EP2373127A2 - Procédé et module de commande pour la commande d'une intensité d'éclairage dans un tunnel routier - Google Patents

Procédé et module de commande pour la commande d'une intensité d'éclairage dans un tunnel routier Download PDF

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Publication number
EP2373127A2
EP2373127A2 EP11156456A EP11156456A EP2373127A2 EP 2373127 A2 EP2373127 A2 EP 2373127A2 EP 11156456 A EP11156456 A EP 11156456A EP 11156456 A EP11156456 A EP 11156456A EP 2373127 A2 EP2373127 A2 EP 2373127A2
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EP
European Patent Office
Prior art keywords
traffic
tunnel
illuminance
road tunnel
road
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11156456A
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German (de)
English (en)
Other versions
EP2373127A3 (fr
Inventor
Stephan Pouh
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2373127A2 publication Critical patent/EP2373127A2/fr
Publication of EP2373127A3 publication Critical patent/EP2373127A3/fr
Withdrawn legal-status Critical Current

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    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
    • H05B47/00—Circuit arrangements for operating light sources in general, i.e. where the type of light source is not relevant
    • H05B47/10—Controlling the light source
    • H05B47/105—Controlling the light source in response to determined parameters
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
    • H05B47/00—Circuit arrangements for operating light sources in general, i.e. where the type of light source is not relevant
    • H05B47/10—Controlling the light source
    • H05B47/105—Controlling the light source in response to determined parameters
    • H05B47/115—Controlling the light source in response to determined parameters by determining the presence or movement of objects or living beings

Definitions

  • the present invention relates to a method for controlling an illuminance of an illumination system in a road tunnel as a function of variable input data. It also relates to a control module for this purpose.
  • the lighting inside longer road tunnels usually takes place both during the day and at night.
  • lighting is generally provided with a constant, minimum level of illumination, which serves to provide sufficient illumination of the roadway and safety-related facilities, such as emergency exits, emergency call facilities, hard shoulder strips and much more.
  • safety-related facilities such as emergency exits, emergency call facilities, hard shoulder strips and much more.
  • drivers of vehicles passing such a road tunnel enter daylight into the darker surroundings of the road tunnel, their eyes must also adjust to the potentially very high daylight illuminance to the new lighting conditions in the road tunnel. Since this so-called adaptation process can take a few minutes in the human eye, the interior lighting of the road tunnel cushions the transition between bright daylight and dark tunnel interior.
  • the number and power of illuminants of lighting systems in road tunnels is determined on the basis of maximum requirements resulting from these influencing factors.
  • the object of the invention is therefore to provide a way in which the illuminance can be more closely matched to the real requirements of a current operational situation of the tunnel while at the same time nevertheless ensuring that the safety level in the road tunnel does not drop.
  • the traffic characteristics thus used characterize or represent a momentary traffic situation in the tunnel area to a certain extent. It has proven to be crucial for the inventor to incorporate the speeds used in the road tunnel and the proportion of heavy goods traffic into the design of the illuminance. Therefore, it is according to the invention of the highest importance, speed characteristics to take into account, with additional traffic data such as traffic can also be used. The same applies to other non-variable and / or variable input data, in particular those which include a lighting and / or weather situation in the area of the portal of the road tunnel.
  • traffic characteristics are generally referred to such characteristics, from which directly or indirectly conclusions can be drawn on a traffic situation in the area of the road tunnel. They are preferably determined real, i. charged in direct temporal relationship with the implementation of the control method according to the invention. However, it is also possible to use traffic characteristics from empirical values, for example stored in a database, which are representative of the traffic situation at a particular point in time. Thus, for example, empirical data about a traffic situation can be used during typical rush hours, for example during rush hour or during the holiday travel time. The traffic characteristics may include both absolute measurements and averaging values generated by averaging methods.
  • distribution values can be used, such as values representing a percentage or absolute distribution of vehicles of certain vehicle classes and / or specific vehicle types and / or specific pollutant emission classes.
  • maximum and / or minimum values for specific parameters can also be selected and used, for example the information about a maximum speed traveled in the area of the road tunnel and / or a minimum speed. Accordingly, a difference between a maximum value and a minimum value in the sense of a ratio for the distribution bandwidth can be taken into account.
  • speed characteristic data encompasses a multiplicity of possible characteristic data which can be summarized by deriving from them directly or indirectly a speed situation in the area of the road tunnel. For example, these may be speed values, for example an average speed. However, such characteristic data can equally well be understood as speed characteristics, which can only be deduced by conversion or interpolation to vehicle speeds, for example Characteristics of the number of specific vehicle classes in total traffic. If, for example, the proportion of heavy goods traffic is particularly high, this can be taken as an indication that the average speed of all vehicles or top speeds of individual vehicles are significantly reduced.
  • the output of the thus generated control commands to the lighting system is preferably carried out to individual components, such as a power source of the lighting system or directly to the individual lighting fixtures of the lighting system. They are designed so that on their basis the light output of the lighting system is controllable.
  • the inventive method can be performed.
  • the invention also includes a lighting system with at least one power source and a number of lighting fixtures and with a control module according to the invention.
  • the output interface links the control module to the other components of the lighting system.
  • the power source is used to supply the lighting fixture with electric current, while the light output of the individual or grouped (ie also to the entirety) lighting fixture is controlled by the control module.
  • the interfaces of the control module and possibly other interfaces of the lighting system need not necessarily be designed as hardware components, but can also be implemented as software modules, for example, if the control module wholly or partially as a software component the lighting system is realized.
  • the interfaces can also consist of hardware and software components, such as a standard hardware interface, which is specially configured by software for the specific application.
  • interfaces can also be combined in a common interface, for example an input / output interface.
  • control module in the manner according to the invention, in particular the control command derivation unit, can be implemented completely or partially in the form of software modules on a processor.
  • the invention therefore also relates to a computer program product which can be loaded directly into a processor of a programmable control module and / or illumination system, with program code means for carrying out all the steps of a method according to the invention when the program product is executed on the control module and / or lighting system.
  • control module can also be developed according to the dependent claims for analog method.
  • traffic characteristic data In addition to the speed characteristic data, further variable and / or non-variable input data, in particular traffic characteristic data, are preferably used in order to have an even more accurate database for controlling the illuminance.
  • the traffic characteristics comprise quantified information about a traffic density.
  • a high traffic density means an increased accident risk, similar to a higher speed in road tunnels. This factor is therefore particularly relevant to the speed itself, to the accident risk by adequate lighting to counteract in the tunnel. He thus represents a preferred additional information.
  • At least some of those characteristic or input data can be used which are not determined at the time of the control but represent the situations that are typically present at such a time , For example, can be derived from a time "7:30 clock Monday morning, no holiday time" that a typical rush-hour traffic is expected.
  • Representative speed values as well as traffic density values can therefore be assumed based on empirical values.
  • Such representative values may for example be stored in a database from where they can be queried. This method is quite accurate, and with a correspondingly fine set of query criteria in combination with a sufficiently large base of empirical values in the database, quite accurate.
  • traffic characteristics are provided that include measurement data of the traffic situation. These can be present in the form of empirical values as just described, but it is particularly preferred if they are actually determined at the moment of the illumination control by sensors or sensor systems. This achieves an even higher level of accuracy, which in many cases is also necessary in order to guarantee absolutely reliable lighting control.
  • traffic characteristic data are preferably provided which comprise traffic control data of variably controllable traffic control components, in particular of traffic light systems and / or variable speed displays.
  • the control data of such traffic control components can then be used if they are intended and / or suitable for influencing the traffic situation in the road tunnel. It This makes it possible, instead of carrying out a relatively complex measurement with the aid of sensors, to resort to data from the traffic control, which in any case are provided in the form of control commands in a traffic control system and only need to be fed into a control module for the lighting control.
  • a first variant of the method according to the invention consists in that the control commands are designed such that on their basis individual lighting fixtures of the lighting system are switched on or off. For example, every fourth lamp in a row along the road in the road tunnel can be switched off as soon as a lower maximum speed is allowed in the context of traffic control.
  • the advantage of this variant is the simplicity of the control, which can also be applied when the lighting fixtures are not arbitrarily dimmable. Nevertheless, no time-consuming retrofitting with other lamp and possibly power supply systems has to be carried out.
  • control commands are designed such that a radiation power of lighting bodies of the lighting system is varied on their basis.
  • This "dimming" of the lamps can be done individually, but also in groups or even for the entirety of all lighting fixtures simultaneously and / or evenly.
  • the “dimming” allows a virtually continuous adaptation of the illuminance. It can be carried out for example by a so-called DALI interface (digitally addressable lighting interface).
  • the adaptation distance must be defined, and the lighting is again designed to enable a driver to recognize a dangerous object within its holding range in the adaptation distance.
  • the adaptation of the length of the insight or adaptation path (s) and the individual control of the illuminance in these two sections therefore optimizes the processes in that simultaneously the illumination situation at the tunnel portal and the adaptation processes of the eye taking into account the effects of different speeds with flow into the control logic.
  • speed indicators are particularly suitable for the derivation of accident risk factors in road tunnels.
  • accident risk factors can be stored in the control of the illuminance as factors for the determination of the necessary illuminance in the derivation rule.
  • the illuminance in the road tunnel can be dynamically adjusted as a function of a number and / or type of accident risk factors, the illuminance, possibly up to a predetermined maximum value, being further increased the more accident risk factors are present.
  • the insight and / or adaptation distance can be shortened or the illuminance can be reduced if there are fewer accident risk factors.
  • the presence of "more” or “less” accident risk factors means that recourse is made to a reference size.
  • This reference variable can either be derived from a previously determined traffic situation or be a fixed reference variable.
  • a factor formed by a number of accident risk factors that represents a normal traffic situation is suitable as a reference variable. This factor is determined in the same way as the factor which is determined from the accident risk factors actually present in the context of the embodiment of the control method according to the invention.
  • Such a factor can be determined, for example, by multiplication or addition of individual accident risk factors.
  • a weighting of individual risk factors can take place, with the preferred speed characteristic data being used with a higher weighting than other variable input data, particularly preferably with the highest weighting of all traffic characteristic data (whereby other traffic characteristics may also be assigned this highest weighting level at the same time can) and most preferably with the highest weight of all variable input data flows.
  • the special significance of the speed characteristics explained above can be taken into account.
  • the extension or shortening of the insight and / or adaptation distance and / or the increase or reduction of Illuminance does not have to, but can be done linearly, depending on the accident risk factors; It is also possible a different course of the corresponding curve.
  • the maximum value with regard to the insight or adaptation distance is understood to be the value at which a further extension of the respective distance does not cause a measurable improvement in the general accident risk situation in the road tunnel or where at least the end of the adaptation distance coincides with the end of the road tunnel , Analogously, the maximum value of the illuminance is usually reached when one has arrived at the power maximum of the lighting system.
  • the course of the illuminance in the road tunnel can thus be represented by a curve. Accordingly, when considering accident risk factors with respect to this trajectory preferably the following rule apply: The illuminance is reduced by a tunnel portal in the direction of the road tunnel into according to a trajectory, and the steepness of the trajectory is dependent on the number and / or type of Accident risk factors adjusted, the course of the curve decreases the flatter, the more accident risk factors are present.
  • the slope of the curve from the tunnel portal in the interior of the tunnel is thus less strong according to this rule, for example, if a maximum speed of 120 km / h is allowed than if there is a maximum speed control for 80 km / h.
  • all of the abovementioned relative indications can relate to a reference variable, for example to one or more threshold values above which an increase or reduction is ascertained.
  • the determination of the traffic situation in the tunnel relates in particular to a determination in the area of the tunnel portal at the entrance and / or exit side of the road tunnel.
  • FIG. 1 shows a longitudinal section of a road tunnel 1 with a first tunnel portal 13 and a second tunnel portal 15, in which case a route from the first tunnel portal 13 in the direction of the second tunnel portal 15 is considered.
  • the roadway 17 therefore runs in this direction.
  • a motor vehicle travels from a free route 3 through the first tunnel portal 13 into an inspection route 5 and is then guided via an adaptation route 7 into the tunnel interior route 9.
  • the inner tunnel section 9 opens into the exit section 11, which ends with the second tunnel portal 15.
  • the human eye can adapt to the quite sudden reduction the illumination intensity does not get used so quickly, which is why a lighting system for the road tunnel is necessary if it is longer than the viewing distance 5 and the output path 11 together.
  • FIG. 2 schematically shows such a lighting system 10 according to an embodiment of the present invention.
  • the road course of the lane 17 is drawn here from right to left, in comparison with FIG. 1 you have to imagine the picture rotated by 180 °.
  • the lighting system 10 comprises a power source (not shown) for providing the necessary electric power, a number of lighting fixtures 25 in the form of individual lamps and a control module 23 to which the lighting fixtures 25 are connected via a feeder system 27.
  • the control module 23 controls the illuminance of the lighting fixtures 25 individually. However, it is also possible to drive a group of lighting fixtures 25 or even their entirety as one.
  • a luminance meter 19 determines the outdoor illuminance present in the free path 3 in front of the first tunnel portal 13.
  • Two induction lanes 21 per lane in succession into the lane 17 are used to determine traffic characteristics: They determine speed characteristics, here the individual speed of individual vehicles, and other traffic characteristics, such as the type and quantity of vehicles passing them. From this it is possible, for example, to derive conclusions about the traffic density and the composition of the traffic, for example a share of heavy goods vehicles in the total traffic.
  • the control module 23 derives control commands, which control the illuminance of the illumination system 10, both from the determined external illuminance and from the traffic characteristics, in particular the speed characteristics.
  • the illuminance in the road tunnel 1 is controlled very high due to the high values of the outside illuminance determined by the luminance meter 19.
  • An additional increase in the illuminance is obtained when an average speed of the vehicles increased relative to a normal reference value is determined and / or when a high traffic density is determined on the basis of the measured values of the induction loops 21.
  • FIG. 3 shows four curves K 1 , K 2 , K 3 , K 4 an illuminance L tr within the road tunnel 1 in percent of a maximum illuminance L th (plotted logarithmically) with respect to the distance d from the first tunnel portal 13. It is assumed always the same outdoor illuminance.
  • the uppermost curve K 1 represents the illuminance L tr to be selected for the lighting fixtures 25 in the road tunnel 1 at a measured average speed of 120 km / h
  • the underlying curve K 2 relates to a measured average speed of 100 km / h, the course below it K 3 to an average speed of 80 km / and the lowest curve K 4 to an average speed of 60 km / h.
  • the lowest trajectory K 4 drops steepest and the uppermost trajectory K 1 shallowest.
  • the two middle curves K 2 , K 3 are shallower than the lowermost curve K 4 and steeper than the uppermost curve K 1 , wherein the upper of the two, the curve K 2 , is flatter than the curve K 3 .
  • Plotted is also a dividing line 6, which identifies the definition boundary between the insight distance 5 and the adaptation distance 7. It can be seen that this definition boundary 6 shifts in the direction of the tunnel interior of the road tunnel 1, the higher the average speed of the vehicles.
  • the length of the adaptation section 7, which is delimited from the inner tunnel section 9 by a further definition boundary 8, is lengthened. In the tunnel interior track 9 is then provided a minimum minimum illumination, since in this area, the human eye has already adapted to the tunnel situation.
  • FIG. 4 shows in a block diagram the basic steps of an embodiment of the method according to the invention for controlling the illuminance L tr in the road tunnel 1:
  • a derivation of control commands SB takes place.
  • a predefined derivation rule R is used, from which the control commands SB result in comparison with the variable input data VE.
  • these control commands SB are then output to the lighting system 10, so that the illuminance L tr of the lighting system 10 can be adapted inter alia to the traffic situation in the road tunnel 1 determined with the aid of the traffic characteristics VK.
  • FIG. 5 shows the illumination system 10 schematically in the form of a block diagram. It comprises, in addition to the already mentioned lighting fixtures 25 (shown here as a block for the sake of clarity) and the control module 23 according to the invention, a current source 37 which supplies the lighting fixtures 25 with power.
  • control module 23 The following will now discuss the individual components of the control module 23 according to the invention in this embodiment. They are realized as software units on a processor. It is an input interface 29 and an output interface 35, between which a control command derivation unit 31 is arranged, which is in connection with a rule database 33.
  • the rule database 33 could also be outside the control module Be arranged 23, for example, connected to the control module 23 via a wireless connection o. ⁇ .

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  • Circuit Arrangement For Electric Light Sources In General (AREA)
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EP11156456.3A 2010-03-26 2011-03-01 Procédé et module de commande pour la commande d'une intensité d'éclairage dans un tunnel routier Withdrawn EP2373127A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102010013125A DE102010013125A1 (de) 2010-03-26 2010-03-26 Verfahren und Steuerungsmodul zur Steuerung einer Beleuchtungsstärke in einem Straßentunnel

Publications (2)

Publication Number Publication Date
EP2373127A2 true EP2373127A2 (fr) 2011-10-05
EP2373127A3 EP2373127A3 (fr) 2013-07-24

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Application Number Title Priority Date Filing Date
EP11156456.3A Withdrawn EP2373127A3 (fr) 2010-03-26 2011-03-01 Procédé et module de commande pour la commande d'une intensité d'éclairage dans un tunnel routier

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EP (1) EP2373127A3 (fr)
DE (1) DE102010013125A1 (fr)
IL (1) IL211906A0 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20180307918A1 (en) * 2014-10-26 2018-10-25 Beijing University Of Technology (CN) An illumination standard calculation method and system for a tunnel entrance section in daytime based on safe visual recognition
CN117255454A (zh) * 2023-11-17 2023-12-19 广东申创光电科技有限公司 一种城市照明智能化的控制方法及系统

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05315082A (ja) * 1992-05-14 1993-11-26 Matsushita Electric Ind Co Ltd トンネル内部照明制御装置
DE29516717U1 (de) * 1995-10-23 1995-12-21 Siemens Ag Beleuchtungssystem für einen Tunnel, insbesondere Straßentunnel
JPH1097897A (ja) * 1996-09-24 1998-04-14 Meidensha Corp トンネル内照明制御システム
CN101541118A (zh) * 2008-03-20 2009-09-23 深圳市同洲电子股份有限公司 一种隧道灯节能调光控制系统和方法
EP2224308B1 (fr) * 2009-02-26 2012-10-24 Siemens S.p.A. Procédé et appareil de commande de l'intensité lumineuse dans un tunnel

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20180307918A1 (en) * 2014-10-26 2018-10-25 Beijing University Of Technology (CN) An illumination standard calculation method and system for a tunnel entrance section in daytime based on safe visual recognition
US10452929B2 (en) * 2014-10-26 2019-10-22 Beijing University Of Technology (CN) Illumination standard calculation method and system for a tunnel entrance section in daytime based on safe visual recognition
CN117255454A (zh) * 2023-11-17 2023-12-19 广东申创光电科技有限公司 一种城市照明智能化的控制方法及系统
CN117255454B (zh) * 2023-11-17 2024-01-16 广东申创光电科技有限公司 一种城市照明智能化的控制方法及系统

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Publication number Publication date
IL211906A0 (en) 2011-06-30
DE102010013125A1 (de) 2011-09-29
EP2373127A3 (fr) 2013-07-24

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