Bridge-tunnel combined section multi-sensory coordination reference system optimization system based on gradual rhythm

Abstract

The application relates to a bridge-tunnel combined section multi-sensory coordination reference system based on a gradual rhythm, which comprises a gradual visual reference device, a gradual tactile reference device and a gradual auditory reference device; the gradual visual reference device is arranged from a far-end area in front of a tunnel portal, extends to the inside of the tunnel through the portal, gradually increases in induction intensity, slowly decreases after reaching a maximum value and enters a stable induction state; the gradual tactile reference device is arranged from a near-end area in front of the tunnel portal, gradually increases in induction intensity, reaches a maximum value in front of the portal, rapidly decays and ends; and the gradual auditory reference device is arranged from a middle area in front of the tunnel portal, extends to the initial stage of entering the tunnel across the portal, gradually increases in induction intensity, rapidly decays and ends after reaching a maximum value. The application can relieve the spatial mutation of the bridge-tunnel, the light environment mutation, the traffic disturbance and the influence of bad weather, improve the identification ability of drivers to the tunnel portal, the deceleration response ability and the lane keeping ability.

Description

Technical Field

[0001] This invention relates to the fields of traffic safety facilities, tunnel entrance guidance and control, traffic safety assurance in bridge-tunnel combined sections, and vehicle-road cooperation technology. More specifically, it relates to a multi-sensory collaborative reference system optimization system for bridge-tunnel combined sections based on gradual rhythm. Background Technology

[0002] Highway sections combining bridges and tunnels are special nodes in the road network with high rates of traffic accidents. These sections combine the characteristics of bridge sections with ample natural light and open spaces, and tunnel sections with artificial lighting and enclosed spaces. The driving environment experiences drastic changes in light environment and spatial structure, which can easily trigger the "black hole effect," causing drivers to experience momentary blind spots and significantly increasing visual and psychological stress. At the same time, the traffic density and speed of these sections fluctuate greatly, making it difficult for traditional fixed visual guidance facilities to adapt to different traffic conditions and adverse weather conditions such as fog and icing. These facilities suffer from problems such as insufficient guidance intensity, limited perception dimensions, and poor facility coordination.

[0003] Currently, guidance designs for bridge-tunnel combined road sections often follow the guidance methods of a single tunnel or bridge, failing to segment the design based on the driver's driving task hierarchy in that section. Furthermore, guidance facilities are primarily visual, and their effectiveness is significantly reduced in scenarios with high-speed noise and low visibility. In addition, existing guidance facilities lack a gradual guidance logic based on a visual reference system, failing to achieve a smooth transition in driver perception intensity and easily leading to driver errors. Moreover, traditional solutions often use high-energy-consuming lighting facilities, resulting in high operating costs and failing to meet the requirements of green transportation development. Therefore, this invention considers the architectural structure of bridge-tunnel combined road sections, their sight distance and visibility characteristics, and driving task requirements. It segments these road sections, configuring appropriate multi-dimensional guidance facilities and adaptive linkage modules to improve the road sections, actively guiding driving behavior and reducing driver perception and operational errors. Summary of the Invention

[0004] The technical problem to be solved by this invention is to provide a multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythm. This system segments the bridge-tunnel combined road sections, configures appropriate multi-dimensional guidance facilities and adaptive linkage modules to improve the road sections, actively guides driving behavior, and can reduce driver perception and operation errors.

[0005] The technical solution adopted by the present invention to solve its technical problem is: to construct a multi-sensory collaborative reference system optimization system for bridge and tunnel combined road sections based on gradual rhythm, including a gradual visual reference device, a gradual tactile reference device and a gradual auditory reference device; The gradual visual reference device is established from a distance of 10s to 12s from the control section at the front edge of the tunnel entrance, extends through the tunnel entrance into the tunnel, and the visual guidance intensity gradually increases along the driving direction. It reaches its extreme value 3s to 4s after entering the tunnel, and then slowly decreases along the driving direction inside the tunnel. After 10s to 12s after entering the tunnel, the visual guidance intensity remains unchanged. The gradual tactile reference device is established from a distance of 5s to 6s from the control section at the front edge of the tunnel entrance. The tactile induction intensity gradually increases along the driving direction, reaches an extreme value at a distance of 2s to 3s from the control section at the front edge of the tunnel entrance, and then rapidly decreases to 0. The gradual auditory reference device is established from a distance of 7s to 8s from the control section at the front edge of the tunnel entrance. The auditory induction intensity gradually increases along the driving direction, reaches its extreme value at a distance of 3s to 5s after entering the tunnel, and then rapidly decreases to 0. The gradual visual reference device, gradual tactile reference device, and gradual auditory reference device have different starting positions, extreme positions, and attenuation methods. They are linked and controlled by a vehicle-road cooperative multi-source sensing terminal and a roadside communication unit. The induction intensity of the reference system is dynamically adjusted according to traffic flow status, visibility, brightness difference between inside and outside the tunnel, road surface status, and abnormal event information, thereby forming a multi-sensory cooperative reference system for bridge-tunnel combined road sections.

[0006] The gradient visual reference device includes a low-position continuous contour light ridge, a pre-identification composite gantry, a gradient rhythmic wing, a bridge deck risk perception protrusion unit, a gradually increasing visual illusion deceleration marking, a buffer anti-collision unit, a flared portal structure, a ring contour mark, a portal gradient light curtain, a lane-level dynamic following light strip, a starry sky top visual module, gradient LED light-emitting components, and energy-storing self-illuminating guide signs. The low-position continuous contour light ridge is continuously set along the inner side of the guardrails on both sides of the bridge until it reaches a distance of 10s to 12s from the control section at the leading edge of the tunnel entrance; the pre-identification composite gantry is set at a distance of 10s to 12s from the control section at the leading edge of the tunnel entrance; the gradually changing rhythmic wing marks are continuously set along both sides of the road starting from behind the pre-identification composite gantry until they approach the control section at the leading edge of the tunnel entrance; the bridge deck risk perception protrusion unit is laid out along the lane edge line, lane divider line, or road edge boundary starting 10s to 12s from the control section at the leading edge of the tunnel entrance, and stops setting about 3s after entering the tunnel; the gradually increasing visual illusion deceleration markings start 7s to 8s from the control section at the leading edge of the tunnel entrance. The system is set up from the control section at the leading edge of the tunnel entrance; the buffer anti-collision unit is set along the right shoulder of the road at a distance of 2s to 3s from the control section at the leading edge of the tunnel entrance; the flared portal structure is set at the tunnel entrance with an outward flare transition at the outer edge of the portal; the annular outline marker is set around the facade of the flared portal structure; the portal gradient light curtain is set inside the flared portal structure; the starry sky top vision module is set directly above the lane at the top of the tunnel and is the same width as the lane; the lane-level dynamic following light strip is set along both sides of the starry sky top vision module; the gradient LED light-emitting components are continuously set along both sides of the tunnel sidewalls; and the energy-storing self-luminous guide markers are symmetrically arranged at the endpoints of the gradient LED light-emitting components.

[0007] According to the above scheme, the spacing between adjacent low-position continuous contour light ridges is 5 to 8 m. Low-position linear induction is formed by using retroreflective materials, energy-storing self-luminous materials or low-power LED light-emitting units to provide low-brightness, low-position basic visual contour cues in the bridge section. The pre-identification composite gantry is equipped with a variable information board and a vehicle-road cooperative multi-source sensing terminal in the horizontal direction at the upper end, as well as a plane wave directional broadcast speaker installed on the columns at both ends, with a height of 6m to 8m; The bridge deck risk sensing protrusion unit measures 10cm x 10cm, with a spacing of 10m to 12m between adjacent units. It integrates temperature sensing, slippery or icy risk sensing, self-limiting heating, and yellow / red dual-color luminous warning functions. Under normal operating conditions, the protrusion unit outputs a low-brightness yellow induction signal; under low visibility, slippery, or icy risk conditions, it outputs a high-brightness penetrating yellow warning signal; and under accident or abnormal parking conditions, it outputs a red flashing signal. The protrusion unit also includes a solar panel and energy storage module to provide auxiliary power for the temperature sensing, self-limiting heating, and luminous warning functions. The width of the incremental optical illusion deceleration markings gradually increases from 20cm to 30cm towards the portal, and the spacing between adjacent incremental optical illusion deceleration markings is 5m to 7m; the buffer anti-collision units are made of high energy-absorbing elastic anti-collision material and are set at a spacing of 10m to 12m. The gradient LED light-emitting components are 20-25cm wide and are attached to the tunnel sidewall in a ring. During the first 10-12 seconds of travel inside the tunnel, the spacing between adjacent gradient LED light-emitting components is 10-12m. The height is initially set to match the height change of the gradient rhythmic wing outside the tunnel, reaching its extreme value 3-4 seconds after entering the tunnel. Subsequently, the height along the driving direction inside the tunnel is arranged using a reverse sinusoidal undulation decreasing model corresponding to the gradient rhythmic wing outside the tunnel. After the first 10-12 seconds of travel inside the tunnel, the spacing between two adjacent components is 40-50m, arranged in a ring. The energy-storing self-luminous guide signs are symmetrically placed at the ends of the gradient LED light-emitting components, with a size of 20cm×20cm and a height of 3-3.5m.

[0008] According to the above scheme, the gradient rhythmic wing mark includes a light-emitting outline frame, a flexible column, and an energy-absorbing base arranged sequentially from top to bottom. The surface of the light-emitting outline frame is provided with a reflective wing surface; the reflective wing surface is made of alternating yellow and black reflective material, is single-sided, and faces the oncoming traffic direction, with a width of 20cm to 25cm; the light-emitting outline frame is an anti-glare LED; the gradient rhythmic wing mark is set using a gradually decreasing spacing formula, the formula being: Equation (1) Equation (2) Equation (3) In the formula, V is the total length of the wingtip deployment; V is the design speed; t is the travel time, which ranges from 10s to 12s; N is the total number of wingtip; The initial spacing between the wingtip markers is set to 15m to 20m. Let be the distance (m) between the i-th wingtip and the (i+1)-th wingtip; where i is the number of the i-th distance. The altitude of the gradually changing rhythmic wingtip adopts a periodically increasing sinusoidal undulation model, with a total of N wingtips. Each P wingtips constitutes one altitude change cycle, and the total cycle is... The period of the j-th wingtip is The position within the period is Except for the last cycle near the control section at the tunnel entrance, the wingtip height fluctuates in a sinusoidal pattern during the remaining cycles, with the peak height increasing sequentially along the vehicle's direction of travel. In the last cycle, the wingtip height monotonically increases along the vehicle's direction of travel, reaching its maximum near the control section at the tunnel entrance. The calculation formula is as follows: Equation (4) Equation (5) In the formula, The height of the j-th wingtip; The initial wingtip height is set to 0.8m to 1.2m. Let be the peak height of the k-th cycle; The maximum height of the wingtip is taken as 3.5m to 4m.

[0009] According to the above scheme, the lane-level dynamic following light strip is set along both sides of the starry sky top vision module, and the accompanying illumination calculation formula is as follows: Equation (6) Equation (7) Equation (8) In the formula, Represents the real-time traffic density of a single lane; This represents the critical threshold for traffic density, ranging from 15 to 25 pcu / km. Represents the real-time location coordinates of the vehicle; Represents the vehicle's real-time speed; Represents the safe visibility distance of a vehicle; Representing the The starting coordinates of the light band segment; Representing the Segment light strip switch status; This represents the driver's safe reaction time, taken as 2.5 seconds. It is the acceleration due to gravity; The coefficient of adhesion is 0.6 to 0.8 for dry roads and 0.4 to 0.6 for wet roads. Represents the longitudinal slope of a road, with uphill slopes being positive and downhill slopes being negative; This represents a safety margin distance, typically 5m to 10m.

[0010] According to the above scheme, the height of the gradient LED light-emitting components first follows the height change of the gradient rhythmic wing outside the tunnel. After reaching an extreme value, a reverse sinusoidal undulation gradually decreasing model corresponding to the gradient rhythmic wing outside the tunnel is used for deployment. Within the first 10-12 seconds of travel inside the tunnel, the total number of gradient LED light-emitting components is M. The m-th gradient LED light-emitting component reaches its extreme height. Every P gradient LED light-emitting components constitute a height change cycle, and the cycles following the extreme value... The period of the xth gradient LED light-emitting component is The position within the period is .

[0011] According to the above scheme, each P of the gradient LED light-emitting components constitutes a height change cycle. After the extreme value, the peak height of each cycle decreases sequentially along the driving direction. In the last cycle, the height of the gradient LED light-emitting components monotonically decreases along the driving direction to a stable height, so that the driver's visual reference height smoothly transitions from the enhanced state in front of the tunnel entrance to the stable state inside the tunnel. The calculation formula is as follows: Equation (9) Equation (10) In the formula, For the xth gradient LED light-emitting component; The initial height of the gradient LED lighting components at the tunnel entrance should be aligned with the height of the last wing marker outside the tunnel. The extreme value of the height of the gradient LED light-emitting component at the 3s to 4s travel distance after entering the tunnel is taken as 6.5m to 7.0m; The minimum height for gradient LED light-emitting components is 2.0m to 2.5m. Let be the peak height of the q-th descending cycle.

[0012] According to the above scheme, the gradual tactile reference device includes a gradual tactile sound frequency deceleration groove; the gradual tactile sound frequency deceleration groove is laid out from a distance of 5s to 6s from the control section at the front edge of the tunnel entrance to a distance of 2s to 3s from the control section at the front edge of the tunnel entrance, and is composed of multiple deceleration grooves to form a deceleration belt. The width of the deceleration belt is 0.5m to 0.8m, the depth of a single deceleration groove is 4mm to 6mm, and the spacing between the deceleration belts gradually decreases linearly along the driving direction. When the vehicle passes over it, a tactile vibration and sound frequency feedback that increases from low frequency to mid frequency is generated.

[0013] According to the above scheme, the gradual auditory reference device includes a plane wave directional broadcasting loudspeaker, a zoned plane wave directional broadcasting loudspeaker, and a hole-entrance plane wave directional broadcasting loudspeaker; The plane wave directional broadcasting loudspeaker is installed on the pre-identification composite gantry, the zone plane wave directional broadcasting loudspeaker is installed on the roadside pillars at a distance of 5s to 6s from the control section at the front edge of the tunnel entrance, and the tunnel entrance plane wave directional broadcasting loudspeaker is installed on the tunnel sidewall at a distance of 3s to 5s after entering the tunnel.

[0014] According to the above scheme, roadside communication units are installed on the tunnel sidewalls, with a height of 2.5m to 3.0m and a spacing of 1.0km to 1.2km. The vehicle-road cooperative multi-source sensing terminal and roadside communication units are used to collect information on traffic flow density, average vehicle speed, headway, visibility, brightness difference between inside and outside the tunnel, road surface temperature, road surface wetness, crosswind conditions, and abnormal events. Based on the collected information, the working status of the low-position continuous contour light ridge, the gradual rhythmic wing, the bridge deck risk perception protrusion unit, the tunnel entrance gradual light curtain, the lane-level dynamic following light strip, the broadcast speaker, and the variable information board are adjusted in linkage.

[0015] The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmic changes, as described in this invention, has the following beneficial effects: 1. This invention uses the control section at the leading edge of the tunnel entrance as a benchmark. Instead of simply dividing the road into segments according to fixed sections outside the tunnel, it constructs a gradual visual reference system, a gradual auditory reference system, and a gradual tactile reference system based on the time travel corresponding to the road design speed. This ensures that the starting point, extreme position, and attenuation mode of various guidance facilities are matched with the driving tasks of approaching, entering, and adapting to the tunnel. This improves the pertinence and continuity of guidance design for bridge-tunnel combined sections. It can effectively enhance visibility and directional recognition, reduce the perception load at bridge-tunnel junctions, comprehensively improve the driving environment, ensure driving safety, and reduce operating energy consumption and save operating costs. 2. The gradual visual reference system constructed in this invention is established starting 10-12 seconds from the control section at the leading edge of the tunnel entrance, extending through the tunnel entrance into the tunnel interior, and reaching its extreme visual guidance intensity 3-4 seconds after entering the tunnel, subsequently descending slowly along the driving direction inside the tunnel. Through the synergistic effect of low-position continuous contour light ridges, pre-identification composite gantry, gradual rhythmic wing markers, bridge deck risk perception protrusion units, gradually increasing visual illusion deceleration markings, tunnel entrance gradual light curtain, lane-level dynamic following light strip, starry sky top visual module, gradual LED light-emitting components, and energy-storing self-illuminating guidance signs, a continuous visual reference system can be formed from pre-identification outside the tunnel, enhanced identification at the tunnel entrance, to stable guidance inside the tunnel, mitigating the impact of sudden spatial and light environment changes at the bridge-tunnel junction on drivers; 3. The gradual tactile reference system constructed in this invention is established starting from a distance of 5s to 6s from the control section at the leading edge of the tunnel entrance, and reaches the extreme value of tactile induction intensity at a distance of 2s to 3s from the control section at the leading edge of the tunnel entrance, and then rapidly decays to 0; through the gradual tactile sound frequency deceleration groove, tactile vibration and sound frequency feedback from weak to strong are formed. The gradually narrowing gap of the deceleration groove causes the vibration frequency to gradually increase from low frequency to mid frequency when the vehicle passes over it. The gradual increase in the rhythm of vibration and sound frequency can enhance the driver's deceleration perception and operational response ability before the vehicle enters the tunnel, while avoiding continuous tactile disturbance after the vehicle enters the tunnel from affecting lane keeping and driving comfort; 4. The gradual auditory reference system constructed in this invention is established starting from a distance of 7-8 seconds from the control section at the leading edge of the tunnel entrance, reaches the extreme value of auditory induction intensity 3-5 seconds after entering the tunnel, and then rapidly decays to 0; through plane wave directional broadcasting loudspeakers, zoned plane wave directional broadcasting loudspeakers, and tunnel entrance plane wave directional broadcasting loudspeakers, a gradual increase in acoustic induction is formed along the driving direction, providing low-intensity warnings, medium-intensity deceleration reminders, and high-intensity short-term prompts, which can provide clear risk warnings to drivers when approaching the tunnel entrance and in the early stage of entering the tunnel, and avoid auditory interference caused by continuous broadcasting inside the tunnel; 5. This invention collects information on traffic flow status, visibility, brightness difference between inside and outside tunnels, road surface temperature, road surface slipperiness, crosswind conditions, and abnormal events through vehicle-road cooperative multi-source sensing terminals and roadside communication units. It also adjusts the induction intensity of visual, auditory, and tactile reference systems in a coordinated manner, enabling these systems to adaptively respond to different conditions such as normal traffic, low visibility, rain / fog, icing, congestion, or accidents. This method improves drivers' ability to identify tunnel entrances in advance, their deceleration response, and their lane-keeping ability, reducing driving risks caused by sudden changes in light environment, spatial changes, and unexpected traffic events in bridge-tunnel junctions. Furthermore, the combination of retroreflection, energy-storing self-luminous technology, and low-power LEDs helps reduce facility operating energy consumption and subsequent maintenance costs. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments. In the accompanying drawings: Figure 1 This is a schematic diagram of the multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmicity, as described in this invention. Figure 2 This is a schematic diagram of the start and end points of the gradient visual, tactile, and auditory reference system of the present invention; Figure 3 This is a schematic diagram of the pre-identification composite gantry of the present invention; Figure 4 This is a schematic diagram of the gradual rhythmic wing of the present invention; Figure 5 This is a schematic diagram of the gradual rhythmic wingtip rhythm change of the present invention; Figure 6 This is a schematic diagram of the bridge deck risk perception protrusion unit of the present invention; Figure 7 This is a schematic diagram of the incremental visual illusion deceleration marking of the present invention; Figure 8 This is a side view of the optimized tunnel interior design of the present invention; Figure 9 This is a schematic diagram of the gradual tactile sound frequency deceleration groove of the present invention; In the diagram: 1. Low-position continuous contour light ridge; 2. Pre-identification composite gantry; 3. Gradient rhythmic wing marker; 4. Bridge deck risk perception protrusion unit; 5. Gradient visual illusion deceleration markings; 6. Buffer anti-collision unit; 7. Widened portal structure; 8. Circular contour marker; 9. Gradient light curtain at the portal; 10. Lane-level dynamic following light strip; 11. Starry sky top visual module; 12. Gradient LED light-emitting component; 13. Energy-storing self-illuminating guide marker; 14. Gradient tactile audio deceleration groove; 15. Plane wave directional broadcast speaker; 16. Zoned plane wave directional broadcast speaker; 17. Portal plane wave directional broadcast speaker; 18. Vehicle-road cooperative multi-source sensing terminal; 19. Roadside communication unit; 201. Variable information board; 301. Reflective wing surface; 302. Illuminated contour border; 303. Flexible column; 304. Energy-absorbing base. Detailed Implementation

[0017] To provide a clearer understanding of the technical features, objectives, and effects of the present invention, specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0018] like Figure 1-9 As shown, the multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmicity of the present invention is applicable to highways, first-class highways, and other road scenarios with continuous transitions between bridges and tunnels. Gradual rhythmicity refers to the gradual change in the spacing, individual size, or intensity of various guidance facilities along the driving direction, presenting a gradual change in visual or perceptual rhythm. This system considers the architectural structure of bridge-tunnel combined road sections, their sight distance and viewing area characteristics, and driving task requirements, and constructs gradual visual, tactile, and auditory reference systems at different starting and ending points. In such road sections, when vehicles enter the enclosed space of a tunnel from the open space of a bridge, drivers simultaneously face problems such as sudden changes in light environment, sudden changes in spatial boundaries, crosswind disturbances, risks of slippery or icy road surfaces, and traffic flow disturbances. The present invention uses the control section at the leading edge of the tunnel entrance as a unified reference section, defines the area outside the tunnel entrance approaching the tunnel as the external travel area, and defines the area after the vehicle crosses the control section at the leading edge of the tunnel entrance as the internal travel area. Based on the time travel corresponding to the road design speed, gradual visual reference devices, gradual tactile reference devices, and gradual auditory reference devices are respectively set up.

[0019] The gradual visual reference device, gradual tactile reference device, and gradual auditory reference device have different starting positions, extreme positions, and attenuation methods. They are linked and controlled by vehicle-road cooperative multi-source sensing terminals and roadside communication units. The induction intensity of the reference system is dynamically adjusted according to traffic flow status, visibility, brightness difference between inside and outside the tunnel, road surface status, and abnormal event information, thereby forming a multi-sensory cooperative reference system for bridge-tunnel combined road sections.

[0020] In a preferred embodiment of the present invention, the actual deployment distance of various facilities is determined based on the road design speed. Let the road design speed be V, in km / h, and the actual distance D corresponding to the travel distance in t seconds be calculated using the following formula: Equation (11) In the formula, D is the actual distance (m) corresponding to the journey in t seconds; V is the design speed (km / h); and t is the journey time (s).

[0021] When the design speed is 80 km / h, the distance corresponding to the travel time in 10-12 seconds is approximately 222-267 m, in 7-8 seconds it is approximately 156-178 m, in 5-6 seconds it is approximately 111-133 m, and in 2-3 seconds it is approximately 44-67 m. When the design speed is 100 km / h, the distance corresponding to the travel time in 10-12 seconds is approximately 278-333 m, in 7-8 seconds it is approximately 194-222 m, in 5-6 seconds it is approximately 139-167 m, and in 2-3 seconds it is approximately 56-83 m. During construction, the above distances can be adjusted by ±5% on-site based on the actual alignment, bridge deck length, portal structure, shoulder width, and electromechanical equipment installation conditions.

[0022] In a preferred embodiment of the present invention, the gradual visual reference device serves to perform early identification, tunnel entrance reinforcement, and stable guidance within the tunnel. The gradual visual reference device begins to form 10-12 seconds from the control section at the leading edge of the tunnel entrance, extends into the tunnel for another 10-12 seconds, and then enters a stable state. The visual guidance intensity can be described using a relative intensity of 0-1: 0.25-0.35 at the 10-12 second distance outside the tunnel, increasing to 0.70-0.85 at the 3-4 second distance before the tunnel entrance, reaching 1.00 at the 3-4 second distance after entering the tunnel, and then gradually decreasing to 0.45-0.60 at the 10-12 second distance after entering the tunnel and remaining stable.

[0023] The low-position continuous contour light ridge 1 is continuously installed along the inner side of the guardrails on both sides of the bridge, preferably at a height of 0.45m to 0.80m, with a unit spacing of 5m to 8m, and a length of 0.20m to 0.40m for each luminous or reflective unit. The low-position continuous contour light ridge 1 can use retroreflective materials, energy-storing self-luminous materials, or low-power LED luminous units. When using LED luminous units, the normal operating brightness is 20cd to 60cd, increasing to 60cd to 120cd in rain, fog, or low visibility conditions. When using energy-storing self-luminous materials, the initial afterglow brightness is not less than 30mcd / m², and the continuous luminous time is not less than 6 hours. The low-position continuous contour light ridge 1 provides a low-position, continuous, and stable boundary reference in the bridge area, preventing insufficient road boundary recognition for drivers approaching tunnels.

[0024] The pre-identification composite gantry 2 is positioned 10-12 seconds away from the control section at the tunnel entrance. The preferred clearance height of the pre-identification composite gantry 2 is 6-8 meters, and its lateral width is determined based on the number of lanes, covering all driving lanes. The pre-identification composite gantry 2 is equipped with a variable information board 201, a vehicle-road cooperative multi-source sensing terminal 18, and a power supply and communication module. The variable information board 201 has a preferred display area width of 0.8-1.5 meters, a preferred length of 3-6 meters, a character height of 0.30-0.35 meters, and an adjustable display brightness of 1000 cd / m² to 8000 cd / m². Under normal operating conditions, it displays prompts such as "Tunnel ahead, please turn on your lights"; under rain / fog conditions, it displays "Rain / fog weather, slow down"; and under accident or congestion conditions, it displays prompts such as "Accident ahead, keep a safe distance" and "Please proceed according to the indicated lane".

[0025] The gradient rhythmic wing beacon 3 is continuously installed along both sides of the road from behind the pre-identification composite gantry 2 until it reaches the vicinity of the control section at the tunnel entrance. The gradient rhythmic wing beacon 3 includes, from top to bottom, a luminous outline frame 302, a flexible column 303, and an energy-absorbing base 304. The luminous outline frame 302 has a reflective wing surface 301. The reflective wing surface 301 is made of alternating yellow and black reflective material, is single-sided, and faces the oncoming traffic direction, with a width of 20cm to 25cm. The luminous outline frame 302 uses anti-glare LEDs. The flexible column 303 has an energy-absorbing base 304 at its bottom, preferably with a diameter of 25cm to 40cm and a height of 10cm to 20cm. The initial height of the gradient rhythmic wing beacon 3 is 0.8m to 1.2m, with a maximum height of 3.5m to 4.0m near the tunnel entrance. The initial spacing of the gradually changing rhythmic winglets 3 is 15m to 20m, with a minimum spacing of 3m at the end. Along the direction of travel, the gradually changing rhythmic winglets 3 are deployed from low to high and from sparse to dense, creating an inducing effect of increased visual rhythm. The formulas for calculating the spacing and height of the gradually changing rhythmic winglets 3 are as follows: Equation (1) Equation (2) Equation (3) In the formula, V represents the total length of the wingtip deployment (m); V represents the design speed (km / h); t represents the travel time, which ranges from 10s to 12s; N represents the total number of wingtip units. The initial spacing of the wingtip (m) is taken as 15m~20m; Let be the distance (m) between the i-th wingtip and the (i+1)-th wingtip; i is the number of the i-th distance.

[0026] Equation (4) Equation (5) In the formula, The height of the j-th wingtip (m); The initial wingtip height (m) is taken as 0.8m to 1.2m; The peak height (m) of the kth cycle; The maximum height of the wingtip (m) is taken as 3.5m to 4m.

[0027] The bridge deck risk perception protrusion unit 4 starts 10-12 seconds from the control section at the tunnel entrance, and is installed along the lane edge, lane divider, or road edge boundary, extending to approximately 3 seconds after entering the tunnel. The preferred size of a single bridge deck risk perception protrusion unit 4 is 10cm × 10cm, with a protrusion height of 1.5cm-2.5cm from the road surface. The spacing between two adjacent bridge deck risk perception protrusion units 4 is 10m-12m. Internally, it integrates a road surface temperature sensor, a wet / slippery or icing risk sensor, a self-limiting heating module, and a yellow / red dual-color light-emitting module. Under normal operating conditions, it outputs a low-brightness yellow induction signal with a brightness of 30cd-80cd; under low visibility, wet / slippery, or icing risk conditions, it outputs a high-brightness yellow warning signal with a brightness of 80cd-150cd; and under accident or abnormal parking conditions, it outputs a red flashing signal with a flashing frequency of 2Hz-4Hz. When the bridge deck risk sensing protrusion unit 4 detects that the road surface temperature is below 3℃ and the road surface humidity exceeds a set threshold, the system determines that there is a risk of icing and activates a bright yellow warning. When the road surface temperature is below 0℃ and the slippery condition lasts for more than 30 seconds, the self-limiting heating module is activated to maintain the surface temperature of the protrusion unit within the range of 5℃ to 15℃. The bridge deck risk sensing protrusion unit 4 can provide continuous risk warnings at locations prone to icing and water accumulation in bridge-tunnel junction sections. The bridge deck risk sensing protrusion unit 4 is also equipped with a solar power panel and an energy storage module to provide auxiliary power for temperature sensing, self-limiting heating, and luminous warning functions.

[0028] The incremental visual illusion deceleration markings 5 ​​are installed within the visual deceleration enhancement range before the tunnel entrance, preferably starting 7-8 seconds from the control section at the tunnel entrance and extending to the control section at the tunnel entrance. The initial width of the incremental visual illusion deceleration markings 5 ​​is 20cm, gradually increasing to 30cm near the tunnel entrance; the spacing between adjacent incremental visual illusion deceleration markings 5 ​​is 5m-7m; the retroreflective luminance coefficient of the markings is not less than 150mcd / (m²·lx), and preferably not less than 250mcd / (m²·lx) under rainy night conditions. By increasing the width of the incremental visual illusion deceleration markings 5, the driver is created with the visual illusion that the speed is amplified, prompting them to actively reduce their speed before the tunnel entrance.

[0029] The buffer collision avoidance unit 6 is installed from a distance of 2-3 seconds from the control section at the tunnel entrance to the right shoulder near the entrance or at a location where the consequences of an accident would be more severe. The buffer collision avoidance unit 6 is preferably made of a high-energy-absorbing elastic material, with a diameter of 58 cm, a height of 0.8 m, and a unit spacing of 10 m-12 m. Its outer surface is covered with a yellow and black alternating reflective film, with a retroreflective brightness coefficient of not less than 180 mcd / (m²·lx). The buffer collision avoidance unit 6 is used to reduce the consequences of a collision when a vehicle deviates from its lane or approaches the sidewall of the tunnel entrance.

[0030] A flared portal structure 7 is installed at the tunnel entrance, with its outer edge adopting an outward flare transition form. The outward flare angle is preferably 5° to 12°, balancing the structural safety of the portal and the visual transition effect. A circular outline marker 8 is installed along the outer facade of the flared portal structure 7, with a width preferably 0.4m to 0.8m, using a high-brightness retroreflective film in alternating yellow and black stripes. A gradient light curtain 9 is installed on the inner top of the flared portal structure 7, forming a soft outline light under normal weather conditions, with a lamp output brightness of 100cd to 250cd; under low visibility conditions, this is increased to 250cd to 500cd, and a virtual guide light strip aligned with the lane lines is projected outwards, with a projection distance ≥290m; under strong sunlight conditions, the brightness of the portal entrance is increased, ensuring that the brightness transition gradient at the portal does not exceed 40% of the brightness difference between adjacent areas.

[0031] Lane-level dynamic following light strip 10 is set along the top of the tunnel or the two edges of the starry sky visual module 11. The light strip width is 5cm, the brightness is adjustable from 0cd to 500cd, the length of a single control segment is 2m to 5m, the segment lighting position error is no greater than ±0.5m, and the control response time is no greater than 0.5s. When a vehicle enters the corresponding control section, 1-2 control segments in front of the vehicle are lit in advance, and after the vehicle passes, one control segment is delayed for 3s to 5s and then turned off to form "accompanying" lane guidance. When the traffic density is below 15pcu / km, a single-vehicle following lighting mode is used; when the traffic density is between 15pcu / km and 25pcu / km, a continuous platoon lighting mode is used; when the traffic density is above 25pcu / km, a continuous low-brightness guidance mode is entered. The calculation formula for the accompanying lighting of the lane-level dynamic following light strip is as follows: Equation (6) Equation (7) Equation (8) In the formula, Represents the real-time traffic density of a single lane; This represents the critical threshold for traffic density, ranging from 15 to 25 pcu / km, such as 20 pcu / km. Represents the real-time location coordinates of the vehicle; Represents the vehicle's real-time speed; Represents the safe visibility distance of a vehicle; Representing the The starting coordinates of the light band segment; Representing the Segment light strip switch status; The driver's safe reaction time is taken as 2.5s, with judgment time of 1.5s and running time of 1.0s, referring to JTGD20—2017; The acceleration due to gravity is taken as 9.8 m / s². The coefficient of adhesion is 0.6 to 0.8 for dry roads and 0.4 to 0.6 for wet roads. Represents the longitudinal slope of a road, with uphill slopes being positive and downhill slopes being negative; This represents a safety margin distance, typically 5m to 10m.

[0032] The starry sky ceiling vision module 11 is installed directly above the lane at the top of the tunnel, with a width consistent with the width of the corresponding lane. The diameter of a single light-emitting point in the starry sky ceiling vision module 11 is preferably 5cm to 15cm, with a spacing of 0.5m to 1.5m between adjacent light-emitting points. The brightness under normal operating conditions is 5cd to 20cd, which can be increased to 20cd to 50cd under low visibility or accident conditions. The starry sky ceiling vision module 11 is not used as a primary lighting facility, but rather as an auxiliary spatial reference to alleviate the feeling of spatial oppression and visual monotony inside the tunnel during the initial entry into the tunnel.

[0033] Gradient LED light-emitting components 12 are continuously installed along both sides of the tunnel, with each component having a width of 20cm to 25cm. During the first 10-12 seconds of travel after entering the tunnel, the distance between adjacent gradient LED light-emitting components 12 is 10m to 12m. The height of these components corresponds to the height change of the gradient rhythmic wing markers 3 outside the tunnel, reaching its maximum value at 3-4 seconds after entering the tunnel, preferably 6.5m to 7.0m. Subsequently, the height gradually decreases along the travel direction inside the tunnel, reaching a stable height of 2.0m to 2.5m at the 10-12 second mark after entering the tunnel. After 10-12 seconds of travel, the gradient LED light-emitting components 12 are arranged in a ring or semi-ring configuration, with a distance of 40m to 50m between adjacent components. The formula for calculating the height of the gradient LED light-emitting components 12 is as follows: Equation (9) Equation (10) In the formula, Let x be the xth LED gradient light-emitting component (m); The initial height (m) of the gradient LED lighting components at the tunnel entrance should be aligned with the height of the last wing marker outside the tunnel. The extreme value (m) of the height of the gradient LED light-emitting component at the travel distance of 3s to 4s after entering the tunnel is taken as 6.5m to 7.0m; The minimum height (m) for the gradient LED light-emitting component is set to 2.0m to 2.5m. Let be the peak height (m) of the qth descending cycle.

[0034] The energy-storing self-luminous guide sign 13 is located at the end of the gradient LED light-emitting component 12, with a single size of 20cm×20cm. The energy-storing self-luminous guide sign 13 absorbs light energy under normal lighting conditions and provides auxiliary outline guidance in power outages or low-light environments. The afterglow time is not less than 6 hours, and the afterglow brightness is not less than 20mcd / m² after 30 minutes.

[0035] In a preferred embodiment of the present invention, the gradual tactile reference device is established starting 5-6 seconds from the control section at the leading edge of the tunnel entrance, and reaches the extreme value of tactile induction intensity 2-3 seconds from the control section at the leading edge of the tunnel entrance. The gradual tactile audio deceleration groove 14 consists of several sets of transverse deceleration grooves, each set having a width of 0.5m-0.8m and a groove depth of 4mm-6mm. The spacing between each set of deceleration grooves gradually shortens along the driving direction, with the initial spacing preferably being 18m-25m, decreasing to 6m-8m near the tactile peak area.

[0036] The tactile induction intensity of the gradually changing tactile sound frequency deceleration groove 14 can be expressed as a relative intensity of 0 to 1. At a distance of 5 to 6 seconds from the control section at the tunnel entrance, the tactile induction intensity is 0.25 to 0.35; at a distance of 3 to 4 seconds from the control section at the tunnel entrance, the tactile induction intensity increases to 0.60 to 0.80; at a distance of 2 to 3 seconds from the control section at the tunnel entrance, it reaches 1.00; thereafter, it decays to 0. When the vehicle passes through the tactile peak zone, the perceptible vibration intensity inside the vehicle increases by approximately 30% to 50% compared to the initial zone, and the tire-road sound frequency feedback increases by approximately 3 dB(A) to 6 dB(A). However, a continuous strong vibration groove is not installed after entering the tunnel to avoid affecting lane keeping and driving comfort within the tunnel.

[0037] In a preferred embodiment of the present invention, the gradual auditory reference device is established starting from a distance of 7 to 8 seconds from the control section at the leading edge of the tunnel entrance. The gradual auditory reference device includes a plane wave directional broadcasting loudspeaker 15, a zoned plane wave directional broadcasting loudspeaker 16, and a tunnel entrance plane wave directional broadcasting loudspeaker 17. The three types of loudspeakers form an acoustic induction gradient along the driving direction, providing low-intensity warnings, medium-intensity deceleration reminders, and high-intensity short-term prompts.

[0038] The plane wave directional loudspeaker 15 is preferably installed on independent pillars or small crossarms on both sides of the road at a distance of 7s to 8s from the control section at the leading edge of the tunnel entrance. It can also be installed on the pre-identification composite gantry 2. Through directional sound beam control, it enables drivers to receive an effective acoustic prompt for the first time within the 7s to 8s travel range. The installation height of the plane wave directional loudspeaker 15 is preferably 4.0m to 6.0m, the horizontal pointing angle is 15° to 30°, the vertical depression angle is 5° to 10°, and the effective coverage distance is 80m to 120m. Under normal operating conditions, the sound pressure level at the driver's receiving position is 58dB(A) to 63dB(A); under rain, fog, low visibility, or traffic congestion conditions, the sound pressure level is 63dB(A) to 68dB(A); the duration of a single broadcast is 3s to 5s, and the broadcast interval is not less than 20s.

[0039] The zoned plane wave directional broadcast loudspeaker 16 is installed on pillars on both sides of the road, 5-6 seconds away from the control section at the tunnel entrance. The installation height is 2.5m-4.0m, the horizontal pointing angle is 20°-40°, the vertical tilt angle is 5°-15°, and the effective coverage distance is 60m-100m. Under normal deceleration warning conditions, the sound pressure level at the driver's receiving position is 65dB(A)-70dB(A), and the broadcast message is "Please slow down and maintain a safe distance." Under accident, abnormal parking, or traffic congestion conditions, the sound pressure level is 70dB(A)-73dB(A), and the broadcast message is "Traffic ahead is slowing down" or "Accident ahead, please keep to the left / right." Each broadcast lasts 2-4 seconds, and the broadcast interval is 10-20 seconds.

[0040] The directional plane wave loudspeaker 17 at the tunnel entrance is installed on the tunnel sidewall 3-5 seconds after entering the tunnel, at a height of 3.0m-5.0m, with a horizontal pointing angle of 15°-30° and a vertical tilt angle of 0°-10°, providing an effective coverage distance of 40m-80m. Under normal operating conditions, the sound pressure level at the driver's receiving position is 68dB(A)-72dB(A); under accident, congestion, or abnormal event conditions, the sound pressure level is 72dB(A)-75dB(A), with a maximum sound pressure level not exceeding 75dB(A). The directional plane wave loudspeaker 17 at the tunnel entrance is equipped with an environmental noise sensor. When the environmental noise increases, the broadcast sound pressure level can adaptively compensate by increasing the environmental noise value by 5dB(A)-10dB(A), but not exceeding the set maximum sound pressure level. The auditory induction intensity reaches its peak value 3-5 seconds after entering the tunnel and rapidly decays to 0 within a 5-6 second travel range after entering the tunnel.

[0041] The acoustic induction intensity of the gradual auditory reference device can also be expressed using a relative intensity of 0 to 1. At a distance of 7 to 8 seconds from the control section at the tunnel entrance, the auditory induction intensity is 0.25 to 0.35; at 5 to 6 seconds from the control section at the tunnel entrance, it increases to 0.55 to 0.70; at 3 to 5 seconds after entering the tunnel, it reaches 1.00; and then attenuates to 0 within 5 to 6 seconds after entering the tunnel. This allows auditory cues to be concentrated on warnings outside the tunnel, approaching the tunnel entrance, and the initial stage of tunnel entry, avoiding auditory fatigue caused by continuous voice cues deep inside the tunnel.

[0042] The vehicle-road cooperative multi-source sensing terminal 18 is preferably installed on the pre-identification composite gantry 2 at a height of 6m to 8m; the roadside communication unit 19 is installed on the tunnel sidewall at a height of 2.5m to 3.0m and a spacing of 1.0km to 1.2km. The vehicle-road cooperative multi-source sensing terminal 18 includes a traffic flow detection module, a visibility detection module, a tunnel interior and exterior brightness detection module, a road surface temperature and humidity detection module, a crosswind detection module, and an abnormal event identification module. The traffic flow detection data update frequency is not less than 100ms, the vehicle position detection error is not greater than ±1m, and the vehicle speed detection error is not greater than ±3km / h; the visibility detection range is 0m to 2000m; the brightness detection range is 0lx to 100000lx; the road surface temperature detection range is -20℃ to 60℃; and the crosswind detection range is 0m / s to 30m / s. The vehicle-road cooperative multi-source sensing terminal 18 and the roadside communication unit 19 are used to collect information on traffic flow density, average vehicle speed, headway, visibility, brightness difference between inside and outside the tunnel, road surface temperature, road surface wetness and slipperiness, crosswind conditions and abnormal events. Based on the collected information, they can also adjust the working status of the low-position continuous contour light ridge, the gradual rhythmic wing, the bridge surface risk perception protrusion unit, the tunnel entrance gradual light curtain, the lane-level dynamic following light strip, the broadcast speaker and the variable information board.

[0043] When visibility is below 200m, the system enters low visibility enhancement mode; when visibility is below 100m, the system enters severe low visibility warning mode. When the traffic density in a single lane exceeds 25 pcu / km or the average vehicle speed is below 60% of the design speed for more than 30 seconds, the system determines it to be a state of heavy or slow traffic. When a sudden drop in vehicle speed, abnormal parking, lane occupancy, or accident is detected, the system enters abnormal event warning mode. When the road surface temperature is below 3℃ and the slippery condition lasts for more than 30 seconds, the system enters icing risk warning mode.

[0044] Under normal operating conditions, the gradual visual reference system maintains a basic induction intensity, with the relative visual intensity controlled within the range of 0.25 to 0.60; the gradual auditory reference system provides only low-intensity warning prompts, with the sound pressure level controlled within the range of 58 dB(A) to 63 dB(A); and the gradual tactile reference system provides basic feedback only through structural deceleration grooves. Under these conditions, retroreflection, energy-storing self-illuminating, and low-power LED operation modes are preferentially adopted to reduce operational energy consumption.

[0045] In rain, fog, low visibility, or strong sunlight conditions, the brightness of the tunnel entrance gradient light curtain 9 increases to 250cd–500cd, the brightness of the luminous outline border of the gradient rhythmic wing mark 3 increases to 100cd–200cd, the brightness of the yellow warning light of the bridge surface risk perception protrusion unit 4 increases to 80cd–150cd, and the brightness of the lane-level dynamic following light strip 10 increases to 200cd–500cd. Simultaneously, the plane wave directional broadcast speaker 15 and the zoned plane wave directional broadcast speaker 16 enter enhanced broadcast mode, enabling drivers to receive both visual and auditory cues.

[0046] In slippery, icy, or crosswind conditions, the bridge deck risk perception protrusion unit 4 outputs a bright yellow warning signal and activates self-limiting heating as needed; the variable information board displays prompts such as "slippery road surface," "icing risk," or "crosswind warning"; the zoned plane wave directional broadcast speaker 16 broadcasts information on deceleration and maintaining a safe distance; the gradual tactile sound deceleration groove 14 forms the highest tactile feedback 2 to 3 seconds before the tunnel entrance, enabling the driver to complete the deceleration operation before entering the tunnel.

[0047] In the event of an accident, abnormal parking, or congestion, the bridge deck risk perception protrusion unit 4 outputs a red strobe signal with a strobe frequency of 2Hz to 4Hz; the gradient rhythmic wing mark 3 and the tunnel entrance gradient light curtain 9 switch to warning mode; the variable information board displays accident avoidance or lane adjustment information; the zoned plane wave directional broadcast speaker 16 and the tunnel entrance plane wave directional broadcast speaker 17 provide short-term high-intensity voice warnings; the lane-level dynamic following light strip 10 illuminates in segments according to the real-time position of the vehicle and the passable lane, guiding the vehicle to decelerate, maintain a safe distance, or travel in the designated lane.

[0048] This invention establishes three multi-sensory reference systems with different starting points, peak positions, and attenuation patterns during the vehicle's approach to, entry into, and adaptation to tunnel conditions. The gradual visual reference system starts earliest and lasts the longest, reaching its peak value 3-4 seconds after entering the tunnel before slowly decreasing. The gradual tactile reference system activates 5-6 seconds before the tunnel entrance, reaching its peak value 2-3 seconds before the entrance and then rapidly returning to zero. The gradual auditory reference system activates 7-8 seconds before the tunnel entrance, reaching its peak value 3-5 seconds after entering the tunnel before rapidly returning to zero. The staggered deployment and synergistic action of these three reference systems in time and space enhances the driver's ability to recognize tunnel entrances in advance, their deceleration response, and lane-keeping capabilities. It also reduces driving risks in bridge-tunnel junctions caused by sudden changes in light conditions, spatial variations, severe weather, and traffic disturbances.

[0049] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. A multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmic variation, characterized in that, Including a gradual visual reference device, a gradual tactile reference device, and a gradual auditory reference device; The gradual visual reference device is established from a distance of 10s to 12s from the control section at the front edge of the tunnel entrance, extends through the tunnel entrance into the tunnel, and the visual guidance intensity gradually increases along the driving direction. It reaches its extreme value 3s to 4s after entering the tunnel, and then slowly decreases along the driving direction inside the tunnel. After 10s to 12s after entering the tunnel, the visual guidance intensity remains unchanged. The gradual tactile reference device is established from a distance of 5s to 6s from the control section at the front edge of the tunnel entrance. The tactile induction intensity gradually increases along the driving direction, reaches an extreme value at a distance of 2s to 3s from the control section at the front edge of the tunnel entrance, and then rapidly decreases to 0. The gradual auditory reference device is established from a distance of 7 to 8 seconds from the control section at the front edge of the tunnel entrance. The auditory induction intensity gradually increases along the driving direction, reaches its extreme value 3 to 5 seconds after entering the tunnel, and then rapidly decreases to 0.

2. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmic variation as described in claim 1, characterized in that, The gradient visual reference device includes a low-position continuous contour light ridge (1), a pre-identification composite gantry (2), a gradient rhythmic wing (3), a bridge deck risk perception protrusion unit (4), a gradually increasing visual illusion deceleration marking (5), a buffer anti-collision unit (6), a flared portal structure (7), a ring contour mark (8), a portal gradient light curtain (9), a lane-level dynamic following light strip (10), a starry sky top visual module (11), a gradient LED light-emitting component (12), and an energy-storing self-illuminating guide mark (13). The low-position continuous contour light ridge (1) is continuously set along the inner side of the guardrails on both sides of the bridge until it reaches a distance of 10s to 12s from the control section at the front edge of the tunnel entrance; the pre-identification composite gantry (2) is set at a distance of 10s to 12s from the control section at the front edge of the tunnel entrance; the gradual rhythmic wing (3) is continuously set along both sides of the road starting from behind the pre-identification composite gantry (2) until it approaches the control section at the front edge of the tunnel entrance; the bridge deck risk perception protrusion unit (4) is laid out along the lane edge line, lane divider line or road edge boundary starting from a distance of 10s to 12s from the control section at the front edge of the tunnel entrance until it stops being set about 3s from entering the tunnel; the gradually increasing visual illusion deceleration marking (5) is set from a distance of 7s to 8s from the control section at the front edge of the tunnel entrance until it reaches the control section at the front edge of the tunnel entrance. The cross-section is controlled; the buffer anti-collision unit (6) is set along the right shoulder of the road at a distance of 2s to 3s from the front edge of the tunnel entrance control section; the flared tunnel portal structure (7) is set at the tunnel entrance and the outer edge of the portal adopts an outward flare transition type; the ring outline mark (8) is set around the facade of the flared tunnel portal structure (7); the tunnel entrance gradient light curtain (9) is set inside the flared tunnel portal structure (7); the starry sky top vision module (11) is set directly above the top lane of the tunnel and is the same width as the lane; the lane-level dynamic following light strip (10) is set along both sides of the starry sky top vision module (11); the gradient LED light-emitting component (12) is continuously set along both sides of the tunnel sidewalls; the energy storage self-luminous guide mark (13) is symmetrically arranged at the end of the gradient LED light-emitting component (12).

3. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmic variation as described in claim 2, characterized in that, The adjacent low-position continuous contour light ridges (1) are spaced 5 to 8 m apart, and low-position linear induction is formed by using retroreflective materials, energy-storing self-luminous materials or low-power LED light-emitting units to provide low-brightness, low-position basic visual contour cues in the bridge section. The pre-identification composite gantry (2) is equipped with a variable information board (201) and a vehicle-road cooperative multi-source sensing terminal (18) in the horizontal direction at the upper end, as well as a plane wave directional broadcast speaker (15) set on the columns at both ends, with a height of 6m to 8m; The bridge deck risk sensing protrusion unit (4) is 10cm×10cm in size, and the distance between two adjacent bridge deck risk sensing protrusion units (4) is 10m to 12m. It has built-in temperature sensing, wet or icy risk sensing, self-limiting heating and yellow and red dual-color light-emitting prompt functions. The bridge deck risk sensing protrusion unit (4) outputs a low-brightness yellow induction signal under normal working conditions, outputs a high-brightness penetrating yellow warning signal under low visibility, wet or icy risk conditions, and outputs a red strobe signal under accident or abnormal parking conditions. The bridge deck risk sensing protrusion unit (4) also includes a solar power panel and an energy storage module for providing auxiliary power for temperature sensing, self-limiting heating and light-emitting prompt functions. The width of the incremental optical illusion deceleration marking (5) gradually increases from 20cm to 30cm towards the entrance, and the spacing between adjacent incremental optical illusion deceleration markings (5) is 5m to 7m; the buffer anti-collision unit (6) is made of high energy-absorbing elastic anti-collision material and is set at a spacing of 10m to 12m; The gradient LED light-emitting component (12) is 20-25cm wide and is attached to the tunnel sidewall in a ring. During the 10-12s travel time inside the tunnel, the distance between adjacent gradient LED light-emitting components (12) is 10m-12m. The height is set to first meet the height change of the gradient rhythm wing outside the tunnel, and reaches the height extreme value at 3-4s after entering the tunnel. Then, the height along the driving direction inside the tunnel adopts the reverse sinusoidal undulation gradually decreasing model corresponding to the gradient rhythm wing outside the tunnel. After the 10-12s travel time inside the tunnel, the distance between two adjacent components is 40m-50m, and they are arranged in a ring. The energy storage self-luminous guide sign (13) is symmetrically set at the end of the gradient LED light-emitting component (12), with a specification of 20cm×20cm and a height of 3m-3.5m.

4. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmic variation as described in claim 2, characterized in that, The gradient rhythmic wing (3) includes a light-emitting outline frame (302), a flexible column (303), and an energy-absorbing base (304) arranged sequentially from top to bottom. The surface of the light-emitting outline frame (302) is provided with a reflective wing surface (301). The reflective wing surface (301) is provided with alternating yellow and black reflective material, is single-sided reflective with the reflective surface facing the oncoming vehicle direction, and has a width of 20cm to 25cm. The light-emitting outline frame (302) is an anti-glare LED. The gradient rhythmic wing (3) is set using a gradually decreasing spacing formula, the formula being: Equation (1) Equation (2) Equation (3) In the formula, V is the total length of the wingtip deployment; V is the design speed; t is the travel time, which ranges from 10s to 12s; N is the total number of wingtip; The initial spacing between the wingtip markers is set to 15m to 20m. Let be the distance between the i-th wingtip and the (i+1)-th wingtip; where i is the number of the i-th distance. The height of the gradually changing rhythmic wingtip (3) adopts a periodic sinusoidal undulation gradually increasing model, with a total number of N. Each P wingtip constitutes a height change cycle, and the total cycle is N. The period of the j-th wingtip is The position within the period is Except for the last cycle near the control section at the tunnel entrance, the wingtip height fluctuates in a sinusoidal pattern during the remaining cycles, with the peak height increasing sequentially along the vehicle's direction of travel. In the last cycle, the wingtip height monotonically increases along the vehicle's direction of travel, reaching its maximum near the control section at the tunnel entrance. The calculation formula is as follows: Equation (4) Equation (5) In the formula, The height of the j-th wingtip; The initial wingtip height is set to 0.8m to 1.2m. Let be the peak height of the k-th cycle; The maximum height of the wingtip is taken as 3.5m to 4m.

5. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmic variation as described in claim 2, characterized in that, The lane-level dynamic following light strip (10) is set along both sides of the starry sky top vision module (11), and the lighting calculation formula is as follows: Equation (6) Equation (7) Equation (8) In the formula, Represents the real-time traffic density of a single lane; This represents the critical threshold for traffic density, ranging from 15 to 25 pcu / km. Represents the real-time location coordinates of the vehicle; Represents the vehicle's real-time speed; Represents the safe visibility distance of a vehicle; Representing the The starting coordinates of the light band segment; Representing the Segment light strip switch status; This represents the driver's safe reaction time, taken as 2.5 seconds. It is the acceleration due to gravity; The coefficient of adhesion is 0.6 to 0.8 for dry roads and 0.4 to 0.6 for wet roads. Represents the longitudinal slope of a road, with uphill slopes being positive and downhill slopes being negative; This represents a safety margin distance, typically 5m to 10m.

6. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmic variation as described in claim 3, is characterized in that, The height of the gradient LED light-emitting components (12) first follows the height change of the gradient rhythmic wing outside the tunnel. After reaching the extreme value, they are deployed using a reverse sinusoidal undulation decreasing model corresponding to the gradient rhythmic wing outside the tunnel. The total number of gradient LED light-emitting components (12) is M within the 10s to 12s travel time inside the tunnel. The m-th gradient LED light-emitting component (12) reaches the extreme height. Each P gradient LED light-emitting components (12) constitutes a height change cycle. The cycle after the extreme value is... The period of the xth gradient LED light-emitting component is The position within the period is .

7. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmicity as described in claim 6, characterized in that, Each P gradient LED light-emitting components (12) constitutes a height change cycle. After the extreme value, the peak height of each cycle decreases sequentially along the driving direction. In the last cycle, the height of the gradient LED light-emitting components (12) decreases monotonically along the driving direction to a stable height, so that the driver's visual reference height smoothly transitions from the enhanced state in front of the tunnel entrance to the stable state inside the tunnel. The calculation formula is as follows: Equation (9) Equation (10) In the formula, For the xth gradient LED light-emitting component; The initial height of the gradient LED lighting components at the tunnel entrance should be aligned with the height of the last wing marker outside the tunnel. The extreme value of the height of the gradient LED light-emitting component at the 3s to 4s travel distance after entering the tunnel is taken as 6.5m to 7.0m; The minimum height for gradient LED light-emitting components is 2.0m to 2.5m. Let be the peak height of the q-th descending cycle.

8. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmicity as described in claim 1, characterized in that, The gradual tactile reference device includes a gradual tactile sound frequency deceleration groove (14); the gradual tactile sound frequency deceleration groove (14) is laid out from a distance of 5s to 6s from the control section at the front edge of the tunnel entrance until a distance of 2s to 3s from the control section at the front edge of the tunnel entrance. It consists of multiple deceleration grooves forming a deceleration belt with a width of 0.5m to 0.8m and a groove depth of 4mm to 6mm. The spacing between the deceleration belts gradually decreases linearly along the driving direction. When the vehicle passes over it, it forms a tactile vibration and sound frequency feedback that increases from low frequency to mid frequency.

9. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmicity as described in claim 1, characterized in that, The gradual auditory reference device includes a plane wave directional broadcasting loudspeaker (15), a zoned plane wave directional broadcasting loudspeaker (16), and a hole-entrance plane wave directional broadcasting loudspeaker (17). The plane wave directional broadcasting loudspeaker (15) is installed on the pre-identification composite gantry (2), the partition plane wave directional broadcasting loudspeaker (16) is installed on the roadside pillars at a distance of 5s to 6s from the control section at the front edge of the tunnel entrance, and the tunnel entrance plane wave directional broadcasting loudspeaker (17) is installed on the tunnel sidewall at a distance of 3s to 5s after entering the tunnel.

10. The multi-sensory collaborative reference system optimization system for bridge-tunnel combined road sections based on gradual rhythmic variation as described in claim 3, characterized in that, The tunnel sidewall is equipped with roadside communication units (19) with a height of 2.5m to 3.0m and a spacing of 1.0km to 1.2km. The vehicle-road cooperative multi-source sensing terminal (18) and the roadside communication unit (19) are used to collect information on traffic flow density, average vehicle speed, headway, visibility, brightness difference between inside and outside the tunnel, road surface temperature, road surface wetness, crosswind conditions and abnormal events. Based on the collected information, the working status of the low-position continuous contour light ridge, the gradual rhythmic wing, the bridge risk perception protrusion unit, the tunnel entrance gradual light curtain, the lane-level dynamic following light strip, the broadcast speaker and the variable information board are adjusted in linkage.

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