High-Speed Tunnel Entrance Control Device and Secondary Accident Linkage Early Warning System

Abstract

The present invention discloses a high-speed tunnel entrance control device and a secondary accident linkage early warning system, including a deceleration device. The deceleration device includes: a base provided with a nozzle; a spray assembly disposed on the base and connected to the nozzle; an oil storage assembly having an oil storage tank and a water tank connected to the nozzle inside; a deceleration assembly connected to the oil storage tank and the water tank, with deceleration blocks on its surface and a first piston plate and flowing hydraulic oil inside. The first piston plate is provided with a number of through holes. Through the cooperation of the spray assembly and the deceleration assembly, the present invention enables the nozzle to spray mist to give a deceleration prompt to the driver. The driver cannot ignore the mist in front of the vehicle, and the prompt effect is good.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic safety, and particularly to a control device for the entrance of a high-speed tunnel and a secondary accident linkage warning system. Background Art

[0002] Tunnels are areas where traffic accidents occur frequently on expressways. When drivers enter and exit tunnels, due to sudden visual changes and environmental factors, traffic accidents are extremely likely to occur. When special situations such as traffic accidents or fires occur in tunnels, if the vehicles entering the tunnel later cannot be notified in time, due to the blocked line of sight in the tunnel, the smoke cannot dissipate in time, and there is no early warning to the drivers behind in the first time, it is extremely likely that the vehicles behind will cause secondary accidents due to unclear situations and rear-end collisions in the tunnel, resulting in more serious consequences.

[0003] Based on multiple cases of secondary traffic accidents on domestic expressways. The main reasons are that after a traffic accident occurs on the road surface, the scene is not evacuated in time and no danger warning signs are set, and the vehicles coming from behind are driving too fast. The attention is not concentrated, thus causing secondary traffic accidents. Secondary traffic accidents are very harmful, the accident scene has a wide range. There are many vehicles and personnel involved and it is easy to cause major traffic jams, with large economic losses and easy to cause casualties. When a fire or traffic accident occurs in a tunnel during heavy traffic or at the peak traffic period, due to the low visibility and limited evacuation channels in the tunnel, coupled with the fear of drivers of smoke and the accident scene, it is easier to panic and cause traffic jams or new traffic accidents. It can be said that the longer the tunnel, the longer the time required for vehicle evacuation, and secondary disasters are extremely likely to occur.

[0004] Most of the existing secondary accident linkage control systems are fusions of multiple modules, and each module works independently, unable to achieve joint control. Although a deceleration device will be set when a speeding vehicle enters the tunnel, there is no specific sensing device to display the on-off situation of the deceleration device, and the deceleration device can only be turned on and off by setting a fixed time, unable to achieve intelligent control and display of the deceleration device. Moreover, the deceleration effect of the deceleration device in the existing technology is not ideal and cannot truly play a prompting effect on the driver. Summary of the Invention

[0005] To solve the above technical problems, the present invention provides a control device for the entrance of a high-speed tunnel and a secondary accident linkage warning system. Through the cooperation of a spray component and a deceleration component, the nozzle sprays fog to give a deceleration prompt to the driver, and the driver cannot ignore the fog in front of the vehicle, and the prompting effect is good.

[0006] The present invention adopts the following technical solutions:

[0007] High-speed tunnel entrance control device, including a deceleration device, the deceleration device includes: a base provided with a nozzle; a spray assembly disposed on the base and connected to the nozzle; an oil storage assembly with an oil storage tank and a water tank connected to the nozzle inside; a deceleration assembly connected to the oil storage tank and the water tank, with deceleration blocks on the surface, a first piston plate and flowing hydraulic oil inside, and a number of through holes on the first piston plate.

[0008] Preferably, the deceleration assembly includes a support base, a support shaft is slidably connected inside the support base, one end of the support shaft is connected to the first piston plate, and the other end is connected to the deceleration block.

[0009] Preferably, a number of second springs are connected to the bottom of the first piston plate, and the second springs are fixedly connected to the inner wall of the bottom of the support base, and a third solenoid valve is fixedly connected to the outer wall of one side of the support base.

[0010] Preferably, an output pipe connected to the third solenoid valve is provided on the outer wall of one side of the water tank; a serpentine pipe communicating with the output pipe is fixedly connected inside the water tank.

[0011] Preferably, a second piston plate is slidably connected inside the oil storage tank, and a first spring is fixedly connected between the second piston plate and the inner wall of the oil storage tank; a first solenoid valve is provided on the outer wall of one side of the oil storage tank, and one end of the first solenoid valve is fixedly connected to an oil pipe communicating with the air extraction assembly.

[0012] Preferably, the air extraction assembly includes two circular seats, a rotating shaft is rotatably connected between the two circular seats, an exhaust pipe and an air extraction pipe communicating with the base are fixedly connected to the arc-shaped outer wall of one of the circular seats, the oil pipe communicates with the other circular seat, and the circular seat connected to the oil pipe is connected to a connecting pipe communicating with the buffer assembly.

[0013] Preferably, the buffer assembly includes a buffer tank communicating with the connecting pipe, an input pipe is connected to one side of the buffer tank, and second one-way valves communicating with the input pipe are fixedly connected to the outer walls of one side of the deceleration assembly.

[0014] Secondary accident linkage warning system, including: an accident detection camera disposed in the tunnel for detecting whether an accident occurs in the tunnel; a control device, the deceleration device of which is disposed in front of the tunnel entrance; a radar speed measurement device disposed in front of the deceleration device for determining whether a vehicle is about to drive into the tunnel and whether the vehicle is speeding; a reminder device including a flashing control unit with a traffic light; a control unit wirelessly communicating with the accident detection camera, the radar speed measurement device, the reminder device and the deceleration device.

[0015] Preferably, a speed measurement probe is fixedly connected to the spray assembly, and the speed measurement probe is electrically connected to the deceleration assembly.

[0016] Preferably, the traffic lights are divided into a green light module, a yellow light module and a red light module, and the green light module, the yellow light module and the red light module are electrically connected to the control unit; it further includes a main line door frame, a hole door frame, a main line information board arranged on the main line door frame, and a tunnel portal gantry information board arranged on the hole door frame. A multi-functional information board, a reminder device, a no-entry light, an oncoming vehicle monitoring probe, a portal traffic light, a diffused warning light, and an in-tunnel traffic light are successively arranged between the main line door frame and the hole door frame.

[0017] Compared with the prior art, the present invention has the following advantages:

[0018] 1. The present invention provides a high-speed tunnel entrance control device and a secondary accident linkage early warning system. Through the cooperation of the spray component and the deceleration component, the spray component outputs low-temperature carbon dioxide gas, and the deceleration component is affected by the gravity of the vehicle and heats the water in the water tank through high-temperature hydraulic oil to output water vapor, so that the nozzle sprays fog to give a deceleration reminder to the driver. The driver cannot ignore the fog in front of the vehicle, and the reminder effect is good.

[0019] 2. When the present invention detects an accident in the tunnel, it measures the speed of the oncoming vehicles. When it detects that a vehicle is speeding, it turns on the deceleration device. Each module of the present invention cooperates to prevent secondary accidents from occurring. Each module in the deceleration device is closely coordinated and can give a deceleration reminder to the driver of the current vehicle.

[0020] 3. The present invention integrates existing tunnel electromechanical equipment, main line monitoring equipment, and portal early warning equipment, including in-tunnel lane indicators, portal four-variable signal lights, out-of-tunnel information boards, front main line information boards, multi-functional early warning information boards, roadside warning lights, rotating body railing machines, reminder devices, oncoming vehicle monitoring, etc. Based on improving the safe passing ability of the tunnel, a safety linkage comprehensive early warning system for preventing secondary accidents in the tunnel is built. When an accident occurs in the tunnel and emergency no-entry is required, through one-key control of the backend platform, all devices are linked to close the traffic, so as to effectively reduce the occurrence of secondary accidents in the tunnel. At the same time, the operation of this system is very simple and convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a schematic structural diagram of the secondary accident linkage control system of the present invention.

[0022] Figure 2 is a structural block diagram of the secondary accident linkage early warning system of the present invention.

[0023] Figure 3 is a schematic structural diagram of the deceleration device of the present invention.

[0024] Figure 4 is a schematic structural diagram of the buffer box and the input pipe of the present invention.

[0025] Figure 5 It is a schematic structural diagram of the air extraction pipe and the circular seat of the present invention.

[0026] Figure 6 It is a schematic structural diagram of the base and the air extraction pipe of the present invention.

[0027] Figure 7 It is a schematic structural diagram of the water tank and the L-shaped pipe of the present invention.

[0028] Figure 8 It is a schematic sectional view of the water tank of the present invention.

[0029] Figure 9 It is a schematic structural diagram of the circular seat and the fixing rod of the present invention.

[0030] Figure 10 It is a schematic sectional view of two circular seats of the present invention.

[0031] Figure 11 It is a schematic sectional view of the support seat of the present invention.

[0032] Figure 12 It is a schematic structural diagram of the support seat, the first piston plate and the second spring explosion of the present invention.

[0033] In the figure, there are control unit 1, human-computer interaction unit 2, drive and interface unit 3, PLC power supply 4, CPU module 5, storage module 6, I / O input module 7, I / O output module 8, serial port module 9, Ethernet module 10, touch screen control unit 11, local remote control unit 12, emergency control unit 13, digital input interface 14, flashing control unit 15, protocol gateway unit 16, industrial switch 17, status acquisition unit 18, load drive unit 19, swivel railing 20-1, spray assembly 21, incubator 211, water tank 212, high-pressure pipe 213, intake pipe 214, first one-way valve 215, second solenoid valve 216, L-shaped pipe 217, serpentine pipe 218, speed reduction device 22, base 221, bracket 222, connecting seat 223, speed measurement probe 224, laser lamp 225, air extraction pipe 226, nozzle 227, traffic light 23, oil storage assembly 24, main line information board 24-1, oil storage tank 241, first solenoid valve 242, oil pipeline 243, second piston plate 244, first spring 245, speed reduction assembly 25, multi-functional information board 25-1, support base 251, speed reduction block 253, support shaft 254, first piston plate 255, second spring 256, third solenoid valve 257, output pipe 258, buffer assembly 26, buffer tank 261, input pipe 262, second one-way valve 263, air extraction assembly 27, accident detection camera 27-1, main line door frame 27-2, circular seat 272, connecting pipe 273, exhaust pipe 274, rotating shaft 275, baffle 276, radar speed measurement device 28, tunnel entrance door frame 28-1, reminder device 29, no-entry light 30, oncoming vehicle monitoring probe 31, tunnel entrance traffic light 32, diffused warning light 33, in-tunnel traffic light 34. Detailed implementation mode

[0034] To facilitate understanding of the technical solution of the present invention, the following will be described in detail in combination with the accompanying drawings and specific embodiments.

[0035] Embodiment 1

[0036] As Figure 3-12 shown, the high-speed tunnel entrance control device includes a speed reduction device 22, and the speed reduction device 22 includes a base 221, a spray assembly 21, an oil storage assembly 24, a speed reduction assembly 25 and a buffer assembly 26. Both sides of the outer wall of the top of the base 221 are fixedly connected with brackets 222, and the spray assembly 21 is fixedly connected to the top of the outer wall of one side of the two brackets 222. A plurality of laser lamps 225 are fixedly connected to the opposite outer walls of the two brackets 222 and are equally spaced along their height directions;

[0037] The speed reduction assembly 25 is connected to the oil storage assembly 24 and the buffer assembly 26;

[0038] One outer wall on one side of the buffer assembly 26 is fixedly connected with an air extraction assembly 27 for extracting fog, and the air extraction assembly 27 is communicated with the buffer assembly 26, the oil storage assembly 24 and the base 221;

[0039] A speed measurement probe 224 is fixedly connected to the spray assembly 21, and the speed measurement probe 224 is electrically connected to the deceleration assembly 25.

[0040] The spray assembly 21 includes a heat preservation box 211, and the heat preservation box 211 is fixedly connected to the outer wall of the top of the oil storage tank 241. A second solenoid valve 216 is fixedly connected to the outer wall of the top of the heat preservation box 211. One end of the second solenoid valve 216 is fixedly connected with a high-pressure pipe 213. A first one-way valve 215 is fixedly connected to the outer wall of the top of the water tank 212. The top end of the first one-way valve 215 is fixedly connected with an air inlet pipe 214 communicated with the high-pressure pipe 213. An L-shaped pipe 217 is fixedly connected to one inner wall of the water tank 212, and the L-shaped pipe 217 penetrates through the outer wall on one side of the water tank 212. The same connection seat 223 communicated with the high-pressure pipe 213 is fixedly connected to the outer walls of one sides of two brackets 222. A plurality of spray nozzles 227 evenly distributed at equal intervals are fixedly connected to the outer wall of the bottom of the connection seat 223. A plurality of rectangular holes evenly distributed at equal intervals are formed in the outer wall of the top of the base 221.

[0041] During use, dry ice is filled into the heat preservation box 211 to ensure the normal operation of the spray assembly 21. When the radar speed measurement device detects that a vehicle is approaching over speed and sends a signal, after the controller receives the signal from the radar speed measurement device, the controller intermittently turns on the switch of the second solenoid valve 216. A large amount of low-temperature carbon dioxide gas is generated by the dry ice inside the heat preservation box 211 and is input into the connection seat 223 through the high-pressure pipe 213 and sprayed out through the spray nozzles 227. After the low-temperature carbon dioxide gas contacts the water vapor in the air, the water vapor condenses to generate fog. By intermittently spraying the low-temperature carbon dioxide gas, intermittent smoke is formed below the spray nozzles 227. The switch of the laser lamp 225 is turned on, and the laser lamp 225 irradiates on the smoke, increasing the reminder effect of the smoke. Since the connection seat 223 is directly above the road, the driver cannot ignore the smoke, thereby further improving the reminder effect and causing the driver to actively decelerate the vehicle.

[0042] The deceleration assembly 25 includes a support base 251. A groove is formed in the outer wall of the top of the support base 251, and a plurality of connecting holes are equidistantly distributed in the inner wall of the bottom of the groove. A support shaft 254 is slidably connected in each connecting hole. A deceleration block 253 is fixedly connected to the outer wall of the top of the support shaft 254. A horizontally arranged first piston plate 255 is slidably connected in the support base 251, and the support shafts 254 are fixedly connected to the first piston plate 255. A plurality of through holes are equidistantly distributed in the outer wall of the top of the first piston plate 255. A plurality of second springs 256 are fixedly connected to the outer wall of the bottom of the first piston plate 255, and the second springs 256 are fixedly connected to the inner wall of the bottom of the support base 251. A third solenoid valve 257 is fixedly connected to one side outer wall of the support base 251.

[0043] When the vehicle runs to this device, after the vehicle passes through the deceleration block 253, the kinetic energy of the vehicle is converted into gravitational potential energy. Under the action of gravity, the deceleration block 253 is squeezed and descends. During the descent of the deceleration block 253, the first piston plate 255 is driven to descend through the support shaft 254, so that the hydraulic oil inside the support base 251 passes through the through holes on the first piston plate 255, and heat energy is generated through the friction between the hydraulic oil and the through holes, thereby converting the gravitational potential energy into the internal energy of the hydraulic oil to achieve the function of forcibly decelerating the vehicle. During the descent of the first piston plate 255, part of the hydraulic oil is squeezed and output from the support base 251 through the third solenoid valve 257 and the output pipe 258. The third solenoid valve 257 has a flow regulation function. Cooperating with the detection of the vehicle speed by the speed measurement probe 224, the flow rate of the third solenoid valve 257 is adjusted. When the vehicle passes through at high speed, the flow rate of the third solenoid valve 257 is reduced to increase the kinetic energy loss of the vehicle. When the vehicle passes through at low speed, the flow rate of the third solenoid valve 257 is increased to only provide power for the flow of the hydraulic oil and reduce the kinetic energy loss of the vehicle.

[0044] Further, the oil storage assembly 24 includes an oil storage tank 241. A water tank 212 is fixedly connected to one side outer wall of the oil storage tank 241. An output pipe 258 is fixedly connected to one side outer wall of the water tank 212, and the third solenoid valves 257 are communicated with the output pipe 258. A serpentine pipe 218 communicated with the output pipe 258 is fixedly connected in the water tank 212, and the serpentine pipe 218 is communicated with the oil storage tank 241. A second piston plate 244 is slidably connected in the oil storage tank 241. A first spring 245 is fixedly connected to one side outer wall of the second piston plate 244, and the first spring 245 is fixedly connected to one side inner wall of the oil storage tank 241. A first solenoid valve 242 is fixedly connected to one side outer wall of the oil storage tank 241. One end of the first solenoid valve 242 is fixedly connected to an oil pipe 243 communicated with the air extraction assembly 27.

[0045] After the hydraulic oil is input into the storage tank 241 through the output pipe 258 and the serpentine pipe 218, the oil pressure on one side of the second piston plate 244 in the storage tank 241 rises, pushing the second piston plate 244 to move, causing the first spring 245 to be compressed. Since the third solenoid valve 257 is closed after the vehicle passes by, the first spring 245 is in a compressed state under normal circumstances, converting and storing the kinetic energy of the vehicle.

[0046] Furthermore, the spraying assembly 21 includes a heat preservation box 211, and the heat preservation box 211 is fixedly connected to the outer wall of the top of the storage tank 241. A second solenoid valve 216 is fixedly connected to the outer wall of the top of the heat preservation box 211. One end of the second solenoid valve 216 is fixedly connected to a high-pressure pipe 213. A first one-way valve 215 is fixedly connected to the outer wall of the top of the water tank 212. The top end of the first one-way valve 215 is fixedly connected to an air inlet pipe 214 communicating with the high-pressure pipe 213. An L-shaped pipe 217 is fixedly connected to one inner wall of the water tank 212, and the L-shaped pipe 217 penetrates through the outer wall of one side of the water tank 212. The outer walls of one sides of two brackets 222 are fixedly connected to the same connection seat 223 communicating with the high-pressure pipe 213. A plurality of spray nozzles 227 are fixedly connected to the outer wall of the bottom of the connection seat 223 at equal intervals. A plurality of rectangular holes are arranged at equal intervals on the outer wall of the top of the base 221.

[0047] When the first piston plate 255 descends, it drives the hydraulic oil to enter the serpentine pipe 218 through the output pipe 258. The high-temperature hydraulic oil heats the water inside the water tank 212 through the serpentine pipe 218, causing the water in the water tank 212 to be heated. When carbon dioxide gas passes through the high-pressure pipe 213 at high speed, due to the higher the flow rate, the lower the pressure, under the action of pressure, the external atmospheric pressure forces the water inside the water tank 212 to enter the high-pressure pipe 213 through the first one-way valve 215. The high-temperature water vapor in the water tank 212 quickly condenses into fog after entering the high-pressure pipe 213. When it is sprayed out through the spray nozzles 227, a thick smoke is formed, further enhancing the reminder effect.

[0048] Furthermore, the air extraction assembly includes two circular seats 272. A plurality of fixing rods are fixedly connected to the outer walls of the opposite sides of the two circular seats 272 at equal intervals. The inner walls of one sides of the two circular seats 272 are rotatably connected to the same rotating shaft 275. A plurality of baffles 276 are fixedly connected to the arc-shaped outer wall of the rotating shaft 275 at equal intervals inside the two circular seats 272. An air extraction pipe 226 and an exhaust pipe 274 are fixedly connected to the arc-shaped outer wall of one of the circular seats 272, and the air extraction pipe 226 communicates with the base 221. The oil delivery pipe 243 communicates with the other circular seat 272. A connecting pipe 273 communicating with the buffer assembly 26 is fixedly connected to the arc-shaped outer wall of the circular seat 272 close to the oil delivery pipe 243.

[0049] While the second solenoid valve 216 is turned on, the controller turns on the switch of the second solenoid valve 242. After the second solenoid valve 242 is turned on, under the action of the first spring 245, the second piston plate 244 is pushed to move, so that the hydraulic oil in the oil storage tank 241 is input into one of the circular seats 272 through the first solenoid valve 242 and the oil delivery pipe 243. During the flow of the hydraulic oil, the baffle 276 in the circular seat 272 is driven to rotate, driving the rotating shaft 275 to rotate. During the rotation of the rotating shaft 275, the baffle 276 in the other circular seat 272 is driven to rotate, pushing the gas in the circular seat 272 to move. When the gas moves to the exhaust pipe 274, it is discharged through the exhaust pipe 274 under the action of centrifugal force, generating negative pressure in the circular seat 272. Through the air extraction pipe 226, negative pressure is generated in the base 221, and then the smoke ejected by the nozzle 227 is drawn into the base 221 through the rectangular hole, avoiding a large amount of smoke remaining on the road surface and affecting driving safety.

[0050] Further, the buffer assembly 26 includes a buffer tank 261, and the connecting pipe 273 communicates with the buffer tank 261. A second one-way valve 263 is fixedly connected to the outer wall of one side of the buffer tank 261, and a plurality of second one-way valves 263 are fixedly connected to the outer wall of one side of the support seat 251 and communicate with the input pipe 262.

[0051] After the first piston plate 255 descends, the second spring 256 is compressed. When the vehicle leaves, the first piston plate 255 is driven to reset under the action of the second spring 256. The hydraulic oil in the support seat 251 flows through the through hole on the first piston plate 255. During the rising process of the first piston plate 255, negative pressure is inevitably generated at the position below the first piston plate 255 in the support seat 251. Then, the hydraulic oil in the buffer tank 261 is drawn into the support seat 251 through the input pipe 262 and the second one-way valve 263, making the hydraulic oil form a cycle and preparing for the deceleration work again.

[0052] Further, the speed measurement probe 224 is connected to a controller through a signal line, and the controller is electrically connected to the third solenoid valve 257.

[0053] The secondary accident linkage warning system includes:

[0054] An accident detection camera 27-1, arranged in the tunnel, for detecting whether an accident occurs in the tunnel;

[0055] The above-mentioned control device, the deceleration device 22 is arranged in front of the tunnel entrance;

[0056] A radar speed measurement device 28, arranged in front of the deceleration device 22, for judging whether a vehicle is about to drive into the tunnel and whether the vehicle is speeding;

[0057] The reminder device 29 includes a flashing control unit 15 with a traffic light 23;

[0058] The control unit 1 is in wireless communication with the accident detection camera 27-1, the radar speed measuring device 28, the reminder device 29, and the deceleration device 22.

[0059] A speed measuring probe 224 is fixedly connected to the spray assembly 21, and the speed measuring probe 224 is electrically connected to the deceleration assembly 25.

[0060] Such as Figure 1 The shown control system further includes a human-machine interaction unit 2 and a drive and interface unit 3. The control unit 1 mainly consists of a PLC power supply 4, a CPU module 5, a storage module 6, an I / O input module 7, an I / O output module 8, a serial port module 9, and an Ethernet module 10. The human-machine interaction unit 2 mainly consists of a touch screen control unit 11, a local remote control unit 12, and an emergency control unit 13. The drive and interface unit 3 mainly consists of a digital input / output interface 14, a flashing control unit 15, a protocol gateway unit 16, and an industrial switch 17. The digital input / output interface 14 consists of a status acquisition unit 18 and a load drive unit 19. The touch screen control unit 11, the local remote control unit 12, and the emergency control unit 13 communicate with the CPU module 5 respectively. The status acquisition unit 18 communicates with the I / O input module 7. The I / O output module 8 communicates with the load drive unit 19. The serial port module 9 communicates with the flashing control unit 15 and the protocol gateway unit 16 respectively. The Ethernet module 10 communicates with the industrial switch 17.

[0061] The traffic light 23 is divided into a green light module, a yellow light module, and a red light module, and the green light module, the yellow light module, and the red light module are electrically connected to the control unit 1;

[0062] Such as Figure 2 As shown, the present invention further includes: a main line door frame 27-2, a portal door frame 28-1, a main line information board 24-1 provided on the main line door frame 27-2, and a tunnel portal information board provided on the portal door frame 28-1. A multi-functional information board 25-1, a reminder device 29, and a no-entry light 30 are successively provided between the main line door frame 27-2 and the portal door frame 28-1. In front of the portal door frame 28-1, there are a swivel railing 20-1, an oncoming vehicle monitoring probe 31, a portal traffic light 32, a diffused warning light 33, and an in-tunnel traffic light 34.

[0063] Specifically, multiple spaced-apart no-entry lights 30 are provided on both sides of the tunnel; multiple spaced-apart diffused warning lights 33 are provided on both sides of the tunnel.

[0064] Specifically, the PLC power supply 4 outputs DC 24V to provide power supply for the PLC module and the linkage control unit. The CPU module 5 is the arithmetic unit of the linkage control unit, responsible for internal program operation and data calculation; the storage module 6 provides non-stop data storage; the I / O input module 7 collects digital quantity signals, and the signals are normally open and normally closed signals of dry contacts; the I / O output module 8 outputs digital quantity signals, and the signals are normally open and normally closed signals of relays; the serial port module 9 provides a serial port communication interface, supporting MODBUS protocol, protocol macro and custom protocol; the Ethernet module 10 provides a network communication interface, supporting TCP / IP and FINS protocols. The touch screen control unit 11 conducts local control through the touch screen of the control unit, including all functions of human-computer interaction. The local remote control unit 12 conducts local control through a remote controller and can only implement two functions of early warning and management and control in the fully enclosed plan; the emergency control unit 13 is controlled through an emergency control box with an open port, and has the same function as the local remote control. The digital quantity interface 14 includes status acquisition and load drive. Status acquisition converts external signals into digital quantity signals. The rotating body railing 20-1 is a relay signal and can be directly acquired. The flashing lights and the broadcast are voltage signals and need to use relays for signal conversion; the load drive uniformly uses intermediate relays for signal drive. The flashing control unit 15 is applicable to the PWM interface, and the output signal is a high-power PWM square wave signal, which consists of a PWM generator and a DC solid-state relay and can directly drive the traffic lights to flash at a unified frequency. The protocol gateway unit 16 is mainly used for the access of the information board, providing RS232 / 485 communication interfaces; realizing the control of devices across networks, including the main line monitoring information board, the tunnel entrance information board, the multi-functional information board, etc. The industrial switch 17 provides network access, including the tunnel mechanical and electrical network and the main line monitoring network.

[0065] Specifically: The main line information board 24-1, as a main line device, is 3-10 kilometers away from the tunnel entrance and is used to issue guiding information: There is an accident in the tunnel ahead, no passage is allowed, and it is located in the first-level warning area. The multi-functional information board 25-1 is 800 meters away from the tunnel entrance and is used to issue guiding information: There is an accident ahead, no passage is allowed; it also provides auxiliary audible and visual alarm reminders and is located in the second-level warning area. The reminder device 29 is 800 meters away from the tunnel entrance and is used to issue voice guidance: There is an accident in the tunnel ahead, no passage is allowed, and it is located in the second-level warning area. The tunnel gantry information board, as a tunnel device, is 300 meters away from the tunnel entrance and issues guiding information: There is an accident in the tunnel ahead, no passage is allowed, and it is located in the no-passage area. The swivel railing 20-1 is 250 meters away from the tunnel entrance and is used to block traffic and is located in the no-passage area. The reminder device 29 is 500 meters away from the tunnel entrance and issues voice guidance: There is an accident in the tunnel ahead, no passage is allowed, and it is located in the no-passage area. The oncoming vehicle monitoring probe 31 is 250 meters away from the tunnel entrance and monitors the oncoming vehicles in front of the railing and is located in the no-passage area. The diffused warning lights 33 are installed on both sides of the tunnel in the approach section of the tunnel entrance, and turn on diffused red lights for induction and are located in the in-tunnel warning area. The tunnel entrance traffic lights 32, as tunnel devices, are 50 meters away from the tunnel entrance, with red lights on, and are located in the in-tunnel warning area. The in-tunnel traffic lights 34, as tunnel devices, are 100 meters away from the tunnel entrance and display a red cross and are located in the in-tunnel warning area.

[0066] Preferably, the no-passage lights 30 are installed on both sides of the road, 400 meters away from the tunnel entrance, with one light every 10 meters, and there are 20 lights on both sides, using red crosses and green arrows to indicate traffic.

[0067] The above are only the preferred embodiments of the present invention. The protection scope of the present invention is subject to the scope defined by the claims. Several improvements and refinements made by those skilled in the art without departing from the spirit and scope of the present invention should also be regarded as within the protection scope of the present invention.

Claims

1. High-speed tunnel entrance control device, characterized in that, it includes a deceleration device (22), and the deceleration device (22) includes: a base (221) provided with a nozzle (227); a spray assembly (21) disposed on the base (221) and connected to the nozzle (227); an oil storage assembly (24) with an oil storage tank (241) and a water tank (212) connected to the nozzle (227) inside; a deceleration assembly (25) connected to the oil storage tank (241) and the water tank (212), with deceleration blocks (253) on the surface, and a first piston plate (255) and flowing hydraulic oil inside. There are several through holes on the first piston plate (255); The bottom of the first piston plate (255) is connected with several second springs (256), and the second springs (256) are fixedly connected to the inner wall of the bottom of the support seat (251). One outer wall of the support seat (251) is fixedly connected with a third solenoid valve (257); One outer wall of the water tank (212) is provided with an output pipe (258) connected to the third solenoid valve (257); A serpentine pipe (218) communicating with the output pipe (258) is fixedly connected inside the water tank (212); The spray assembly (21) includes a heat preservation box (211), and the heat preservation box (211) is fixedly connected to the top outer wall of the oil storage tank (241). A second solenoid valve (216) is fixedly connected to the top outer wall of the heat preservation box (211). One end of the second solenoid valve (216) is fixedly connected with a high-pressure pipe (213). A first one-way valve (215) is fixedly connected to the top outer wall of the water tank (212). The top of the first one-way valve (215) is fixedly connected with an air inlet pipe (214) communicating with the high-pressure pipe (213). An L-shaped pipe (217) is fixedly connected to one inner wall of the water tank (212), and the L-shaped pipe (217) penetrates through one outer wall of the water tank (212). The same connection seat (223) communicating with the high-pressure pipe (213) is fixedly connected to the outer walls of one sides of two brackets (222). A plurality of nozzles (227) evenly distributed at equal intervals are fixedly connected to the bottom outer wall of the connection seat (223). A plurality of rectangular holes evenly distributed at equal intervals are formed on the top outer wall of the base (221); When the first piston plate (255) descends, it drives the hydraulic oil to enter the serpentine pipe (218) through the output pipe (258). The high-temperature hydraulic oil heats the water inside the water tank (212) through the serpentine pipe (218), so that the water in the water tank (212) is heated. When high-speed carbon dioxide gas passes through the high-temperature pipe (213), under the action of pressure, the external atmospheric pressure causes the water inside the water tank (212) to enter the high-pressure pipe (213) through the first one-way valve (215). The high-temperature water vapor in the water tank (212) quickly condenses into mist after entering the high-pressure pipe (213) and forms thick smoke when sprayed through the nozzles (227).

2. The high-speed tunnel entrance control device according to claim 1, characterized in that, The deceleration assembly (25) includes a support base (251), a support shaft (254) is slidably connected inside the support base (251), one end of the support shaft (254) is connected to a first piston plate (255), and the other end is connected to a deceleration block (253).

3. The high-speed tunnel entrance control device according to claim 1, characterized in that, A second piston plate (244) is slidably connected inside the fuel storage tank (241), and a first spring (245) is fixedly connected between the second piston plate (244) and the inner wall of the fuel storage tank (241); a first solenoid valve (242) is provided on the outer wall of one side of the fuel storage tank (241), and one end of the first solenoid valve (242) is fixedly connected to an oil delivery pipe (243) communicating with the air extraction assembly (27).

4. The high-speed tunnel entrance control device according to claim 3, characterized in that, The air extraction assembly (27) includes two circular seats (272), a rotating shaft (275) is rotatably connected between the two circular seats, an exhaust pipe (274) and an air extraction pipe (226) communicating with the base (221) are fixedly connected to the outer arc wall of one of the circular seats (272), the oil delivery pipe (243) communicates with the other circular seat (272), and a connecting pipe (273) communicating with the buffer assembly (26) is connected to the circular seat (272) connected to the oil delivery pipe (243).

5. The high-speed tunnel entrance control device according to claim 4, characterized in that, The buffer assembly (26) includes a buffer box (261) communicating with the connecting pipe (273), an input pipe (262) is connected to one side of the buffer box (261), and second one-way valves (263) communicating with the input pipe (262) are fixedly connected to the outer walls of one side of the deceleration assembly (25).

6. The secondary accident linkage warning system, characterized in that, including: An accident detection camera (27-1), arranged inside the tunnel, for detecting whether an accident occurs inside the tunnel; The control device according to any one of claims 1-5, the deceleration device (22) of which is arranged in front of the tunnel entrance; A radar speed measuring device (28), arranged in front of the deceleration device (22), for judging whether a vehicle wants to drive into the tunnel and whether the vehicle is speeding; A reminder device (29), including a flashing control unit (15) having a traffic light (23); A control unit (1), wirelessly communicating with the accident detection camera (27-1), the radar speed measuring device (28), the reminder device (29) and the deceleration device (22).

7. The secondary accident linkage warning system according to claim 6, characterized in that, A speed measuring probe (224) is fixedly connected to the spray assembly (21), and the speed measuring probe (224) is electrically connected to the deceleration assembly (25).

8. The secondary accident linkage warning system according to claim 6, characterized in that, The traffic light (23) is divided into a green light module, a yellow light module and a red light module, and the green light module, the yellow light module and the red light module are electrically connected to the control unit (1); it also includes a main line door frame (27-2), a hole door frame (28-1), a main line information board (24-1) arranged on the main line door frame (27-2), and a tunnel gantry information board arranged on the hole door frame (28-1). A multi-functional information board (25-1), a reminder device (29), a no-entry light (30), an oncoming vehicle monitoring probe (31), a hole traffic light (32), a diffused warning light (33), and an in-tunnel traffic light (34) are successively arranged between the main line door frame (27-2) and the hole door frame (28-1).

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