Tunnel energy-saving structure based on light-reducing mesh structure

Abstract

The utility model belongs to the field of tunnel light reduction and energy conservation, and particularly relates to a tunnel energy-saving structure based on a light reduction mesh structure, which comprises a left side wall and a right side wall which are opposite in position, and a shading plate is arranged between the top of the left side wall and the top of the right side wall. A plurality of independent meshes which are evenly arranged in the length direction of the light shielding plate and penetrate through the light shielding plate are formed in the light shielding plate, and chamfers are arranged at the upper ends of the meshes. According to the utility model, the problems of'zebra effect ', shading stroboflash and glare effect caused by a grid structure are solved, the illumination consumption of a tunnel is reduced, and the energy-saving effect is achieved while a safe driving environment is created.

Description

Technical Field

[0001] The utility model belongs to the field of tunnel light reduction and energy saving, and specifically relates to a tunnel energy-saving structure based on a light reduction mesh structure. Background Art

[0002] Due to the rapid change of light environment between the outside world and the tunnel entrance, black hole and white hole effects are very likely to occur, which interferes with the driver's visual adaptation and leads to accidents. At the same time, tunnels are semi-enclosed and have long single lengths, which require a long tunnel lighting time and waste too much electricity resources. Therefore, it is necessary to seek a new type of tunnel energy-saving structure to reduce the degree of glare and optimize the lighting environment to avoid the "zebra effect" and shading stroboscopic phenomenon, and achieve a gentle and gradual change of light. Summary of the invention

[0003] In view of the deficiencies in the prior art, the utility model provides an energy-saving tunnel structure based on a light-reducing mesh structure, which solves the problems of "zebra effect", shading strobe, glare effect and energy saving.

[0004] The utility model adopts the following technical solutions:

[0005] A tunnel energy-saving structure based on a light-reducing mesh structure comprises a left wall and a right wall which are relatively positioned, a sunshade is arranged between the tops of the left wall and the right wall, the sunshade is provided with a plurality of independent mesh holes which are evenly arranged along the length direction of the sunshade and penetrate the sunshade, and the upper ends of the mesh holes have chamfers.

[0006] The left wall, the sunshade and the right wall are vertically connected in sequence.

[0007] The cross section of the mesh is square.

[0008] The chamfer angle is 45°.

[0009] The spacing between adjacent meshes is 1.6m.

[0010] A transparent photovoltaic glass is provided at the upper end of the mesh, and the transparent photovoltaic glass is connected to the power supply system in the tunnel.

[0011] The utility model has the following beneficial effects:

[0012] (1) The sunshade and evenly distributed vertical mesh can slow down the dramatic changes in the light environment at the entrance and exit of the tunnel, improve the driver's visual adaptation, reduce the "black hole effect" caused by sudden changes in light, avoid the "zebra effect", shading flicker and glare effects caused by the grid structure, and provide a glare-free, flicker-free, full-spectrum light environment through the gentle gradual change of light, ensuring driving safety and meeting the driver's dark adaptation needs when entering the tunnel.

[0013] (2) Since the shading plate is provided with mesh holes, it can replace part of the original high-power tunnel lights and reduce the energy consumption of the entrance tunnel lights.

[0014] (3) The photovoltaic glass loaded in the mesh collects energy from infrared and ultraviolet rays to power the lighting system in the tunnel. The chamfer setting will increase the lighting efficiency and improve the energy absorbed by the photovoltaic glass. While creating a safe driving environment, it reduces the consumption of tunnel lighting and plays an energy-saving role. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the three-dimensional structure of the utility model;

[0016] Figure 2 for Figure 1 A schematic diagram of a top view structure;

[0017] Figure 3 for Figure 2 AA section structural diagram;

[0018] Figure 4 for Figure 3 Schematic diagram of the local enlarged structure at point B.

[0019] In the figure, 1. sunshade, 2. mesh, 3. photovoltaic glass, 4. left wall, 5. right wall. DETAILED DESCRIPTION

[0020] A tunnel energy-saving structure based on a light-reducing mesh structure comprises a left wall and a right wall which are relatively positioned, a sunshade is arranged between the tops of the left wall and the right wall, the sunshade is provided with a plurality of independent mesh holes which are evenly arranged along the length direction of the sunshade and penetrate the sunshade, and the upper ends of the mesh holes have chamfers.

[0021] The left wall, the sunshade and the right wall are vertically connected in sequence.

[0022] The cross section of the mesh is square.

[0023] The chamfer angle is 45°.

[0024] The spacing between adjacent meshes is 1.6m.

[0025] A transparent photovoltaic glass is provided at the upper end of the mesh, and the transparent photovoltaic glass is connected to the power supply system in the tunnel.

[0026] When applying specifically,

[0027] (i) The length of the left and right walls of the structure is calculated based on the visual recovery time required for the driver to enter the tunnel, the tunnel design speed and the length of the tunnel transition section, T in =0.0204(E out -Ein ) 0.6031 and

[0028] Where: T in is the visual recovery time required for the driver to enter the tunnel, s; E in and E out are the illumination inside and outside the tunnel, lux; V d is the tunnel design speed, km / h; D tr is the length of the tunnel transition section, m;

[0029] Taking the design speed of the highway tunnel as 80km / h, we get l1=85m.

[0030] (ii) Height of the left and right walls of the structure. The International Road Union stipulates that in order to ensure the safe driving of large trucks and other large vehicles, the clear height in ordinary two-way tunnels should be no less than 4.5 meters. In highways, the clear height should be more than 5.0 meters, taking h1=6m.

[0031] (III) The thickness and width of the mesh in the structure are determined according to the scattering and reflection conditions of the actual environment of the tunnel entrance. The range of adjacent spacing lengths is determined by the range of discomfort caused by the stroboscopic effect to the driver during driving, and the range of stroboscopic discomfort during driving is determined by the prescribed range of driving speed. The relationship between the stroboscopic frequency in the tunnel, the driving speed of the driver and the mesh spacing of the tunnel is: f = v / l2;

[0032] Where f is the flash frequency in the tunnel, Hz; v is the driving speed of the driver, km / h.

[0033] The Regulations for the Implementation of the Road Traffic Safety Law stipulate that the maximum speed of a lane shall not exceed 120 kilometers per hour, and the minimum speed shall not be less than 60 kilometers per hour. Based on the speed regulations of expressways, the calculation shows that the spacing between adjacent meshes, l2, should be kept within the range of 1.78 to 8.24 meters. In order to allow more light to enter the tunnel energy-saving structure, l2 = 1.6 meters is taken, which meets the mesh safety spacing range under the stroboscopic effect.

[0034] The drastic change from high brightness at the entrance of the tunnel to low brightness at the basic section will cause discomfort to the driver. The brightness distribution of the road surface under the structure should meet the CIE adaptation curve, so as to meet the dark adaptation requirements of the human eye when entering the tunnel. The CIE curve can be drawn as follows: L tr =L th *(1.9+T) -1.4 ,L th =100%;

[0035] The formula Bringing this model into the transformation can get the equivalent calculation formula:

[0036]

[0037] When n is an even number, m=n / 2; when n is an odd number, m=(n+1) / 2.

[0038] The model was established through DIALux, and MATLAB was used to perform multivariate linear fitting on the mesh spacing l2, mesh thickness (i.e., the thickness of the shading plate) d1, and mesh width (i.e., the cross-sectional side length of the mesh) d2. The goodness of fit can reach 0.9496. Considering the avoidance of stroboscopic effect and the economy of actual construction, the best fitting effect was achieved when l2=1.6m, d1=1.2m, and d2=0.9m. The road illumination simulation curve with structure shielding was close to the CIE curve, which could meet the dark adaptation needs of drivers entering the tunnel. The UGR value was maintained below 5.24, which met the requirements of the Highway Tunnel Lighting Design Code.

Claims

1. A tunnel energy-saving structure based on a light-reducing mesh structure, comprising a left wall and a right wall opposite to each other, a sunshade is provided between the tops of the left wall and the right wall, characterized in that: The shading plate is provided with a plurality of independent mesh holes which are evenly arranged along the length direction of the shading plate and penetrate the shading plate, and the upper ends of the mesh holes are chamfered.

2. The tunnel energy-saving structure based on the light-reducing mesh structure according to claim 1 is characterized in that: The left wall, the sunshade and the right wall are vertically connected in sequence.

3. The tunnel energy-saving structure based on the light-reducing mesh structure according to claim 1 is characterized in that: The cross section of the mesh is square.

4. The tunnel energy-saving structure based on the light-reducing mesh structure according to claim 1 is characterized in that: The chamfer angle is 45°.

5. The tunnel energy-saving structure based on the light-reducing mesh structure according to claim 1 is characterized in that: The spacing between adjacent meshes is 1.6m, the side length of the cross section of the mesh is 0.9m, and the thickness of the sunshade is 1.2m.

6. The tunnel energy-saving structure based on the light-reducing mesh structure according to claim 1 is characterized in that: A transparent photovoltaic glass is provided at the upper end of the mesh, and the transparent photovoltaic glass is connected to the power supply system in the tunnel.

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