to read the coverage length of a single group of lights. The coverage length of a single group of lights represents the longitudinal coverage distance between two adjacent groups of LED lights. The number of lighting groups is calculated based on the braking safety distance and the coverage length of a single group of lights.

[0011] In a preferred embodiment, in step S3, the deployment position number of the current telemetry and control actuator and the installation spacing between the telemetry and control actuators are read. The deployment position number is used to indicate the current installation position of the telemetry and control actuator in the longitudinal direction of the tunnel. Installation spacing represents the longitudinal distance corresponding to a single control area; When the dimming controller outputs a level trigger signal, the measurement and control actuator records the trigger timestamp when the vehicle enters the detection area, and obtains the current timestamp in subsequent control cycles; The vehicle running time interval is calculated by subtracting the trigger timestamp from the current timestamp. The longitudinal distance traveled by the vehicle is calculated by combining the vehicle's running time interval with its instantaneous speed.

[0012] In a preferred embodiment, in step S3, the starting point of the lamp group number corresponding to the current position of the vehicle is calculated based on the longitudinal movement distance of the vehicle and the spacing between lamp groups; Establish a lamp array bitmap to describe the on / off status of each lamp group in the current control area. The lamp array bitmap is a binary array whose length corresponds to the number of lamp groups that the measurement and control actuator can control. The starting position of lighting control is determined based on the starting point of the lamp group number corresponding to the current position of the vehicle, and the continuous lighting coverage is determined based on the number of lamp groups. The array elements located within the range from the starting point of the lamp group number to the sum of the starting point of the lamp group number and the number of lamp groups are assigned a value of 1, so that the corresponding array elements form a continuously distributed lighting command bit.

[0013] In a preferred embodiment, in step S4, vehicle speed information during vehicle operation is continuously collected. The vehicle speed information is the instantaneous vehicle speed that is continuously updated by the measurement and control actuator according to a preset control cycle. The vehicle speed change rate is calculated based on the instantaneous vehicle speeds of two consecutive control cycles; Retrieve the pre-stored vehicle speed judgment threshold. When the vehicle speed change rate is less than the negative vehicle speed judgment threshold, determine to perform an interval contraction operation on the lighting instruction bit in the current lamp array bitmap. When performing the interval shrinkage operation, read the current lamp array bitmap, start shrinking group by group from the far end of the lighting interval, and change the lighting instruction bit corresponding to the lamp group located in the area behind the vehicle that has been driven through from 1 to 0. After completing the interval shrinkage operation, the cumulative power-on time of each group of lights is counted and the number of lit groups after the current update is recalculated; Each time the lighting array bitmap is updated, the measurement and control actuator obtains the current system time and reads the last bitmap update time to calculate the duration corresponding to the current lighting cycle.

[0014] In a preferred embodiment, in step S4, for the lamp group whose lighting instruction bit is 1 in the current lamp array bitmap, the cumulative power-on time is added to the duration corresponding to the current lighting cycle to obtain the updated cumulative power-on time. Calculate the average cumulative power-on time of all lamp groups after the update, and divide it by the average cumulative power-on time to obtain the power-on deviation coefficient of each lamp group; When the power-on deviation coefficient exceeds the preset equalization adjustment threshold, it is determined that the lighting position offset correction will be performed; otherwise, the lighting position offset correction will not be performed. When performing the lighting position offset correction, the offset direction is determined according to the direction of the lamp group with the lowest cumulative power-on time, and the lamp group number offset at the starting position of the lamp group bitmap is calculated. The starting point of the lamp group number is corrected according to the lamp group number offset, the lighting instruction bits in the lamp group bitmap are reallocated, and then the lamp group bitmap is updated according to the corrected starting point of the lamp group number and the updated number of lit lamp groups.

[0015] The distributed control system for tunnel electromechanical equipment based on telemetry and control actuators includes a vehicle speed calculation module, a lighting group evaluation module, a bitmap configuration module, and a lighting group control module. The functions of each module are as follows: The vehicle speed calculation module is used to send a level trigger signal and a pulse signal to the measurement and control actuator through the output level of the dimming controller radar when the vehicle travels to the detection range at the tunnel entrance. The pulse signal is scanned periodically and the pulse interval is obtained. The pulse interval is converted into instantaneous vehicle speed and transmitted to the lamp group evaluation module. The lamp group evaluation module accesses the feature database to retrieve the road surface adhesion coefficient of the tunnel, collects the humidity value of the tunnel, performs segmented correction on the road surface adhesion coefficient, calculates the vehicle's braking safety distance in combination with the instantaneous vehicle speed, evaluates the number of lamp groups of the vehicle based on the braking safety distance, and passes it to the bitmap configuration module. The bitmap configuration module obtains the deployment location sequence number of the measurement and control actuator, analyzes the starting point of the lamp group number at the current longitudinal position of the vehicle in combination with the level trigger signal, establishes the lamp group bitmap of the tunnel, sets the lighting command bit of the lamp group bitmap in combination with the starting point of the lamp group number and the number of lighting groups, and transmits the lamp group bitmap and lighting command bit to the lamp group control module. The lighting control module monitors vehicle speed information, determines whether to perform interval contraction operation on the lighting command bit based on the vehicle speed information, updates the lighting array bitmap, and controls the tunnel lighting based on the updated lighting array bitmap.

[0016] The technical effects and advantages of this invention are as follows: This invention, when a vehicle enters the detection range at the tunnel entrance, outputs a level trigger signal and a speed measurement pulse signal from the dimming controller radar to the measurement and control actuator. The measurement and control actuator calculates the instantaneous vehicle speed by collecting pulse intervals, reads the tunnel road surface adhesion coefficient from the feature database, and performs segmented correction on the adhesion coefficient based on real-time humidity. Based on the corrected adhesion coefficient and the instantaneous vehicle speed, it calculates the corresponding braking safety distance, determines the number of lighting groups, obtains the deployment position number of the measurement and control actuator, determines the starting point of the current lighting group number of the vehicle based on the vehicle's trigger status, establishes a lighting group bitmap, and generates a lighting command bit according to the starting point of the lighting group number and the number of lighting groups. The measurement and control actuator continuously monitors changes in vehicle speed, dynamically determines whether to perform lighting interval contraction based on changes in vehicle speed, and updates the lighting group bitmap in real time, driving the corresponding lighting group to complete the lighting or extinguishing control, thereby reducing lighting energy consumption while ensuring safe driving lighting requirements. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating the implementation of the distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to the present invention.

[0018] Figure 2 This is a schematic diagram illustrating the steps of the distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to the present invention.

[0019] Figure 3 This is a module framework diagram of the distributed control system for tunnel electromechanical equipment based on a measurement and control actuator, as described in this invention. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] This invention involves the dimming controller radar outputting a level trigger signal and a speed measurement pulse signal to the measurement and control actuator when a vehicle enters the detection range at the tunnel entrance. The measurement and control actuator calculates the instantaneous vehicle speed by collecting pulse intervals, reads the tunnel road surface adhesion coefficient from the feature database, and performs segmented correction on the adhesion coefficient based on real-time humidity. Based on the corrected adhesion coefficient and the instantaneous vehicle speed, it calculates the corresponding braking safety distance, determines the number of lighting groups, obtains the deployment position number of the measurement and control actuator, determines the starting point of the current lighting group number of the vehicle based on the vehicle's trigger status, establishes a lighting group bitmap, and generates a lighting command bit according to the starting point of the lighting group number and the number of lighting groups. The measurement and control actuator continuously monitors changes in vehicle speed, dynamically determines whether to perform lighting zone contraction based on changes in vehicle speed, and updates the lighting group bitmap in real time to drive the corresponding lighting group to complete the lighting or extinguishing control.

[0022] Example 1, such as Figures 1 to 2 As shown, the distributed control method for tunnel electromechanical equipment based on a telemetry and control actuator includes the following methods: Step S1: When the vehicle travels to the detection range at the tunnel entrance, the radar output level trigger signal and speed measurement pulse signal of the dimming controller are sent to the measurement and control actuator to perform a periodic scan of the speed measurement pulse signal and obtain the pulse interval. The instantaneous vehicle speed is calculated based on the pulse interval. Step S2: Access the feature database to retrieve the road surface adhesion coefficient of the tunnel, collect the humidity value of the tunnel, perform segmented correction on the road surface adhesion coefficient, analyze the vehicle's braking safety distance in combination with instantaneous vehicle speed, and evaluate the number of vehicle lights based on the braking safety distance. Step S3: Obtain the deployment location sequence number of the control actuator, analyze the starting point of the lamp group number at the current longitudinal position of the vehicle by combining the level trigger signal, establish a lamp group bitmap, and set the lighting command bit of the lamp group bitmap by combining the starting point of the lamp group number and the number of lamp groups. Step S4: Monitor the vehicle speed information, determine whether to perform a range contraction operation on the lighting command bit and update the lamp array bitmap based on the vehicle speed information, and adjust the tunnel lights according to the updated lamp array bitmap.

[0023] The specific implementation is as follows: In step S1, when the vehicle travels to the coverage area of ​​the preset detection range in front of the tunnel entrance, the radar detection module inside the dimming controller located outside the tunnel entrance identifies the vehicle and simultaneously outputs a level trigger signal and a speed measurement pulse signal to the measurement and control actuator.

[0024] It should be noted that the preset detection range is used to determine the distance range between the vehicle detection area of ​​the dimming controller and the tunnel entrance, so that speed detection, braking distance calculation and lamp lighting control can be completed in advance before the vehicle enters the tunnel; the dimming controller is a vehicle detection and lighting triggering device set outside the tunnel entrance and connected to the measurement and control actuator, used to identify vehicle targets in the preset detection area in front of the tunnel and generate corresponding control signals according to the vehicle's movement status; the radar detection module is a vehicle target sensing unit integrated inside the dimming controller, used to detect the position changes and movement status of vehicle targets by using the electromagnetic wave transmission and reception process.

[0025] The level trigger signal is used to indicate whether a vehicle target is in the detection area. Its signal state includes a high level state and a low level state. When a vehicle target is in the detection area, a high level signal is output. When the vehicle leaves the detection area, the signal returns to a low level. Therefore, the level trigger signal is used to identify the start time of the speed measurement process and the vehicle detection status. The speed measurement pulse signal is a periodic digital pulse generated in real time by the dimming controller based on the Doppler frequency shift of the radar echo. Its pulse period changes with the vehicle speed. The higher the vehicle speed, the greater the radar echo frequency shift, and the shorter the corresponding speed measurement pulse period. Therefore, the speed measurement pulse signal can reflect the real-time operating status of the vehicle and provide raw measurement data for subsequent vehicle speed calculation.

[0026] After receiving the level trigger signal, the control actuator will record the current clock count value as the trigger time when it detects that the level state changes from a low level signal to a high level signal.

[0027] Subsequently, the control actuator performs a continuous periodic scan of the speed measurement pulse signal. When two adjacent rising edges of the speed measurement pulse signal are detected, the corresponding timestamp is recorded, and the pulse interval is calculated based on the two timestamps. The pulse interval reflects the output period of the speed measurement pulse signal; the smaller the value, the more speed measurement pulses are output per unit time, corresponding to a higher vehicle speed; conversely, the larger the speed measurement pulse interval, the lower the speed measurement pulse output frequency, corresponding to a lower vehicle speed.

[0028] It should be noted that Doppler frequency shift refers to the phenomenon that the frequency of the received echo signal changes relative to the frequency of the transmitted signal after the electromagnetic wave emitted by the radar detection module is reflected by a moving vehicle target due to the relative motion between the vehicle and the radar; the rising edge is the level transition process formed during the transition of the digital pulse signal from a low level state to a high level state, used to indicate the occurrence of a valid pulse event.

[0029] To reduce speed measurement fluctuations caused by electromagnetic interference, echo jitter, and digital sampling errors in a single sampling, the measurement and control actuator continuously acquires three speed measurement pulse intervals, reorders them according to their numerical values, and selects the median value as the target speed measurement pulse interval. The target speed measurement pulse interval is used to eliminate the influence of abnormal sampling values ​​on the speed measurement results, so that the speed measurement results can more stably reflect the actual operating status of the vehicle.

[0030] The speed calibration coefficients corresponding to the dimming controller are pre-stored inside the control actuator. These speed calibration coefficients are vehicle speed conversion parameters pre-stored inside the control actuator and are obtained by the dimming controller during factory calibration. They are used to establish the correspondence between the speed measurement pulse interval and the vehicle speed.

[0031] It should be noted that the speed measurement calibration coefficient is determined based on the microwave transmission frequency of the dimming controller radar, the sine value of the installation angle between the radar beam and the road horizontal plane, and the clock reference frequency of the measurement and control actuator. The calibration method is as follows: multiple vehicles pass through the tunnel entrance at standard speed, collect multiple sets of pulse interval and reference speed data, obtain the optimal coefficient value through least square linear fitting, and solidify it in the non-volatile storage unit of the measurement and control actuator.

[0032] The instantaneous vehicle speed is calculated based on the speed measurement calibration coefficient and the target speed measurement pulse interval. The calculation expression is as follows: ; in, Indicates instantaneous vehicle speed; Indicates the speed measurement calibration coefficient; This indicates the target velocity measurement pulse interval.

[0033] Instantaneous vehicle speed reflects the real-time operating speed of a vehicle before entering a tunnel. The higher the instantaneous speed, the longer the distance the vehicle travels per unit time, and the greater the distance the vehicle needs to be illuminated. The lower the instantaneous speed, the lower the vehicle's operating speed, and the shorter the distance the vehicle needs to be illuminated.

[0034] In step S2, the local feature database is accessed to read the road surface adhesion coefficient corresponding to the current tunnel. The road surface adhesion coefficient is derived from tunnel design documents and road material test results, and is used to characterize the adhesion ability that the tires can provide between the tires and the road surface. Its value ranges from 0 to 1. The larger the road surface adhesion coefficient value, the greater the adhesion force that the tires can provide between the tires and the road surface, the greater the braking force that can be generated during vehicle braking, and the shorter the required safe braking distance of the vehicle. The smaller the road surface adhesion coefficient value, the weaker the road surface adhesion ability, and the longer the vehicle braking distance. Therefore, the road surface adhesion coefficient directly affects the calculation result of the vehicle's safe braking distance.

[0035] It should be noted that the feature database is a tunnel operation parameter database stored in the local storage unit of the measurement and control actuator. It is used to save basic feature data related to the current tunnel structure, road conditions, and lighting configuration. The road surface adhesion coefficient used in this method is a standard reference value for tunnel operation safety assessment. Its calibration conditions are: using standard-specification tires, under dry and clean road surface conditions, the road surface adhesion capability parameter is measured when the vehicle travels at the tunnel design speed. For different vehicle tire types and speed variation factors, due to the diversity of actual operating vehicle types and tire specifications, it is difficult to detect tire parameters of all passing vehicles on the tunnel side and make real-time corrections. Therefore, this method presets the road surface adhesion coefficient as an inherent attribute parameter of the tunnel to ensure the universality and real-time performance of the control strategy. For adhesion coefficient deviations under special vehicles or extreme working conditions, lighting coverage compensation is performed through preset safety redundancy light groups (i.e., the "+1" term in the formula for calculating the number of lighting groups) to cover adhesion capability deviations that may occur in actual operation and ensure vehicle safety.

[0036] Because changes in air humidity during tunnel operation alter the moisture level of the road surface, thus affecting the actual adhesion between the tires and the road surface, the monitoring and control actuator synchronously collects humidity values ​​output from humidity sensors inside the tunnel. The humidity value represents the relative humidity of the tunnel air, reflecting the water content in the tunnel air. A higher value indicates that a continuous water film is more easily formed on the road surface, resulting in weaker adhesion between the tires and the road surface.

[0037] It should be noted that the humidity sensor is an environmental monitoring device installed in the environmental monitoring area inside the tunnel, used to collect relative humidity information in the tunnel air in real time.

[0038] Further readings were taken of the reference humidity value and humidity influence coefficient of the tunnel pavement. The reference humidity value represents the baseline environmental humidity value corresponding to the tunnel pavement maintaining its designed adhesion state, obtained from historical tunnel operation data. The humidity influence coefficient represents the degree of influence of humidity changes on pavement adhesion, obtained from tunnel pavement material test data and historical braking test data. The value range is greater than 0. The larger the value, the more sensitive the current pavement material is to humidity changes, and the more significant the decrease in adhesion when humidity increases.

[0039] Based on the deviation between the humidity value and the reference humidity value, the humidity deviation is calculated: ; in, This is the humidity deviation. This is the humidity value. The denominator 100 is used to convert the humidity percentage value into a normalized deviation, so that when the humidity value increases by 100% from the reference humidity value, the deviation is 1, which facilitates the control of the magnitude of subsequent exponential calculations.

[0040] The humidity deviation is a normalized value. The larger the value, the more significant the increase in current ambient humidity relative to the design baseline humidity; the smaller the value, the closer the current ambient humidity is to or below the design baseline.

[0041] Furthermore, the humidity deviation is subject to boundary constraints: when the humidity deviation is negative, it is set to 0 to eliminate the unreasonable enhancement effect on the adhesion coefficient when the humidity is lower than the reference value, and to ensure that the correction of road surface adhesion by humidity only reflects the attenuation effect when the humidity increases.

[0042] Calculate the humidity attenuation factor based on the humidity deviation and humidity influence coefficient after boundary constraint processing: ; in, Humidity attenuation factor It is a natural constant. Humidity deviation after boundary constraint processing This represents the humidity influence coefficient.

[0043] The humidity attenuation factor describes the proportion of road surface adhesion retention caused by humidity changes, and its value ranges from 0 to 1. When the humidity attenuation factor is closer to 1, it indicates that humidity has a smaller impact on road surface adhesion. When the humidity attenuation factor is smaller, it indicates that the adhesion attenuation caused by humidity is more obvious, and the road surface adhesion coefficient in the vehicle braking safety assessment needs to be reduced.

[0044] It should be noted that the humidity influence coefficient is derived from the friction coefficient attenuation test data of tunnel pavement materials under wet conditions and is obtained through least squares fitting calibration. Its value is positive to ensure that the attenuation factor decreases monotonically as humidity increases, which is consistent with the physical law that the pavement adhesion decreases with increasing humidity.

[0045] The road surface adhesion coefficient is corrected based on the humidity attenuation factor to obtain the corrected road surface adhesion coefficient under the current environmental conditions: ; in, This represents the corrected road surface adhesion coefficient, used to characterize the actual adhesion ability between vehicle tires and the road surface under current tunnel humidity conditions; This indicates the road surface adhesion coefficient before correction; This represents the humidity attenuation factor.

[0046] The higher the corrected road surface adhesion coefficient, the stronger the braking force that the current road surface can provide, and the shorter the safe distance required during vehicle braking; the lower the corrected road surface adhesion coefficient, the higher the road surface slipperiness, the lower the vehicle braking ability, and the need to expand the coverage of the forward lighting.

[0047] To prevent the correction results from deviating from actual road operating conditions under extreme humidity, the measurement and control actuator further applies boundary constraints to the humidity attenuation factor, limiting its value to between 0 and 1. When the humidity attenuation factor is greater than 1, it is assigned a value of 1; when the humidity attenuation factor is less than or equal to 0, it is set to a preset minimum adhesion retention coefficient. This preset minimum adhesion retention coefficient is used to prevent abnormal humidity detection from causing the road adhesion coefficient calculation to fail. After boundary constraints, a practically meaningful road adhesion coefficient is obtained and used for subsequent braking safety distance calculations.

[0048] After obtaining the corrected road adhesion coefficient, the corresponding braking safety distance is calculated based on the instantaneous vehicle speed. Braking safety distance represents the theoretical minimum safe distance required for a vehicle to come to a complete stop from the start of emergency braking; its calculation expression is: ; in, To ensure a safe braking distance, This represents the corrected road surface adhesion coefficient. The value represents the instantaneous vehicle speed. The 254 in the denominator represents a fixed coefficient formed by the conversion of vehicle speed units and the combined effect of gravitational acceleration.

[0049] Braking safety distance reflects the minimum safe lighting coverage distance required for a vehicle under current operating conditions. The larger the value, the longer the distance required for the vehicle to stop, and the longer the continuous lighting range should be maintained ahead. The smaller the braking safety distance, the stronger the vehicle's braking ability, and the required lighting coverage distance is reduced accordingly. Therefore, braking safety distance serves as the basis for subsequent evaluation of the number of lights to be turned on.

[0050] The feature database is then accessed to retrieve the coverage length of a single group of lights. The coverage length of a single group of lights represents the longitudinal coverage distance between two adjacent groups of LED lights, which is derived from the tunnel lighting engineering layout parameters. The larger the value, the longer the longitudinal lighting range that a single group of lights can cover; the smaller the value, the denser the light fixtures are.

[0051] The number of lighting groups is calculated based on the braking safety distance and the coverage length of a single group of lamps. The calculation formula is as follows: ; in, The number of light groups To ensure a safe braking distance, The formula represents the coverage length of a single lamp group. The "+1" indicates a safety redundancy lamp group, which is used to compensate for the control response time generated during vehicle detection, data processing, and relay output, so that the front of the vehicle always maintains continuous lighting coverage.

[0052] The number of light groups reflects the number of lights that need to be lit simultaneously under the current vehicle operating conditions. The larger the number, the longer the continuous lighting interval needs to be established to meet the safety lighting requirements under high-speed operating conditions. The smaller the number of light groups, the lower the vehicle operating speed or the better the road braking conditions, and the shorter the lighting interval can be to reduce lighting energy consumption.

[0053] In step S3, the deployment position number of the current measurement and control actuator and the installation distance between the measurement and control actuators are read, and the starting point of the lamp group number corresponding to the vehicle is determined by combining the level trigger signal and the vehicle's operating status.

[0054] The deployment location number indicates the current installation position of the telemetry and control actuator in the longitudinal direction of the tunnel. Its value reflects the arrangement order of the control area corresponding to the telemetry and control actuator in the tunnel. The larger the deployment location number, the farther the telemetry and control actuator is from the longitudinal position of the tunnel entrance.

[0055] The installation spacing between the control actuators is determined by the tunnel lighting design parameters and is used to represent the longitudinal distance corresponding to a single control area.

[0056] When the dimming controller outputs a level trigger signal, the measurement and control actuator records the trigger timestamp when the vehicle enters the detection area, and obtains the current timestamp in subsequent control cycles.

[0057] The vehicle travel time interval is calculated by subtracting the trigger timestamp from the current timestamp. The vehicle travel time interval reflects the time it takes for the vehicle to move from the detection location to the current area. The larger the value, the longer the vehicle has been traveling, and the farther the vehicle has moved in the longitudinal direction of the tunnel.

[0058] The longitudinal distance traveled by a vehicle is calculated by combining the vehicle's travel time interval with its instantaneous speed. The calculation expression is as follows: ; in, This represents the vertical movement distance. Instantaneous vehicle speed 3.6 represents the vehicle running time interval, and 3.6 is the speed unit conversion factor used to convert the unit km / h to m / s.

[0059] The longitudinal movement distance reflects the actual position of the vehicle in the longitudinal direction of the tunnel. The larger the value, the farther the vehicle is from the entrance detection position.

[0060] Subsequently, the telemetry and control actuator calculates the starting point of the lamp group corresponding to the vehicle's current position based on the vehicle's longitudinal movement distance and the lamp group spacing. The calculation expression is as follows: ; in, This is the starting point for the lighting fixture group number. This refers to the deployment location number of the measurement and control actuator. This represents the vertical movement distance. This refers to the coverage length of a single group of lights.

[0061] The starting point of the lamp group number determines the starting position of the current lighting control area in front of the vehicle. The larger the value, the closer the vehicle is to the depth of the tunnel, and the later the lamp group number that needs to be controlled.

[0062] After determining the starting point of the lighting group number, a lighting group bitmap is established to describe the on / off status of each lighting group within the current control area. The lighting group bitmap is a binary array whose length corresponds to the number of lighting groups that the control actuator can control. Each array element corresponds to the control status of a lighting group; a value of 1 indicates that the corresponding lighting group is controlled to be lit, while a value of 0 indicates that the corresponding lighting group remains off.

[0063] Based on the starting point of the lamp group number and the number of lit groups, the state values ​​of each array element in the lamp group bitmap are assigned. The lamp group bitmap stores the on / off control state of each group of lamps within the current control area. Each array element in the lamp group bitmap corresponds to the control state of a group of lamps. When the array element value is 1, it is used as the lighting instruction bit for the corresponding lamp group, indicating that the lamp group needs to be lit; when the array element value is 0, it indicates that the corresponding lamp group does not need to be lit and remains in the off state.

[0064] The control actuator determines the starting position of lighting control based on the starting point of the lamp group number corresponding to the current position of the vehicle, and determines the continuous lighting coverage range based on the number of lamp groups. Specifically, starting from the array element corresponding to the starting point of the lamp group number, the actuator sequentially selects the corresponding number of array elements in the direction of increasing array index according to the number of lamp groups. The selected array elements are assigned a value of 1, so that the corresponding array elements form a continuous distribution of lighting command bits; the remaining array elements that are not selected are assigned a value of 0, indicating that the corresponding lamp group remains in the off state.

[0065] Using the above method, the lamp array bitmap can intuitively reflect the lighting control area corresponding to the current vehicle. The number of lighting command bits with a value of 1 equals the number of lamp groups, and their distribution is determined by the starting point of the lamp group number. The larger the number of lighting groups, the longer the required safe lighting coverage distance of the vehicle, and the more lighting command bits with a value of 1 in the corresponding lamp array bitmap; the smaller the number of lighting groups, the shorter the required lighting coverage distance of the vehicle, and the fewer the corresponding lighting command bits.

[0066] After the bitmap of the lamp array is assigned values, the measurement and control actuator reads the status of the lighting command bit corresponding to each array element, and converts the lighting command bit with a value of 1 into a digital output control signal to drive the corresponding lamp group to perform the lighting action; the array element with a value of 0 is converted into a shutdown control signal to keep the corresponding lamp group in the off state, thereby realizing the distributed control of the lamp group based on the current position of the vehicle and the safety lighting requirements.

[0067] In step S4, vehicle speed information during vehicle operation is continuously collected, and it is determined whether the lighting interval corresponding to the current illumination command position needs to be dynamically adjusted based on the vehicle speed change status.

[0068] The vehicle speed information is obtained by the measurement and control actuator according to a preset control cycle, which continuously updates the instantaneous vehicle speed in step S1. The vehicle speed change rate is calculated based on the instantaneous vehicle speed of two consecutive control cycles to determine whether the vehicle is in a deceleration state. The calculation expression is as follows: ; in, The vehicle speed change rate is used to reflect the degree of speed change of the vehicle in the current cycle relative to the previous cycle. Indicates the instantaneous vehicle speed during the current control cycle; This indicates the instantaneous vehicle speed in the previous control cycle.

[0069] When the rate of change of vehicle speed is less than 0, it indicates that the vehicle speed has decreased, and the larger the absolute value of the rate of change of vehicle speed, the more obvious the deceleration of the vehicle. When the rate of change of vehicle speed is close to 0, it indicates that the vehicle speed changes little and the vehicle maintains a stable operating state.

[0070] Retrieve the pre-stored vehicle speed determination threshold, compare the vehicle speed change rate with the vehicle speed determination threshold, and when the vehicle speed change rate is less than the negative vehicle speed determination threshold, determine that the vehicle has entered a deceleration state. Then, perform an interval contraction operation on the lighting command bit in the current lamp array bitmap.

[0071] Among them, the vehicle speed judgment threshold is used to determine whether the current speed change reaches the lighting range adjustment condition, and it is derived from the vehicle operation status test data and the lighting control response requirement calibration results.

[0072] When performing the interval shrinkage operation, the current lamp array bitmap is read, and the shrinkage is performed group by group starting from the far end of the lighting interval. The lighting instruction bit corresponding to the lamp group located in the area behind the vehicle that has been passed is changed from 1 to 0, so that the redundant lamp groups behind the vehicle stop lighting. The lighting coverage in front of the vehicle remains unchanged at the original farthest position. Only the number of lamp groups to be lit is recalculated based on the current real-time vehicle speed, and then the shrinkage is adaptively shortened from the far end in front of the vehicle towards the vehicle position.

[0073] By prioritizing the shutdown of the lights behind the vehicle in areas that have already been passed, and maintaining the position of the far end of the front lighting without abrupt changes, a sufficient safe lighting distance is always maintained in front of the vehicle. At the same time, this avoids visual discomfort or safety hazards to the driver caused by a sudden shortening of the front lighting distance during vehicle deceleration.

[0074] After completing a single interval contraction, the updated number of illuminated light groups is recalculated. The updated number of illuminated light groups reflects the lighting requirements corresponding to the vehicle's current speed, and its value gradually decreases as the vehicle speed decreases, thereby reducing the continuous operation time of unnecessary lights.

[0075] When the vehicle speed remains stable or the speed change does not meet the interval adjustment conditions, the current lamp array bitmap state is maintained, and no modification operation is performed on the lighting command bit to avoid repeated lamp start-stop caused by frequent adjustments. By continuously monitoring vehicle speed changes and dynamically updating the lamp array bitmap according to the speed change status, the tunnel lighting range can be adaptively adjusted according to the actual vehicle operating status, reducing ineffective lighting energy consumption while meeting the vehicle's safety lighting needs.

[0076] After adjusting the lighting zones based on vehicle speed changes, the updated lamp array bitmap is further modified to balance the power-on time. The internal control actuator calculates the cumulative power-on time for each lamp group to reflect the historical operating load of the corresponding lamp. The larger the value, the longer the cumulative working time of the lamp and the higher the degree of light source aging; the smaller the value, the shorter the cumulative working time of the lamp and the greater the remaining usage margin.

[0077] Each time the lighting array bitmap is updated, the measurement and control actuator obtains the current system time and reads the last bitmap update time. It then subtracts the last bitmap update time from the current system time to calculate the duration corresponding to the current lighting cycle.

[0078] For the lighting group whose lighting instruction bit is 1 in the current lighting array bitmap, perform a cumulative power-on duration update, which is to add the cumulative power-on duration to the duration corresponding to the current lighting cycle to obtain the updated cumulative power-on duration.

[0079] Subsequently, the average cumulative power-on time of all controlled lighting groups after the update is calculated to obtain the average cumulative power-on time, which reflects the overall operating level of the lighting fixtures in the current area.

[0080] The cumulative power-on time of each lighting group after the update is further divided by the average cumulative power-on time to obtain the power-on deviation coefficient of each lighting group, which reflects the degree of deviation of the lighting group from the overall average operating level.

[0081] When the power-on deviation coefficient is greater than 1, it means that the cumulative power-on time of the lighting group is higher than the regional average. The larger the value, the higher the lighting load undertaken by the lighting group. When the power-on deviation coefficient is close to 1, it means that the operating time of the lighting group is close to the overall average.

[0082] When the power-on deviation coefficient of a certain lighting group exceeds the preset equalization adjustment threshold, it is determined that the lighting group is in an over-operation state, and the lighting position offset correction is performed when updating the lighting group bitmap in the next control cycle. Conversely, no offset correction is performed.

[0083] It should be noted that the preset equalization adjustment threshold is used to determine whether the cumulative power-on time of the lamps exceeds the allowable deviation range, thereby triggering the lamp lighting position offset correction. During the installation and commissioning phase of the tunnel lighting system, calibration is performed based on lamp life requirements, vehicle traffic distribution, and historical lighting operation data.

[0084] When performing lighting position offset correction, the offset direction is determined based on the direction of the lamp group with the lowest cumulative power-on time, and the lamp group number offset at the starting position of the lamp group bitmap is calculated: ; in, This is the offset of the lighting fixture group number. This is the energization deviation coefficient.

[0085] The larger the offset value of the lamp group number, the higher the cumulative operating load of the current lamp group, and the lower the probability of subsequent lighting needs to be.

[0086] The starting point of the lamp group number is corrected based on the lamp group number offset, and the lighting command bits in the lamp group bitmap are reallocated: ; in, Indicates the starting point of the revised lighting fixture group number. This is the starting point for the lighting fixture group number. This is the offset of the lighting fixture group number.

[0087] Then, the lamp group bitmap is regenerated according to the revised lamp group number starting point and the updated number of lit groups, so that the lamp groups with higher cumulative power-on time have a lower probability of being selected, while the lamp groups with lower cumulative power-on time participate in more lighting tasks.

[0088] Ultimately, the control actuator controls the corresponding lamp group to perform the lighting or turning-off operation according to the updated lighting command bit, so as to realize the dynamic change of the tunnel lighting area with the vehicle operation status and make the cumulative operating time of each lamp group tend to be balanced.

[0089] Example 2, as Figure 3 As shown, the distributed control system for tunnel electromechanical equipment based on the telemetry and control actuator includes a vehicle speed calculation module, a lighting group evaluation module, a bitmap configuration module, and a lighting group control module. The functions of each module are as follows: The vehicle speed calculation module is used to send a level trigger signal and a pulse signal to the measurement and control actuator through the output level of the dimming controller radar when the vehicle travels to the detection range at the tunnel entrance. The pulse signal is scanned periodically and the pulse interval is obtained. The pulse interval is converted into instantaneous vehicle speed and transmitted to the lamp group evaluation module. The lamp group evaluation module accesses the feature database to retrieve the road surface adhesion coefficient of the tunnel, collects the humidity value of the tunnel, performs segmented correction on the road surface adhesion coefficient, calculates the vehicle's braking safety distance in combination with the instantaneous vehicle speed, evaluates the number of lamp groups of the vehicle based on the braking safety distance, and passes it to the bitmap configuration module. The bitmap configuration module obtains the deployment location sequence number of the measurement and control actuator, analyzes the starting point of the lamp group number at the current longitudinal position of the vehicle in combination with the level trigger signal, establishes the lamp group bitmap of the tunnel, sets the lighting command bit of the lamp group bitmap in combination with the starting point of the lamp group number and the number of lighting groups, and transmits the lamp group bitmap and lighting command bit to the lamp group control module. The lighting control module monitors vehicle speed information, determines whether to perform interval contraction operation on the lighting command bit based on the vehicle speed information, updates the lighting array bitmap, and controls the tunnel lighting based on the updated lighting array bitmap.

[0090] Finally, it should be noted that in this paper, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0091] Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0092] In this document, the singular forms “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that terms such as “comprising / including” or “having” specify the presence of the stated features, integrals, steps, operations, components, parts, or combinations thereof, but do not preclude the possibility of the presence or addition of one or more other features, integrals, steps, operations, components, parts, or combinations thereof. Meanwhile, the term “and / or” as used in this specification includes any and all combinations of the associated listed items.

[0093] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The various embodiments can be combined as needed, and the same or similar parts can be referred to each other.

[0094] The above description of the disclosed embodiments will enable those skilled in the art to make or use various modifications to these embodiments. It will be readily apparent to those skilled in the art that the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A distributed control method for tunnel electromechanical equipment based on a measurement and control actuator, characterized in that: Including the following methods: Step S1: When the vehicle travels to the detection range at the tunnel entrance, the radar output level trigger signal and speed measurement pulse signal through the dimming controller are sent to the measurement and control actuator. The speed measurement pulse signal is scanned periodically and the pulse interval is obtained. The instantaneous vehicle speed is calculated based on the pulse interval. Step S2: Access the feature database to retrieve the road surface adhesion coefficient of the tunnel, collect the humidity value of the tunnel, perform segmented correction on the road surface adhesion coefficient, analyze the vehicle's braking safety distance in combination with instantaneous vehicle speed, and evaluate the number of vehicle lights based on the braking safety distance. Step S3: Obtain the deployment location sequence number of the control actuator, analyze the starting point of the lamp group number at the current longitudinal position of the vehicle by combining the level trigger signal, establish a lamp group bitmap, and set the lighting command bit of the lamp group bitmap by combining the starting point of the lamp group number and the number of lamp groups. Step S4: Monitor the vehicle speed information, determine whether to perform a range contraction operation on the lighting command bit and update the lamp array bitmap based on the vehicle speed information, and adjust the tunnel lights according to the updated lamp array bitmap.

2. The distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to claim 1, characterized in that: In step S1, when the vehicle travels to the coverage area of ​​the preset detection range in front of the tunnel entrance, the radar detection module inside the dimming controller located outside the tunnel entrance identifies the vehicle and simultaneously outputs a level trigger signal and a speed measurement pulse signal to the measurement and control actuator. The level trigger signal is used to indicate whether the vehicle target is in the detection area, and its signal state includes a high level state and a low level state; The velocity measurement pulse signal is a periodic digital pulse generated in real time by the dimming controller based on the Doppler frequency shift of the radar echo; After receiving the level trigger signal, the control actuator will record the current clock count value as the trigger time when it detects that the level state changes from a low level signal to a high level signal.

3. The distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to claim 2, characterized in that: In step S1, the measurement and control actuator performs continuous periodic scanning on the speed measurement pulse signal. When two adjacent rising edges of the speed measurement pulse signal are detected, the corresponding timestamps are recorded respectively, and the pulse interval is calculated based on the two timestamps. The measurement and control actuator continuously acquires three speed measurement pulse intervals, reorders them according to their numerical values, and selects the median value as the target speed measurement pulse interval. The speed calibration coefficients corresponding to the dimming controller are pre-stored inside the control actuator. The speed calibration coefficients are vehicle speed conversion parameters pre-stored inside the control actuator. The instantaneous vehicle speed is calculated based on the speed measurement calibration coefficient and the target speed measurement pulse interval.

4. The distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to claim 1, characterized in that: In step S2, the local feature database is accessed to read the road surface adhesion coefficient corresponding to the current tunnel. The feature database is the tunnel operation parameter database stored inside the measurement and control actuator. The coefficient of adhesion characterizes the adhesion that a tire can provide between itself and the road surface. The humidity value output by the humidity sensor inside the tunnel is collected synchronously. The humidity value represents the relative humidity of the air in the tunnel. Read the reference humidity value and humidity influence coefficient of the tunnel pavement. The reference humidity value represents the environmental humidity benchmark value corresponding to the tunnel pavement maintaining the designed adhesion state. The humidity effect coefficient indicates the degree to which changes in humidity affect road surface adhesion. The humidity deviation is calculated based on the deviation between the humidity value and the reference humidity value.

5. The distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to claim 3, characterized in that: In step S2, the humidity attenuation factor is calculated based on the humidity deviation and the humidity influence coefficient. The road surface adhesion coefficient is then corrected based on the humidity attenuation factor to obtain the corrected road surface adhesion coefficient under the current environmental conditions. After correcting the road adhesion coefficient, the corresponding braking safety distance of the vehicle is calculated in combination with the instantaneous vehicle speed. The braking safety distance represents the theoretical minimum safe distance required for the vehicle to come to a complete stop from the start of emergency braking. Access the feature database to read the coverage length of a single group of lights. The coverage length of a single group of lights represents the longitudinal coverage distance between two adjacent groups of LED lights. The number of lighting groups is calculated based on the braking safety distance and the coverage length of a single group of lights.

6. The distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to claim 1, characterized in that: In step S3, the deployment position number of the current telemetry and control actuator and the installation spacing between the telemetry and control actuators are read. The deployment position number is used to indicate the current installation position of the telemetry and control actuator in the longitudinal direction of the tunnel. Installation spacing represents the longitudinal distance corresponding to a single control area; When the dimming controller outputs a level trigger signal, the measurement and control actuator records the trigger timestamp when the vehicle enters the detection area, and obtains the current timestamp in subsequent control cycles; The vehicle running time interval is calculated by subtracting the trigger timestamp from the current timestamp. The longitudinal distance traveled by the vehicle is calculated by combining the vehicle's running time interval with its instantaneous speed.

7. The distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to claim 6, characterized in that: In step S3, the starting point of the lamp group number corresponding to the current position of the vehicle is calculated based on the longitudinal movement distance of the vehicle and the spacing between lamp groups; Establish a lamp array bitmap to describe the on / off status of each lamp group in the current control area. The lamp array bitmap is a binary array whose length corresponds to the number of lamp groups that the measurement and control actuator can control. The starting position of lighting control is determined based on the starting point of the lamp group number corresponding to the current position of the vehicle, and the continuous lighting coverage is determined based on the number of lamp groups. The array elements located within the range from the starting point of the lamp group number to the sum of the starting point of the lamp group number and the number of lamp groups are assigned a value of 1, so that the corresponding array elements form a continuously distributed lighting command bit.

8. The distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to claim 1, characterized in that: In step S4, vehicle speed information during vehicle operation is continuously collected. The vehicle speed information is the instantaneous vehicle speed that the measurement and control actuator obtains and updates continuously according to a preset control cycle. The vehicle speed change rate is calculated based on the instantaneous vehicle speeds of two consecutive control cycles; Retrieve the pre-stored vehicle speed judgment threshold. When the vehicle speed change rate is less than the negative vehicle speed judgment threshold, determine to perform an interval contraction operation on the lighting instruction bit in the current lamp array bitmap. When performing the interval shrinkage operation, read the current lamp array bitmap, start shrinking group by group from the far end of the lighting interval, and change the lighting instruction bit corresponding to the lamp group located in the area behind the vehicle that has been driven through from 1 to 0. After completing the interval shrinkage operation, the cumulative power-on time of each group of lights is counted and the number of lit groups after the current update is recalculated; Each time the lighting array bitmap is updated, the measurement and control actuator obtains the current system time and reads the last bitmap update time to calculate the duration corresponding to the current lighting cycle.

9. The distributed control method for tunnel electromechanical equipment based on a measurement and control actuator according to claim 8, characterized in that: In step S4, for the lamp group whose lighting instruction bit is 1 in the current lamp array bitmap, the cumulative power-on time is added to the duration corresponding to the current lighting cycle to obtain the updated cumulative power-on time; Calculate the average cumulative power-on time of all lamp groups after the update, and divide it by the average cumulative power-on time to obtain the power-on deviation coefficient of each lamp group; When the power-on deviation coefficient exceeds the preset equalization adjustment threshold, it is determined that the lighting position offset correction will be performed; otherwise, the lighting position offset correction will not be performed. When performing the lighting position offset correction, the offset direction is determined according to the direction of the lamp group with the lowest cumulative power-on time, and the lamp group number offset at the starting position of the lamp group bitmap is calculated. The starting point of the lamp group number is corrected according to the lamp group number offset, the lighting instruction bits in the lamp group bitmap are reallocated, and then the lamp group bitmap is updated according to the corrected starting point of the lamp group number and the updated number of lit lamp groups.

10. A distributed control system for tunnel electromechanical equipment based on a measurement and control actuator, used to implement the distributed control method for tunnel electromechanical equipment based on a measurement and control actuator as described in any one of claims 1-9, characterized in that: It includes a vehicle speed calculation module, a headlight evaluation module, a bitmap configuration module, and a headlight control module. The functions of each module are as follows: The vehicle speed calculation module is used to send a level trigger signal and a pulse signal to the measurement and control actuator through the output level of the dimming controller radar when the vehicle travels to the detection range at the tunnel entrance. The pulse signal is scanned periodically and the pulse interval is obtained. The pulse interval is converted into the instantaneous vehicle speed and transmitted to the lamp group evaluation module. The lamp group evaluation module accesses the feature database to retrieve the road surface adhesion coefficient of the tunnel, collects the humidity value of the tunnel, performs segmented correction on the road surface adhesion coefficient, calculates the vehicle's braking safety distance in combination with the instantaneous vehicle speed, evaluates the number of lamp groups of the vehicle based on the braking safety distance, and passes it to the bitmap configuration module. The bitmap configuration module obtains the deployment location sequence number of the measurement and control actuator, analyzes the starting point of the lamp group number at the current longitudinal position of the vehicle in combination with the level trigger signal, establishes the lamp group bitmap of the tunnel, sets the lighting command bit of the lamp group bitmap in combination with the starting point of the lamp group number and the number of lighting groups, and transmits the lamp group bitmap and lighting command bit to the lamp group control module. The lighting control module monitors vehicle speed information, determines whether to perform interval contraction operation on the lighting command bit based on the vehicle speed information, updates the lighting array bitmap, and controls the tunnel lighting based on the updated lighting array bitmap.

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