Road lighting energy-saving control system
By designing a highway lighting energy-saving control system, the lighting demand generation and realization unit identification and control lighting demands are used, the problem of low energy saving rate of highway tunnel lighting is solved and efficient energy use is achieved.
Patent Information
- Application Number
- CN202420885151.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-04-25
- Publication Date
- 2025-05-13
- Estimated Expiration
- 2034-04-25
AI Technical Summary
The energy saving demand for highway tunnel lighting is urgent, the prior art energy saving control schemes have a small energy saving rate, and the impact on the lighting distance has not been fully considered.
A highway lighting energy-saving control system is designed, which includes a lighting requirement generation unit and a lighting requirement realization unit. By collecting section information, the lighting requirement is identified and a signal to control the increase in lighting is generated to ensure that a number of continuous lighting sections cover the safe driving distance of each point on the collection section.
It has achieved the maximum suppression of energy consumption while ensuring driving safety, and significantly improved the energy-saving indicators of highway tunnel lighting.
Smart Images
Figure CN222869095U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the field of highway lighting energy saving, and in particular relates to a highway lighting energy saving control system. Background Art
[0002] my country is a mountainous country with rugged roads, and there is a huge demand for energy-saving lighting. In the field of highways, tunnels are densely populated, and the cost of tunnel lighting is high. For example, there are many mountains and tunnels in Yunnan. Since the "highway connection between every county", the mileage of highways in the country has increased sharply, and the pressure on highway operations has gradually become prominent, among which the cost of tunnel lighting accounts for a large proportion. For sections with sparse traffic, long tunnel lighting is actually a waste of energy.
[0003] In recent years, most of the energy-saving control solutions proposed in the field of road lighting have the problem of low energy-saving rate. Some are still in the academic discussion stage and lack feasibility. In a previous unsatisfactory solution for street lamp energy saving, when a vehicle is detected approaching, the entire road is opened in advance. This solution ignores the impact of the lighting distance on the energy saving rate. Utility Model Content
[0004] The utility model is developed in view of the above problems, and aims to provide a highway lighting energy-saving control method, which can control as many lighting sections as possible to ensure driving safety and can minimize energy consumption.
[0005] A highway lighting energy-saving control system, the control system comprising: a lighting demand generation unit, the lighting demand generation unit can be connected to a collection device for collecting information on a collection section by information receiving; the lighting demand generation unit is used to receive the collection information collected by the collection device and identify the lighting demand and generate the lighting demand information according to the collection information; a lighting demand realization unit, the lighting demand realization unit has a port for receiving the lighting demand information generated based on the collection section; the lighting demand realization unit is used to generate a lighting control signal for controlling the lighting increase according to the lighting demand information received by the port; the lighting demand realization unit can be connected to a lighting section by signal transmission, and is used to send a lighting control signal to the lighting section. The control system configures a plurality of the lighting demand realization units corresponding to a collection section, and the plurality of lighting demand realization units can be connected to a plurality of continuous lighting sections one by one by signal transmission, so that the lighting of the plurality of continuous lighting sections covers the safe driving sight distance of each point on the collection section in the driving direction, and configures a lighting demand generation unit corresponding to the collection section by information receiving and connecting to the collection device for collecting information on the collection section.
[0006] A highway lighting energy-saving control system, the control system comprising: a lighting demand generation unit, the lighting demand generation unit can be connected to one or more collection devices for collecting information on a collection section by information receiving; the lighting demand generation unit is used to receive the collection information collected by the one or more collection devices and identify the lighting demand and generate lighting demand information based on the collection information; a lighting demand realization unit, the lighting demand realization unit is used to wirelessly receive the lighting demand information generated by the lighting demand generation unit and generate a lighting control signal for controlling the lighting increase based on the received lighting demand information; the lighting demand realization unit can be connected to a lighting section by signal transmission, and is used to send a lighting control signal to the lighting section. The control system configures a plurality of the lighting demand realization units corresponding to a collection section, and the plurality of lighting demand realization units can be connected to a plurality of consecutive lighting sections one by one by signal transmission, so that the lighting of the plurality of lighting sections is configured in a manner that the lighting of the plurality of lighting sections covers the safe driving sight distance of each point on the collection section in the driving direction, and a lighting demand generation unit is configured corresponding to the collection section, which can be connected to one or more collection devices for collecting information on the collection section by information receiving.
[0007] A highway lighting energy-saving control system, the control system comprising: one or more collection devices for collecting information on a collection section; a lighting demand realization unit for generating a lighting control signal for controlling lighting increase based on the collection information collected by the one or more collection devices on the collection section, the lighting demand realization unit being connected to a lighting section via signal transmission, the control system configuring a plurality of the lighting demand realization units corresponding to a collection section, the plurality of lighting demand realization units being connected one-to-one to a plurality of consecutive lighting sections via signal transmission, the plurality of lighting demand realization units being configured in a manner such that the lighting of the plurality of lighting sections covers the safe driving sight distance in the driving direction for each point on the collection section.
[0008] The safe driving sight distance is the sum of the illuminated parking sight distance and the minimum obstacle support length at the farthest point of the illuminated parking sight distance, wherein the illuminated parking sight distance is the shortest driving distance required for the vehicle to brake and stop when traveling at the highest set speed on the road section, and the minimum obstacle support length is the minimum road brightness distance behind a square road obstacle with a size equal to the minimum design height of the vehicle chassis to ensure the ability to recognize the obstacle.
[0009] The safe driving sight distance is the distance from the intersection of the extended line of the line connecting the second point and the upper right point of the square and the extended line of the first line segment to the first point, when a first line segment with a length of the illuminated parking sight distance is drawn from the first point to the second point, a second line segment with a length of the motor vehicle driver's sight height is drawn from the first point to the third point perpendicularly upward to the first line segment, and a square with a side length of the minimum design height of the vehicle chassis is drawn with the second point as the lower left point and the extension line of the first line segment as the base.
[0010] The driving direction can be a bidirectional road. Preferably, when the above system is applied to highway tunnel lighting, the safe driving sight distance is 300m to 310m, preferably 310m.
[0011] According to the utility model, enough lighting sections can be controlled to ensure driving safety and to suppress energy consumption to the maximum extent. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Figure 1 The utility model is a schematic diagram showing the structure of the highway lighting energy-saving control system.
[0013] Figure 2 It is a structural schematic diagram showing another highway lighting energy-saving control system of the utility model.
[0014] Figure 3A , 3B This is a diagram to illustrate the principle of safe driving sight distance. Figure 3C This is a measured curve chart showing an exponential relationship between lighting distance and energy saving rate.
[0015] Figure 4 It is a structural schematic diagram showing a specific embodiment of the highway lighting energy-saving control system provided by the utility model.
[0016] Figure 5 The schematic diagram of the structure of the control system and the signal flow is illustrated by taking the first and second control units AI2 and CTL4 as examples.
[0017] Figure 6 is a schematic diagram that simplifies the connection between the first and second control units. DETAILED DESCRIPTION
[0018] In order to further clarify the purpose, technical solution and advantages of the utility model, examples of the utility model will be described in detail with reference to the accompanying drawings. Obviously, the examples described are only part of the embodiments of the utility model, not all of the embodiments of the utility model, and it should be understood that the utility model is not limited by the examples described herein. Based on the embodiments described in this disclosure, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the utility model.
[0019] like Figure 1 As shown, the first cameras C1 and C2 perform image acquisition on a preset acquisition section on the highway, and output the acquired image data to the lighting demand generation unit 50. The image data acquired by the first cameras C1 and C2 is image information that can capture the trigger state or change used to judge the lighting demand. Therefore, the image acquisition of the first cameras C1 and C2 can be performed on the relevant parts of the highway acquisition section according to actual needs, and is not limited to the acquisition of the complete image of the road section, nor is it limited to the image acquisition of the road itself. It can be other image information outside the road that can be used to judge the lighting demand, such as collecting the roadside trees illuminated by the lights of the vehicles about to enter.
[0020] Although the optical information is collected by the camera in this example, the utility model is not limited to this, and other types of information such as sound and pressure that can be used to judge lighting needs can also be collected, such as vehicle sound, geological disaster sound, vehicle pressure on the ground, fire thermodynamic information, fog climate humidity information, and for example, demand signals actively sent by lighting demand targets can also be received. The information collection of a collection section by the corresponding collection equipment can be implemented based on the correlation with the collection section or based on settings.
[0021] The lighting demand generation unit 50 performs lighting demand recognition based on the received image data and generates lighting demand information. As an embodiment, if target recognition is performed on the image data to identify a traffic target with lighting demand, in this example, it is implemented by the visual computing unit RK, and it can be recognized whether there is a lighting demand target based on the image or continuous image (video), in which the demand target is, for example, a motor vehicle technician, and the event causing the lighting demand can also be used as the recognition target.
[0022] The visual computing unit RK can be constructed to perform recognition operations directly based on the collected image data. For example, after receiving multiple channels of collected data, data fusion processing is performed, and a recognition result is further calculated based on the fused data, and a recognition result that meets the lighting demand information requirements can be directly obtained, or lighting demand information can be further generated based on the recognition result. It can also be constructed to calculate the recognition results for multiple channels of collected data respectively. In this case, the recognition results obtained from each of the multiple channels of collected data can be further input into the first logic unit 510, and the first logic unit 510 performs a logical operation on the multiple recognition results to obtain the lighting demand information. As a specific embodiment, Figure 1 As shown, when the visual computing unit RK recognizes the required target, it outputs the first data 0x01, and when the required target is not recognized, it outputs the second data 0x00. The first data 0x01 and the second data 0x00 are input into the first logic unit 510 for OR operation to obtain the first data 0x01.
[0023] As an information and control implementation method for realizing logical operation, for example, in the above-mentioned embodiments, the lighting demand information and the energy-saving demand information are output in different data types that can meet the corresponding logical operation results, for example, the lighting demand information is the first type of data, and the energy-saving demand information is the second type of data. Wherein, as a preferred embodiment, the second type of data can be translated into 0 in binary, or logical "false", and the first type of data can be translated into 1 in binary, or logical "true", and the first logical operation and the second logical operation are both or operations or logical or operations, so as to ensure that the logical operation results of the first type of data and the second type of data meet the output requirements, that is, when any information received (identification output information or operation output information) is the first type of data, the first type of data is output, and when all information is the second type of data, the second type of data is output. As another optional embodiment, the first type of data and the second type of data are both four-bit long byte numbers, for example, the first type of data is 0001, and the second type of data is 0000. As another preferred embodiment, the first type of data in each step is the same data, and the second type of data in each step is also the same data.
[0024] The lighting demand information generated by the lighting demand generating unit 50 is sent to the lighting demand realizing unit 60, for example, via a data line or in a wireless communication manner. The lighting demand realizing unit 60 is used to generate a lighting control signal for controlling the lighting increase according to the received lighting demand information. When the lighting demand information itself is embodied as a current or voltage signal for controlling the lighting increase, the lighting demand realizing unit 60 can only perform signal relay, such as Figure 2 The structure shown is a variation of this structure. In this case, the lighting demand realization unit 60 may include functions from demand identification to control signal generation, or may be the core function shown by the dotted line.
[0025] The received lighting demand information may be information of the type such as the first data and the second data mentioned above, or may be more complex semantic information. When mathematical calculations do not need to be performed on the semantic information, for example, when lighting demand information from a road section is received, the semantic information may be directly translated into a control signal.
[0026] The lighting demand realization unit 60 may also receive lighting demand information from multiple collected sections. In this case, the lighting demand realization unit 60 may first perform logic calculations on the lighting demand information identified by the multiple sections by the second logic unit 520. Figure 1As shown, the operation result first data 0x01 of the first logic unit 510 is output to the second logic unit 520 of the lighting demand realization unit 600. The second logic unit 520 receives the output results 0x01, 0x00, 0x01 and 0x00 of the multiple acquisition sections and performs an OR operation to obtain the first data 0x01, and the lighting control unit 530 generates a lighting control signal according to the operation result 0x01 of the first data 0x01. Other optional methods for implementing the logic calculation can refer to the first logic calculation.
[0027] The lighting demand realization unit 60 can be connected to a corresponding lighting segment via signal transmission, and send the generated lighting control signal to the lighting segment to control the increase of the lighting of the lighting segment, for example, sending a level signal to a control switch or a control circuit. Figure 1 As shown, the lighting demand realization unit 60 corresponds to the lighting section composed of lighting L1...L20. Taking the highway tunnel as an example, an inherent lighting system is configured in the tunnel. The lighting system includes multiple section basic lights arranged along the driving direction, and one or more section enhancement lights arranged at the entrance of the tunnel. Each section may include multiple street lights arranged along the road, and may also include multiple or entire light strips arranged along the road, which are controlled and powered as a whole by a separate power distribution circuit. The energy-saving control provided in this embodiment is implemented to control the lighting in the tunnel such as the above-mentioned basic lights and enhancement lights. The increase control of the lighting includes turning on the lights, dimming the lights and / or increasing the number of lights. Therefore, on this basis, a flexible energy-saving control design for highway lighting can be achieved.
[0028] The inventor further improved the control lighting scheme based on the safe driving sight distance, and configured multiple lighting demand realization units for a collection section, and the multiple lighting demand realization units can be connected to multiple continuous lighting sections one by one through signal transmission. The multiple lighting demand realization units and the collection section meet the following conditions: the lighting of the multiple continuous lighting sections covers the safe driving sight distance of each point on the collection section in the driving direction.
[0029] Taking highway tunnel lighting as an example, the most demanding design conditions in JTG / T D70 / 2-01 (2014) "Highway Tunnel Lighting Design Specifications" are selected: tunnel design speed 120km / h, tunnel longitudinal slope -4%. At this time, the lighting parking sight distance in Table 4.2.3 of the specifications is 260m.
[0030] like Figure 3A, it is known that the illuminated parking sight distance is 260m. According to the same standard recommendation, the driver's sight height is 1.5m, and there is a 0.2m cubic obstacle in front. In order to ensure the motor vehicle driver's ability to recognize obstacles on the road, there should be a bright road surface with a minimum contrast length behind the obstacle. The illuminated parking sight distance plus the minimum contrast length is called the safe driving sight distance. When calculating the minimum contrast length, the minimum design height of the vehicle chassis is used as the size of the obstacle. In this utility model, the obstacle size of 0.2m×0.2m×0.2m and the reflection coefficient of 0.2 are used according to the recommended value.
[0031] By calculating the trigonometric relationship, such as Figure 3B As shown, the minimum foil length is about 40m, and the total safe driving sight distance is about 300m. Specifically, draw a line segment BD from point B to point D with a length of the illuminated parking sight distance, draw a line segment BA from point B to point A perpendicular to line segment BD with a length of the motor vehicle driver's sight height, draw a square with a side length of the minimum design height of the vehicle chassis with point D as the lower left point and the extension line of line segment BD as the bottom edge (only half of the square DEF is shown in the figure), and the distance from the intersection C of the extension line FC of the line connecting point A and the upper right point F of the square and the extension line DC of line segment BD to point B is the safe driving sight distance.
[0032] The selection of safe driving sight distance under different tunnel design speeds is further explained. Table 2 is the illuminated parking sight distance under different tunnel design speeds given in JTG / T D70 / 2-01 (2014).
[0033] Table 1: Unit: m
[0034]
[0035] The illumination parking sight distance is taken as -4% of the longitudinal slope. Figure 3B The safe driving sight distance is calculated based on the triangular relationship as shown in Table 3.
[0036] Table 2:
[0037] <![CDATA[Design speed V t / (km / h)]]> Safe driving sight distance / m 120 300 100 207 80 129 60 72
[0038] The lighting distance of 300m is the safe driving sight distance when the tunnel design speed is 120km / h and the tunnel longitudinal slope is -4%. Based on this, when applied to the example of highway tunnel lighting, the safe driving sight distance can be 300m to 310m. To ensure the driver's reaction time, 310m is more preferred.
[0039] The utility model is not limited to the application in highway tunnel lighting. For general highway conditions, the safe driving sight distance is similarly set according to the actual road section. In the case of two-way roads with separate lights, the safe driving sight distance in the driving direction can be the safe driving sight distance in both directions of the road according to different recognition methods.
[0040] Based on this, enough lighting sections can be controlled to ensure driving safety and minimize energy consumption. The inventors used a highway tunnel as an example to verify the effect of lighting distance on energy saving rate.
[0041] Actual test example
[0042] Table 1 shows the influence of the lighting distance on the energy saving rate measured by the inventor in Huashan Tunnel of Kunqiao Expressway in Yunnan Province. Among them, the frame number is the acquisition unit of the camera used to identify the vehicle, and the energy saving rate is the calculation result of assuming that the lighting device is turned on and off in response to each frame acquisition result. Huashan Tunnel is 3.7 kilometers long in total.
[0043] From the data in Table 1, we can see that when the lighting distance is 300 meters, the energy saving rate is 64.62%. If the lighting of the entire tunnel is turned on when a vehicle arrives, the energy saving rate is only 3.05%. Figure 3C The exponential relationship is shown.
[0044] Table 3:
[0045]
[0046] It can be seen that according to the solution of the utility model, a significant effect can be achieved in improving the energy-saving index of highway tunnels.
[0047] On this basis, it is possible to further implement the control of reducing the lighting after increasing the lighting, for example, setting the lighting to be automatically reduced after a certain period of time after increasing the lighting, or using the control mechanism of this system to generate a lighting control signal for controlling the lighting to be reduced when the opposite demand is identified. The lighting reduction control includes turning off the lighting, dimming the lighting, and / or reducing the amount of lighting. Combined with the lighting reduction control, the energy-saving control of high-efficiency street lamps is achieved as a whole.
[0048] like Figure 4 As shown, a specific control system example of the utility model applied in the energy-saving control of highway tunnel lighting is provided.
[0049] The energy-saving control system 600 provided in this embodiment is arranged in a highway tunnel 601. Only the left side of the tunnel is shown in the figure to illustrate the functional structure of this embodiment. There are multiple inherent lighting sections ZM1 to ZM2 in the highway tunnel 601. nThe inherent lighting section is completed during the construction of the tunnel, for example, according to engineering standards, to provide various necessary forms of lighting for different sections in the tunnel. The figure only shows the lighting sections ZM1 to ZM6 on the left side of the tunnel, where lighting sections ZM1 and ZM3 are enhanced lighting for the tunnel entrance, and ZM2, ZM4, ZM5, and ZM6 are basic lighting. Lighting sections ZM1, ZM3 and ZM2, ZM4, ZM5, and ZM6 are arranged in parallel and provide continuous lighting. Each section contains one or more street lamps, and each section controls the power supply of the street lamps under its jurisdiction through a power distribution circuit.
[0050] Set up multiple collection sections S1~S from the entrance to the exit of the tunnel n , multiple collection sections are set up continuously, and preferably overlap each other. FIG3 shows only the collection sections S1 to S6 on the entrance side. As a specific setting, the figure shows an embodiment of setting the collection section S1 for a section of the road before the tunnel.
[0051] In this embodiment, two cameras CW1, CL1~CW are respectively used for each collection section. n ,CL n Image acquisition is performed, and only 6 groups of cameras CW1, CL1~CW6, CL6 are shown in the figure. In this embodiment, the two cameras of each group are configured at the same position. In order to ensure the recognition speed, this embodiment preferably uses an array camera. When the camera is used to acquire tunnel images, the acquisition section is especially equivalent to the shooting area or shooting field of view of the camera. When multiple cameras are used, the multiple acquisition sections are continuous, especially the overall shooting fields of view of each group constructed by multiple cameras are continuous from beginning to end. In order to ensure more reliable image acquisition, it is preferred that the overall shooting fields of view of each group overlap from beginning to end. Although each acquisition section in this embodiment is acquired by two cameras, it is not limited to this. Three or more cameras can also be used to acquire one acquisition section. In order to obtain effective information for lighting energy-saving judgment, the camera is ideally configured to cover all possible locations of lighting demand targets in the acquired section.
[0052] As a specific configuration, cameras CW1, CL1 face the outside of the tunnel, and cameras CW2, CL2, CW3, CL3, CW4, CL4, CW5, CW5, CW6, CW6 face the inside of the tunnel. In this diagram, cameras CW1, CL1 and CW2, CL2 are arranged back to back. As another specific example, multiple groups of cameras are configured corresponding to surveillance cameras CA1 to CA2 inherent in the highway. n-1Nearby, in order to apply the power of the surveillance camera, but the cameras CW1, CL1 and CW2, CL2 correspond to the first surveillance camera CA1. Since the surveillance camera is not used for real-time control, its configuration position may not meet the accuracy requirements of image acquisition. For this reason, this embodiment uses a wide-angle camera (CW1 to CW5 in the figure) and a telephoto camera (CL1 to CL5 in the figure) to cooperate in image acquisition, thereby improving the high reliability of image acquisition.
[0053] A first control unit AI1~AI is configured corresponding to each camera group n 3 shows only the first control units AI1 to AI6. n They include visual computing units RK1~RK n (Only RK1 to RK6 are shown in the figure) and the first logic operation unit FLC1 to FLC n (Only FLC1 to FLC6 are shown in the figure).
[0054] A second control unit CTL1 to CTL2 is configured corresponding to each lighting section. n 3 only shows the second control units CTL1 to CTL6, each of which is n The second logic operation units SLC1 to SLC n (Only SLC1 to SLC6 are shown in the figure) and energy-saving control switches SW1 to SW n (Only SW1 to SW6 are shown in the figure), energy-saving control switches SW1 to SW n Used to illuminate the lighting zones ZM1 to ZM n The power supply circuit is closed / opened to increase or decrease the lighting.
[0055] like Figure 5 As shown, the specific configuration and signal flow of the control system are described by taking the first and second control units AI2 and CTL4 as examples. Among them, the first control unit AI2 is connected to the second group of cameras CW2 and CL2, and the second control unit CTL4 is connected to the lighting section ZM4.
[0056] The second group of cameras CW2, CL2 respectively continuously collect images of the collection section S2 (section 1 of the tunnel entrance in Figure 3) at their respective collection frame rates fw, fl. CW2 is a wide-angle camera and CL2 is a telephoto camera. The second group of cameras CW2, CL2 are respectively connected to the ports Pa2, Pb2 of the visual computing unit RK2 by wires. The cameras CW2, CL2 respectively continuously transmit the collected image data to the visual computing unit RK2 at the collection frame rates fw, fl.
[0057] The visual computing unit RK2 synchronously receives each frame of image data from the cameras CW2 and CL2 and continuously performs multi-threaded visual computing at the internal recognition frequency. Each time the deep learning model is started, data from a port Pa2 or Pb2 is received. The visual computing unit RK2 performs target recognition on the image data through the learning model. When the recognition result meets the target classification, it outputs the first data signal representing the existence of lighting demand. When the recognition result does not meet the target classification, it outputs the second data signal representing the absence of lighting demand. The target should include but not be limited to conventional vehicles, motorcycles, pedestrians, etc. The recognition output of each camera image is continuously output from ports Pc2 and Pd2 at the recognition frequencies f′w and f′l, respectively.
[0058] The visual computing unit RK2 continuously receives each frame of image data from the cameras CW2 and CL2 and performs target recognition on the image data through the learning model. When the recognition result meets the target classification, it outputs a first data signal representing the existence of lighting demand. When the recognition result does not meet the target classification, it outputs a second data signal representing the absence of lighting demand. The targets should at least include conventional vehicles, motorcycles, pedestrians, etc. The recognition output of each camera image is continuously output from ports Pc2 and Pd2 at the recognition frequency f′w and f′l, respectively.
[0059] The model frequency and camera frame rate can be matched so that each frame of image is processed for recognition. For example, the learning model receives each frame of image data from camera CW2, CL2 and continuously performs multi-threaded visual calculations at the built-in recognition frequency. Each time the deep learning model is started, it receives data from a port Pa2 or Pb2. It is not limited to processing data from one or two ports with one model, and the group model can be arranged to be intelligently assigned to the port. For continuous images from a camera, regardless of the allocation based on the same model or the group model, the results will correspond to different cameras and output from the determined ports, so that different ports are used to fixedly output the recognition results of images from different cameras.
[0060] In order to save costs, this embodiment uses an RK3399Pro to complete the above functions. According to GB / T30147-2013 "Technical Requirements for Real-time Intelligent Analysis Equipment of Security Monitoring Video", the target recognition missed detection rate of RK3399Pro should be less than 5%. However, it is not necessary to limit the use of one RK chip. Two visual computing units can also be used to respectively identify the data of CW2 and CL2 of each camera, or a camera with an embedded artificial intelligence module can be used, as long as it can complete the above steps and meet the above national standards.
[0061] Ports Pc2 and Pd2 of the visual computing unit RK2 are connected to ports Pe2 and Pf2 of the first logic operation unit FLC2 via two signal lines, and the first data signal or the second data signal output from ports Pc2 and Pd2 is synchronously received by the first logic operation unit FLC2 through ports Pe2 and Pf2. The acquisition frequency of the logic operation unit should meet the data arrival frequency lower than that of ports Pe2 and Pf2. For example, according to the current technical status, the arrival frequency is approximately equal to the image frame frequency of 30fps, and the sampling frequency received by the first logic operation unit FLC2 is 2500000 / s.
[0062] The first logic operation unit FLC2 implements the first logic operation by a logic circuit, for example. The logic circuit performs a "true" or "false" logic OR operation on the type data input by Pc2 and Pd2 to complete the algorithm requirement of outputting the first type of data when the data of any port is the first type of data, and outputting the second type of data when all ports are the second type of data. Whenever new data is input to any input port, the logic circuit of the first logic operation unit FLC2 is triggered to perform a calculation action. Therefore, the frequency (operation frequency) of the first logic operation unit FLC2 calculating the "true" or "false" logic result is the lowest frequency among the data arrival frequencies of the two ports Pe2 and Pf2.
[0063] The first logic operation unit FLC2 is connected to the first wireless communication unit Z12. The logic operation result of the first logic operation unit FLC2 is calculated at the operation frequency f FLC The first wireless communication unit Z12 receives the logic operation result of the first logic operation unit FLC2 synchronously and further transmits it wirelessly to the preset lighting end. Figure 6 As shown, wireless transmission is performed to five second control units CTL1, CTL2, CTL3, CTL4, and CTL5. In this embodiment, the first logic operation unit and the first wireless communication unit are built into a FPGA chip.
[0064] The second control unit CTL4 presets four second wireless communication units Z2a4, Z2b4, Z2c4, and Z2d4, which are respectively used to continuously receive the logic operation results from the first control units AI1, AI2, AI3, and AI4, and the respective output ports Pg4, Ph4, Pi4, and Pj4 correspond to the arrival / analysis frequency fa of the logic operation result information received from the first control units AI1, AI2, AI3, and AI4. in 、fb in 、fc in 、fd in The received logic operation result information is synchronously input into the second logic operation unit SLC4.
[0065] In this embodiment, the second control unit CTL4 allocates the second wireless communication unit Z2b4 to perform wireless communication configuration with the first wireless communication unit Z12, and Zigbee wireless transparent transmission is adopted between the second wireless communication unit Z2b4 and the first wireless communication unit Z12. However, this is not restrictive. For example, in other embodiments, communication can also be performed through different wireless communication technologies such as ANT, Wi-Fi, NFC, MICS or Zigbee. In addition, the second control unit CTL4 allocates the second wireless communication units Z2a4, Z2c4, and Z2d4 to perform wireless communication configuration with the wireless communication units (omitted from the figure) of the first control units AI1, AI3, and AI4, respectively.
[0066] Second logic operation unit SLC 4分别 The four data signals from ports Pg4, Ph4, Pi4, and Pj4 are synchronously received respectively and the second logic operation is started at the lowest receiving frequency, and the switch control signal is continuously output at the operation frequency. When any data signal is the first data signal, the light-on control signal for closing the energy-saving control switch SW4 is output, and when all four data signals are the second data signal, the light-off control signal for opening the energy-saving control switch SW4 is output. In this embodiment, the connection and disconnection of the lighting circuit are controlled by closing and opening the energy-saving control switch, but the increase and decrease of the power of the lighting circuit can also be controlled by adjusting the impedance of the energy-saving control switch to brighten or dim the lighting.
[0067] In this embodiment, the principles of the first data signal and the second data signal are the same as those of the first type data and the second type data in embodiment 1. The logical operation can be applied to Figure 1 The OR operation of the first data and the second data of the corresponding embodiment is not described repeatedly.
[0068] Refer to Figure 4 , further illustrating the connection relationship between the first and second control units, Figure 4 The data in square brackets is the distance from the tunnel entrance (in meters).
[0069] The first and second control units specifically satisfy the connection relationship: the first control unit corresponding to a collection section is wirelessly connected to the second control units corresponding to a plurality of consecutive lighting sections whose lighting covers a minimum number of safe driving visibility at each point on the collection section in the driving direction; the first control units corresponding to all collection sections where there is any point where the safe driving visibility at the driving direction overlaps with the lighting of a lighting section are wirelessly connected to the second control units corresponding to the lighting section.
[0070] Two levels of logic operations are introduced. The first level of logic operations is responsible for analyzing and summarizing data from multiple cameras to determine the lighting needs of each area. The second level of logic operations comprehensively considers the lighting needs of multiple or entire road sections based on the output of the first level and optimizes the distribution of overall lighting output. This hierarchical processing method improves the accuracy of decision-making, especially under complex traffic and environmental conditions. This addresses the problem that previous single-layer logic systems may make incorrect lighting decisions due to reliance on simple sensor inputs when the environment changes rapidly or is complex, such as multi-lane traffic and interlaced pedestrian flows.
[0071] For example, as mentioned above, the first control unit AI2 is wirelessly connected to the second control units CTL1, CTL2, CTL3, CTL4, and CTL5 through the first wireless communication unit Z12, and the second control unit CTL4 is wirelessly connected to the first control units AI1, AI2, AI3, and AI4 through four second wireless communication units Z2a4, Z2b4, Z2c4, and Z2d4. The thick arrow SV in the figure represents the safe driving distance. Through the above connection method, the driving safety under the premise of "turn on the lights when the car comes and turn off the lights when the car leaves" can be guaranteed to the minimum extent.
[0072] Figure 6 It is a simplified schematic diagram showing the connection between the first and second control units, and shows the arrangement of all tunnel control units in simplified numbers (first control units AI1-AI9 and second control units CTL1-CTL9). As shown in the diagram, the first control unit and the second control unit have a cross-overlapping connection relationship, but it cannot guarantee that the control units are evenly distributed. This is because the actual installation position of the control unit depends on factors such as the power supply position and the lighting section setting. Therefore, the wireless communication connection configuration between the two layers of control units depends on the pre-setting based on the safe driving sight distance.
[0073] According to the above specific control system example, the present invention can be further expanded to include the following solutions.
[0074] (1) A highway lighting energy-saving control system, the control system comprising: a lighting demand generation unit, the lighting demand generation unit can be connected to a collection device for collecting information on a collection section by information receiving means; the lighting demand generation unit is used to receive the collection information collected by the collection device and identify the lighting demand and generate the lighting demand information based on the collection information; a lighting demand realization unit, the lighting demand realization unit has a port for receiving the lighting demand information generated based on the collection section; the lighting demand realization unit is used to generate a lighting control signal for controlling the increase or decrease of the lighting according to the lighting demand information received by the port; the lighting demand realization unit can be connected to a lighting section by signal sending means, and is used to send the lighting control signal to the lighting section; a plurality of the lighting demand realization units are configured for each collection section, and the plurality of lighting demand realization units can be connected to a plurality of consecutive lighting sections by signal sending means, so that the The multiple lighting demand realization units are configured in such a way that the lighting of multiple consecutive lighting sections covers the safe driving sight distance in the driving direction for each point on the collection section, and a lighting demand generation unit is configured corresponding to the collection section and can be connected to the collection device for collecting information on the collection section for information receiving; multiple lighting demand generation units are configured corresponding to a lighting section, and the multiple lighting demand generation units can be connected one by one to the multiple collection devices for respectively collecting information on the multiple consecutive collection sections for information receiving, so that the multiple consecutive collection sections constitute all the collection sections in which the safe sight distance in the driving direction of any point overlaps with the lighting of the one lighting section, and a lighting demand realization unit is configured and can be connected to the lighting section for signal sending, and the lighting demand realization unit has multiple ports for respectively receiving multiple lighting demand information generated based on the multiple collection sections.
[0075] (2) A highway lighting energy-saving control system, the control system comprising: a lighting demand generation unit, the lighting demand generation unit can be connected to one or more collection devices for collecting information on a collection section in an information receiving manner; the lighting demand generation unit is used to receive the collection information collected by the one or more collection devices and identify the lighting demand and generate the lighting demand information based on the collection information; a lighting demand realization unit, the lighting demand realization unit is used to wirelessly receive the lighting demand information generated by the lighting demand generation unit and generate a lighting control signal for controlling the increase or decrease of the lighting based on the received lighting demand information, the lighting demand realization unit can be connected to a lighting section in a signal sending manner, and is used to send the lighting control signal to the lighting section; a plurality of the lighting demand realization units are configured corresponding to a collection section, and the plurality of lighting demand realization units can be connected to a lighting section in a signal sending manner. The multiple lighting demand realization units are configured in a one-to-one correspondence to a plurality of continuous lighting sections so that the lighting of the multiple lighting sections covers the safe driving sight distance of each point on the collection section in the driving direction, and a lighting demand generation unit is configured corresponding to the collection section so that it can be connected to one or more collection devices for collecting information on the collection section in an information-receiving manner; multiple lighting demand generation units are configured corresponding to a lighting section, and the multiple lighting demand generation units can be connected to a plurality of or a plurality of groups of collection devices for respectively collecting information on the plurality of continuous collection sections in an information-receiving manner so that the plurality of continuous collection sections are all collection sections in which the safe sight distance of any point in the driving direction overlaps with the lighting of the one lighting section, and a lighting demand realization unit is configured so that it can be connected to the lighting section in a signal-sending manner.
[0076] (3) A highway lighting energy-saving control system, the control system comprising: one or more collection devices for collecting information on a collection section; a lighting demand realization unit for generating a lighting control signal for controlling the increase or decrease of lighting based on the collection information collected by the one or more collection devices on the collection section, the lighting demand realization unit being connected to a lighting section via signal transmission; a plurality of the lighting demand realization units are configured for each collection section, the plurality of lighting demand realization units being connected one-to-one to a plurality of consecutive lighting sections via signal transmission, so that the lighting of the plurality of lighting sections covers the safe driving sight distance of each point on the collection section in the driving direction; a plurality of or more groups of collection devices are configured for each lighting section, the plurality of or more groups of collection devices being configured to collect information on a plurality of consecutive collection sections respectively, so that the plurality of consecutive collection sections constitute all collection sections in which the safe sight distance of any point in the driving direction overlaps with the lighting of the one lighting section, and a lighting demand realization unit is configured to be connected to the lighting section via signal transmission.
Claims
1. A highway lighting energy-saving control system, characterized in that: The control system includes: A lighting demand generation unit, which can be connected to a collection device for collecting information on a collection section in an information receiving manner; the lighting demand generation unit is used to receive the collection information collected by the collection device and identify the lighting demand and generate lighting demand information based on the collection information; A lighting demand realization unit, the lighting demand realization unit having a port for receiving lighting demand information generated based on the collected road section; the lighting demand realization unit is used to generate a lighting control signal for controlling the lighting increase according to the lighting demand information received by the port; the lighting demand realization unit can be connected to a lighting section in a signal transmission manner, and is used to send a lighting control signal to the lighting section, The control system configures a plurality of the lighting demand realization units corresponding to a collection section, and the plurality of lighting demand realization units can be connected one-to-one to a plurality of continuous lighting sections by signal sending, so that the plurality of lighting demand realization units are configured in a manner that the lighting of the plurality of continuous lighting sections covers the safe driving sight distance of each point on the collection section in the driving direction, and a lighting demand generation unit is configured corresponding to the collection section and can be connected to a collection device that collects information for the collection section by information receiving.
2. A highway lighting energy-saving control system, characterized in that: The control system includes: A lighting demand generation unit, which can be connected to one or more collection devices for collecting information on a collection section in an information receiving manner; the lighting demand generation unit is used to receive the collection information collected by the one or more collection devices and identify the lighting demand and generate the lighting demand information according to the collection information; a lighting demand realization unit, the lighting demand realization unit is used to wirelessly receive the lighting demand information generated by the lighting demand generation unit and generate a lighting control signal for controlling the lighting increase according to the received lighting demand information; the lighting demand realization unit is connected to a lighting section in a signal transmission manner, and is used to send the lighting control signal to the lighting section, The control system configures a plurality of the lighting demand realization units corresponding to a collection section, and the plurality of lighting demand realization units can be connected one-to-one to a plurality of continuous lighting sections by signal sending, so that the plurality of lighting demand realization units are configured in a manner that the lighting of the plurality of lighting sections covers the safe driving sight distance of each point on the collection section in the driving direction, and a lighting demand generation unit is configured corresponding to the collection section and can be connected to one or more collection devices for collecting information on the collection section by information receiving.
3. A highway lighting energy-saving control system, characterized in that: The control system includes: One or more collection devices for collecting information on a collection section; A lighting demand realization unit generates a lighting control signal for controlling lighting increase based on the collected information collected by one or more collection devices on a collection road section, and the lighting demand realization unit can be connected to a lighting section via signal transmission, The control system configures a plurality of the lighting demand realization units corresponding to a collected road section. The plurality of lighting demand realization units can be connected one-to-one to a plurality of continuous lighting sections by signal sending, so that the plurality of lighting demand realization units are configured in a manner that the lighting of the plurality of lighting sections covers the safe driving sight distance in the driving direction for each point on the collected road section.
4. The control system according to any one of claims 1 to 3, wherein: The safe driving sight distance is the sum of the illuminated parking sight distance and the minimum obstacle support length at the farthest point of the illuminated parking sight distance, wherein the illuminated parking sight distance is the shortest driving distance required for the vehicle to brake and stop when traveling at the highest set speed on the road section, and the minimum obstacle support length is the minimum road brightness distance behind a square road obstacle with a size equal to the minimum design height of the vehicle chassis to ensure the ability to recognize the obstacle.
5. The control system according to any one of claims 1 to 3, wherein: The safe driving sight distance is the distance from the intersection of the extended line of the line connecting the second point and the upper right point of the square and the extended line of the first line segment to the first point, when a first line segment with a length of the illuminated parking sight distance is drawn from the first point to the second point, a second line segment with a length of the motor vehicle driver's sight height is drawn from the first point to the third point perpendicularly upward to the first line segment, and a square with a side length of the minimum design height of the vehicle chassis is drawn with the second point as the lower left point and the extension line of the first line segment as the base.
6. The control system according to any one of claims 1 to 3, wherein: The driving direction is a bidirectional road.
7. The control system according to any one of claims 1 to 5, wherein: The highway is a high-speed road. The highway lighting is highway tunnel lighting. The safe driving sight distance is 300m to 310m.
8. The control system of claim 7, wherein: The safe driving sight distance is 310m.