A ramp vehicle blocking device for tunnel construction and a blocking method thereof

Abstract

The application discloses a ramp vehicle blocking device for tunnel construction and a blocking method thereof, which comprises a ramp with a slope, a containing groove crossing the ramp is arranged at the lower part of the ramp, a plurality of blocking ropes are arranged in the containing groove, a driving assembly is arranged for tensioning the blocking ropes, and the two ends of the blocking ropes are respectively anchored to the side walls on the two sides in the width direction of the ramp. The application provides the ramp vehicle blocking device for tunnel construction and the blocking method thereof, so as to solve the problems of long laying distance and great starting difficulty of the active deceleration structure for the vehicle in the inclined shaft in the prior art, and effectively block the vehicle with braking failure in the inclined shaft in a short distance.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of tunnel construction safety, in particular to a ramp vehicle blocking device for tunnel construction and a blocking method thereof. BACKGROUND

[0002] In the process of tunnel construction, in order to guarantee the construction period, improve the ventilation of the tunnel, do a good job in waterproofing, guarantee the construction power supply and deal with geological and natural disasters, etc., the inclined shaft or flat guide construction technology is generally used to solve the long tunnel construction problem, which changes the long tunnel construction into a segmented short tunnel construction problem. This construction technology can significantly reduce the difficulty of long tunnel construction.

[0003] As a supporting auxiliary structure of the main tunnel of highways and railways, the use of inclined shafts or flat guides can greatly facilitate the construction of the main tunnel. However, the traffic transportation safety risk in such auxiliary tunnels has been an engineering problem. The reason is that such auxiliary tunnels generally have long hole bodies and large longitudinal slopes. Although the relevant standards suggest that the slope should be no more than 12°, in actual construction sites, due to factors such as topography and geography, there are many auxiliary tunnels with slopes greater than 12°. When carrying vehicles continuously downhill in these long-distance, large-slope tunnels, due to the engineering requirement of limiting the speed in the tunnel, it is inevitable that they will be continuously braked for a long time. During this process, the brake system heat recession phenomenon is very prominent, and in severe cases, it can even cause the vehicle to completely lose braking ability, causing major engineering accidents. Especially for fully loaded vehicles, for example, carrying about 20 cubic meters of sand and gravel, the load can even be as high as 40-50 tons, and the safety risk after brake failure is extremely great.

[0004] Traditionally, several gentle slope sections or escape lanes are added in such auxiliary tunnels to overcome this problem, but this has the defects of increasing the length of the tunnel, increasing the difficulty of tunnel construction, and poor deceleration effect on brake failure vehicles. In addition, some active blocking equipment has appeared in the prior art when detecting vehicle brake failure, such as CN212358132U using a shield tail steel wire brush on the ground, CN104163186B using a car blocking foam on the ground, etc. However, these prior art technologies all use the idea of increasing the friction between the wheels and the ground to slow down the vehicle. If effective deceleration or even braking is required, the high-friction coefficient devices such as shield tail steel wire brushes or car blocking foams need to be laid for a long distance. Whether it is the construction difficulty or the difficulty of controlling the rapid laying of a long distance, the on-site use effect is not good. Moreover, this bottom friction increasing braking method has the risk of cargo tipping due to the force point at the bottom of the wheel and the high position of the cargo under the condition of excessive speed and inertia. SUMMARY

[0005] The application provides a ramp vehicle blocking device for tunnel construction and a blocking method thereof to solve the problems of long laying distance and high starting difficulty of the active deceleration structure for vehicles in the auxiliary tunnel during the tunnel construction process in the prior art, and achieves the purpose of effectively blocking the vehicles with brake failure during the tunnel construction process in a short distance.

[0006] The application is achieved by the following technical solutions:

[0007] The application provides a ramp vehicle blocking device for tunnel construction, which comprises a ramp with a slope, a containing groove crossing the ramp is arranged at the lower part of the ramp, a plurality of blocking ropes are arranged in the containing groove, a driving assembly is arranged for tensioning the blocking ropes, and the two ends of the blocking ropes are respectively anchored to the side walls on both sides in the width direction of the ramp.

[0008] In view of the problems of long laying distance and high starting difficulty of the active deceleration structure for vehicles on the ramp in the auxiliary tunnel during the tunnel construction process in the prior art, the application first provides a ramp vehicle blocking device for tunnel construction. The device is arranged in the ramp with a slope, a plurality of containing grooves for containing the blocking ropes are arranged on the ground at the lower part of the ramp, and the two ends of the blocking ropes are respectively anchored to the side walls on both sides in the width direction of the ramp, that is, the two ends of the blocking ropes are anchored to the two mountains on the lateral sides of the ramp, and the tension of the blocking ropes is controlled by the driving assembly. Under normal circumstances, the plurality of blocking ropes are all contained in the containing grooves, and do not interfere with the normal driving of the carrying vehicles on the ramp. When the carrying vehicles appear dangerous working conditions such as brake failure and stalling in the tunnel, the driving assembly is controlled to start, the blocking ropes are pulled up, the blocking ropes cross the ramp, a blocking barrier is formed, and when the stalled vehicles reach the area of the blocking ropes, the stalled vehicles are blocked by the blocking ropes, so that the stalled vehicles are quickly decelerated or even completely stopped. Even if the blocking ropes are broken and the vehicles cannot be completely stopped, the speed of the vehicles can also be effectively reduced.

[0009] It should be noted that the containing groove in the application crosses the ramp, that is, the length direction of the containing groove is perpendicular to the extension direction of the tunnel. The width direction of the ramp in the application is perpendicular to the extension direction of the tunnel. In addition, the tensioning mode of the driving assembly to the blocking ropes can be achieved by any existing controlled tensioning technology, which is not limited herein. In addition, the number of the containing grooves in the ramp and the corresponding blocking ropes is not limited, and can be adaptively arranged according to the length and slope of the specific ramp.

[0010] Compared with the prior art, the application discards the way of adding a gentle slope section or an escape lane, without the need to increase the length of the tunnel and the construction difficulty of the tunnel itself; at the same time, the technical idea of actively setting a large friction coefficient deceleration device on the ground is also abandoned, avoiding the technical difficulties brought by the need to lay foam / steel wire brushes for a long distance in a short time. A set of blocking ropes corresponding to a containing groove only needs to be set on one cross section of the tunnel. The device as a whole occupies very small space in the length direction of the tunnel and has very fast response speed, which can fully improve the blocking effect on the stalled vehicles in the tunnel. Moreover, since the application uses a plurality of blocking ropes to directly block the vehicle body, the idea of increasing the wheel friction in the prior art is completely abandoned. Therefore, when the device blocks the stalled vehicle, the stress position of the vehicle is no longer at the wheel position at the bottom, but at the height of each blocking rope. Therefore, even in the case of fast speed and large inertia, there is no risk of cargo tipping over, significantly improving the blocking stability and safety of the stalled vehicle.

[0011] Further, the containing groove bottom is provided with a partition plate, the partition plate is arranged along the lane width direction, and the groove width on both sides of the partition plate is greater than the outer diameter of the blocking rope and less than twice the outer diameter of the blocking rope.

[0012] Since the plurality of blocking ropes in the application are all received in a corresponding containing groove, if the blocking ropes are entangled with each other, it will inevitably affect the tension of each blocking rope by the driving assembly, causing the blocking ropes to be disorderly entangled in the air after the driving assembly is started, and making it difficult to arrange according to the specified arrangement and form an effective blocking barrier. In order to overcome the foregoing problem, the partition plate is arranged at the groove bottom of the containing groove, and the partition plate is arranged along the lane width direction, that is, the partition plate is parallel to the transverse direction of the tunnel, so that the partition plate divides the containing groove into two areas along the extension direction of the tunnel, and the groove width on both sides of the partition plate is greater than the outer diameter of the blocking rope, so that the blocking rope can enter it; at the same time, the groove width is less than twice the outer diameter of the blocking rope, so that the blocking rope can only enter the groove on one side of the partition plate in a single overlapping manner, avoiding the entanglement of the blocking ropes in the groove.

[0013] By arranging the partition plate, the adjacent blocking ropes are sequentially placed in the areas on both sides of the partition plate when the blocking ropes are placed, which significantly reduces the risk of entanglement of adjacent blocking ropes in the containing groove, and is also conducive to tensioning the blocking ropes one by one, so that blocking ropes of different heights are tensioned one by one.

[0014] In addition, by limiting the groove width of the containing groove, the overall width of the containing groove is ensured to be narrow, so that the normal passage of the carrying vehicle is not affected without laying any shielding equipment, which has obvious advantages compared with the existing actively controlled deceleration device.

[0015] Further, first baffle plates and second baffle plates are respectively hinged on both sides of the groove walls along the length direction of the lane at both ends of the accommodating groove, and gaps are formed between the first baffle plates, the second baffle plates and the groove walls along the width direction of the lane, and the gap width is greater than the outer diameter of the blocking cable; and the first baffle plates and the second baffle plates are respectively located above both sides of the partition plate.

[0016] Since the end of the blocking cable is anchored in the mountain of the lane side wall, and the main body part of the blocking cable is accommodated in the accommodating groove in normal times, if the blocking cable is not limited, the parts of the blocking cable entering the accommodating groove on both sides may form an uncontrolled arc state, which may seriously interfere with the normal passage of vehicles. In order to avoid the foregoing problem, the first baffle plates and the second baffle plates are arranged at both ends of the accommodating groove, and the first baffle plates and the second baffle plates are respectively located on both sides of the groove walls along the length direction of the lane. Those skilled in the art should understand that the length direction of the lane referred to in the present application is the extension direction of the tunnel, that is, the upward and downward slope trend of the lane.

[0017] In the present application, the first baffle plates and the second baffle plates are located above the partition plate, and gaps capable of allowing the blocking cable to pass through are formed between the first baffle plates, the second baffle plates and the groove walls along the width direction of the lane. In use, the blocking cable passes through the foregoing gap and enters the accommodating groove, and the first baffle plates and the second baffle plates limit the blocking cable, so that the blocking cable can enter the accommodating groove in a nearly vertical posture, avoiding the parts of the blocking cable entering the accommodating groove on both sides from being arc-shaped. Since the first baffle plates and the second baffle plates are hinged with the groove walls of the accommodating groove, when the driving assembly works, the blocking cable is upwardly tensioned, and the first baffle plates and the second baffle plates can be automatically pushed open, so that the first baffle plates and the second baffle plates do not interfere with the normal use of the device.

[0018] Further, first limiting blocks for limiting downward turning of the first baffle plates and second limiting blocks for limiting downward turning of the second baffle plates are further included, and the first limiting blocks and the second limiting blocks are fixed on the groove walls of the accommodating groove.

[0019] When the first baffle plates abut against the first limiting blocks and the second baffle plates abut against the second limiting blocks, the lower surface of the second baffle plate is in contact with the upper surface of the first baffle plate.

[0020] In the present application, the height of the second baffle plate is higher than that of the first baffle plate, and the two are installed in a staggered manner, so that the second baffle plate overlaps the first baffle plate in a natural state. When the blocking cable is upwardly tensioned, the blocking cables on both sides of the partition plate can smoothly pass through the blocking of the first baffle plates and the second baffle plates.

[0021] Further, anchorings are installed on the two side walls in the lane width direction, the anchorings are anchored in the mountain body through anchor rods, and the two ends of the blocking ropes are located in the two side anchorings respectively. The scheme anchors the anchorings in the mountain body on both sides of the lane through the anchor rods, and realizes the installation and connection of the blocking ropes through the anchorings, which has strong stability and is convenient to replace or disassemble after the device is damaged; at the same time, the anchorings can provide installation and arrangement stations for the driving assembly.

[0022] Further, a plurality of out-rope holes corresponding to the blocking ropes are formed on the surface of the anchorings, and guide grooves communicated with the out-rope holes are formed; the out-rope holes are located at the top end of the corresponding guide grooves, and the bottom end of the guide grooves is open; along the uphill direction of the lane, the height of each guide groove decreases in turn.

[0023] The blocking ropes in the anchorings enter the corresponding guide grooves from the out-rope holes, and extend downward from the open bottom end of the guide grooves into the containing grooves. In the scheme, the guide grooves are parallel to each other but not collinear, so that the blocking ropes are arranged side by side on the surface of the anchorings, and after entering the containing grooves, they enter the areas on both sides of the partition plate in turn, further reducing the risk of mutual interference and entanglement between adjacent blocking ropes.

[0024] In addition, along the uphill direction of the lane, the height of each guide groove decreases in turn, so that after all the blocking ropes are tensioned, they are distributed in an up-down manner in the longitudinal direction, avoiding the situation that all the blocking ropes have too consistent lateral height, ensuring that there is a height difference between the blocking ropes, which is conducive to the blocking ropes collectively forming an overall blocking barrier.

[0025] Further, the anchor rod is a hollow anchor rod corresponding to the blocking ropes, the end of the blocking rope is fixed in the corresponding hollow anchor rod, and the blocking rope is pulled out from the corresponding out-rope hole; the driving assembly comprises a wire winding device matched with the blocking rope, a power device for driving the wire winding device to rotate, and a transmission mechanism connected between the power device and the wire winding device.

[0026] In the scheme, the hollow anchor rod is used to anchor the anchorings, and after the end of the blocking rope is inserted into the hollow anchor rod, grouting is performed to fix it, so that the blocking rope can bear a larger force of the stalled vehicle. The wire winding device is located in the anchorings, and has a tensioning effect on the blocking rope. The blocking rope is pulled out from the corresponding out-rope hole after the wire winding device. In the scheme, when the blocking rope needs to be tensioned, the power device is started, the power is transmitted to each wire winding device through the transmission mechanism, the wire winding device is rotated, and the blocking rope is pulled up, so as to realize rapid tensioning and effectively block the stalled vehicle.

[0027] Further, the transmission mechanism comprises a plurality of transmission shafts corresponding to the wire winding devices in one-to-one correspondence, and the transmission shafts and the corresponding wire winding devices are fixedly matched in the circumferential direction.

[0028] The output end of the power device is connected with a transmission shaft corresponding to the first wire winding device in the uphill direction of the lane.

[0029] In the uphill direction of the lane, each of the adjacent transmission shafts is provided with a time delay mechanism for delaying the rotation of the lower transmission shaft compared with the upper transmission shaft.

[0030] In the present scheme, the power device drives the rotation of the first transmission shaft in the uphill direction of the lane, and drives the rotation of the first wire winding device, so that the uppermost barrier cable is pulled out of the accommodating groove; under the action of the time delay mechanism, after the first transmission shaft rotates for a certain time, the second transmission shaft in the uphill direction of the lane starts to rotate, and drives the rotation of the second wire winding device, so that the second barrier cable in the accommodating groove is pulled out from top to bottom, and so on, until all the barrier cables are sequentially tensioned from top to bottom.

[0031] In the present scheme, the transmission shaft and the corresponding wire winding device are fixedly connected in the circumferential direction, so that the transmission shaft can drive the synchronous rotation of the corresponding wire winding device. The time delay mechanism can be realized by any mechanism / device / apparatus capable of delaying transmission in the prior art, such as a clutch installed between the adjacent two transmission shafts.

[0032] In the present scheme, one power device can realize the purpose of sequentially tensioning the barrier cables, so that the barrier cables sequentially stacked in the accommodating groove can be sequentially tensioned from top to bottom, avoiding the problem of entanglement and knotting during the tensioning of all the barrier cables at the same time, and significantly improving the stability of the present application, which is more conducive to effectively blocking the stalled vehicles.

[0033] Further, the time delay mechanism comprises a first gear fixed on the upper transmission shaft, a spiral sliding sleeve assembled on the upper transmission shaft, a second gear fixed on the lower transmission shaft, and a bearing assembly, the spiral sliding sleeve is slidingly fitted in a linear sliding groove inside the anchor through a first connecting rod, and the long axis of the linear sliding groove is parallel to the upper transmission shaft; the bearing assembly and the spiral sliding sleeve are connected through a second connecting rod;

[0034] When the upper transmission shaft is not rotating, the second gear is separated from the first gear, and the spiral sliding sleeve is threadedly connected with the upper transmission shaft.

[0035] When the first connecting rod slides to the end of stroke in the corresponding linear sliding groove, the second gear is engaged with the first gear, and the spiral sliding sleeve is gap-connected with the upper transmission shaft.

[0036] If the conventional clutch mode is used to realize the time delay between the adjacent transmission shafts, all clutches need to be powered and controlled by controllers, resulting in high production cost. In order to overcome this problem, a set of time delay mechanism is designed for the application, which realizes the required time delay effect in a purely mechanical way.

[0037] Specifically, for the adjacent two transmission shafts: the upper one that rotates first is defined as the "upper transmission shaft"; the lower one that rotates later is defined as the "lower transmission shaft". The upper transmission shaft is fixedly connected with a first gear, and a screw sleeve is assembled on the upper transmission shaft through internal threads. The screw sleeve is constrained to move linearly along the linear slide groove by the joint action of the first connecting rod and the linear slide groove. The lower transmission shaft is assembled with a second gear and a bearing assembly, which can rotate relative to the lower transmission shaft under the action of the inner bearing but cannot move axially relative to the lower transmission shaft. Moreover, the length of the threaded segment on the outer surface of the upper transmission shaft for screwing with the screw sleeve is adaptively set according to the length of the corresponding linear slide groove, so that when the first connecting rod slides to the end of the corresponding linear slide groove, the screw sleeve rotates out of the area where the threaded segment is located. In this state, the screw sleeve and the upper transmission shaft are no longer screwed together, but are normally gap-fitted, and the two can rotate relative to each other without interfering with each other.

[0038] Those skilled in the art should understand that the first and second in the present application are only used to distinguish the gears and other components on the adjacent two transmission shafts. For example, for a certain transmission shaft located in the middle, its gear is regarded as the first gear when it is driven to rotate as the driving shaft, and its gear is regarded as the second gear when it is driven as the driven shaft.

[0039] The time delay process of the present application is as follows:

[0040] In the initial state, the upper transmission shaft remains stationary, the second gear is not engaged with the first gear, the screw sleeve is screwed with the upper transmission shaft, and the first connecting rod is located at one end of the linear slide groove.

[0041] When the upper transmission shaft starts to rotate, the screw sleeve moves linearly along the linear slide groove until the first connecting rod reaches the other end of the linear slide groove. In this process, the screw sleeve drives the bearing assembly to move linearly synchronously through the second connecting rod, and drives the lower transmission shaft to move linearly synchronously.

[0042] When the first connecting rod reaches the other end of the linear slide groove, the upper transmission shaft and the screw sleeve thereon are disengaged from the threaded connection and are freely gap-fitted, and at the same time, the second gear reaches the area where the first gear is located to complete the engagement.

[0043] With the continuous rotation of the upper transmission shaft, the second gear is driven to rotate by the first gear, and the lower transmission shaft starts to rotate.

[0044] It can be seen that, in the scheme, except for the first transmission shaft from top to bottom located at the top, the rest of the transmission shafts and the corresponding wire winder can be axially displaced within a certain range.

[0045] Preferably, the driving assembly comprises lifting columns located at both ends of the accommodation groove, and a plurality of longitudinal through holes are arranged on the lifting columns, the through holes correspond to the blocking ropes one by one, and the blocking ropes pass through the corresponding through holes.

[0046] The scheme uses the lifting column to drive each blocking rope to rise from the accommodation groove to the required height, and since the through holes on the lifting column are longitudinally distributed, it can ensure that there is a height difference between the adjacent two blocking ropes, thereby ensuring that each blocking rope will not be entangled and knotted during the lifting process. In addition, in order to normally jack up and store the blocking rope, the length of the blocking rope must have a certain margin, so when the stalled vehicle reaches the blocking rope, the blocking rope can be pushed downward in the downhill direction first, so that the blocking rope is gradually fully tensioned in the stressed state. During this process, the blocking rope can be better buffered and protected, reducing the damage probability of the blocking rope and reducing the maintenance and replacement frequency of the application.

[0047] In the scheme, the lifting column can be lifted in any existing way, and it is preferred to be completely retracted into the accommodation groove; the specific length of the blocking rope needs to meet the storage and lifting requirements.

[0048] Based on the blocking method of the above-mentioned tunnel construction ramp vehicle blocking device, when the controller receives the blocking signal, the driving assembly is started, each blocking rope is pulled out from the accommodation groove, each blocking rope is transversely arranged in the lane, and the uppermost blocking rope is at least higher than half of the total height of the lane.

[0049] Compared with the prior art, the application has the following advantages and beneficial effects:

[0050] 1. The ramp vehicle blocking device for tunnel construction and the blocking method thereof abandon the mode of adding a gentle slope section or an escape lane, do not need to increase the length of the tunnel and the construction difficulty of the tunnel itself; meanwhile, the technical idea of actively setting a large friction coefficient deceleration device on the ground is abandoned, and the technical problem of the need for long-distance paving in a short time is avoided, a set of blocking ropes corresponding to a containing groove only need to be set on one section of the lane, the device occupies very small space in the length direction of the lane and has very fast response speed, and the blocking effect on the stalled vehicle in the tunnel construction process can be fully improved.

[0051] 2. The ramp vehicle blocking device for tunnel construction and the blocking method thereof, when blocking the stalled vehicle, the stress position of the vehicle is no longer located at the wheel position at the bottom, but is located at the height of each blocking rope, so that even in the case of too fast speed and too large inertia, the risk of cargo overturning does not occur, and the blocking stability and safety of the stalled vehicle are significantly improved.

[0052] 3. The ramp vehicle blocking device for tunnel construction and the blocking method thereof can effectively avoid the mutual entanglement and knotting of the blocking ropes in the containing groove.

[0053] 4. The ramp vehicle blocking device for tunnel construction and the blocking method thereof can effectively avoid the mutual entanglement and knotting of the blocking ropes in the tensioning process.

[0054] 5. The ramp vehicle blocking device for tunnel construction and the blocking method thereof can realize the purpose of tensioning the blocking ropes one by one through the output of power of a power device, ensure that the blocking ropes stacked in the containing groove can be tensioned one by one from top to bottom, avoid the problem of entanglement and knotting in the tensioning process when all the blocking ropes are tensioned at the same time, significantly improve the use stability of the application, and be more conducive to the effective blocking of the stalled vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0055] The accompanying drawings, which are included to provide a further understanding of the embodiments of the application and constitute a part of this application, do not constitute a limitation to the embodiments of the application. In the drawings:

[0056] Figure 1 is a sectional view of a specific embodiment of the application;

[0057] Figure 2 is a sectional view of the containing groove in the specific embodiment of the application;

[0058] Figure 3 is a structural view of one end of the containing groove in the specific embodiment of the application;

[0059] Figure 4The schematic view of the anchor structure in the embodiment of the present application;

[0060] Figure 5 The sectional view of the anchor structure in the embodiment of the present application;

[0061] Figure 6 The schematic view of the working process of the driving assembly in the embodiment of the present application;

[0062] Figure 7 The schematic view of the blocking state of the embodiment of the present application.

[0063] The marks in the drawings and the corresponding names of parts:

[0064] 1- Inclined shaft, 2- Containing groove, 3- Blocking cable, 4- Partition, 5- First baffle, 6- Second baffle, 7- First limiting block, 8- Second limiting block, 9- Anchor, 10- Anchor rod, 11- Cable exit hole, 12- Guide groove, 13- Wire winder, 14- Power device, 15- Transmission shaft, 16- First gear, 17- Spiral sliding sleeve, 18- Second gear, 19- Bearing assembly, 20- First connecting rod, 21- Straight-line sliding slot, 22- Second connecting rod, 23- Lifting column. DETAILED DESCRIPTION

[0065] In order to make the purpose, technical scheme and advantages of the present application more clear, the present application is further described in detail below with examples and drawings, the illustrative embodiments of the present application and the description thereof are only used to explain the present application, and are not used as the limitation of the present application. In the description of the present application, it should be understood that the orientation or position relationship indicated by the terms "front", "back", "left", "right", "up", "down", "vertical", "horizontal", "high", "low", "inner", "outer" and the like is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the protection scope of the present application.

[0066] Example 1:

[0067] As Figure 1 shown in the drawings, a ramp vehicle blocking device for tunnel construction, comprising a ramp 1 with a slope, a containing groove 2 is arranged across the ramp 1 at the lower part of the ramp 1; further comprising a plurality of blocking cables 3 arranged in the containing groove 2, a driving assembly for tensioning the blocking cables 3, and the two ends of the blocking cables 3 are respectively anchored to the side walls on both sides of the width direction of the ramp 1.

[0068] In the embodiment, each barrier cable 3 is hidden in the accommodating groove 2 in normal state, and when the controller receives a barrier signal, the control driving assembly is started to tighten each barrier cable from both ends and make it stretch to cross the lane section.

[0069] Preferably, the barrier cable 3 is a steel cable woven by several steel wire ropes.

[0070] Embodiment 2:

[0071] A lane vehicle barrier device for tunnel construction, based on the embodiment 1, as shown in Figure 2 and Figure 3 The bottom of the accommodating groove 2 is provided with a partition plate 4, the partition plate 4 is arranged along the width direction of the lane 1, and the groove width on both sides of the partition plate 4 is greater than the outer diameter of the barrier cable 3 and less than twice the outer diameter of the barrier cable 3.

[0072] First and second flaps 5 and 6 are respectively hinged on both sides of the groove wall along the length direction of the lane 1 at both ends of the accommodating groove 2, the first and second flaps 5 and 6 have a gap with the groove wall along the width direction of the lane 1, the gap width is greater than the outer diameter of the barrier cable 3; the first and second flaps 5 and 6 are respectively located above both sides of the partition plate 4.

[0073] In a more preferred embodiment, it further comprises a first limiting block 7 for limiting the downward turning of the first flap 5 and a second limiting block 8 for limiting the downward turning of the second flap 6, the first and second limiting blocks 7 and 8 are both fixed on the groove wall of the accommodating groove 2.

[0074] When the first flap 5 abuts against the first limiting block 7 and the second flap 6 abuts against the second limiting block 8, the lower surface of the second flap 6 is in contact with the upper surface of the first flap 5.

[0075] Preferably, the first and second flaps 5 and 6 are hinged with the groove wall through a rotating shaft and a torsional spring, and the first and second flaps 5 and 6 always have a downward turning trend through the torsional spring.

[0076] Embodiment 3:

[0077] A lane vehicle barrier device for tunnel construction, based on any of the above embodiments, an anchoring part 9 is installed on both sides of the side wall along the width direction of the lane 1, the anchoring part 9 is anchored in the mountain body through an anchor rod 10, and both ends of the barrier cable 3 are located in the anchoring part 9 on both sides.

[0078] As shown in Figure 4As shown, the anchor 9 is provided with a plurality of out-haul holes 11 corresponding to the blocking ropes 3 and guide grooves 12 communicating with the out-haul holes 11; the out-haul holes 11 are located at the top of the corresponding guide grooves 12, and the bottom of the guide grooves 12 is open. In the uphill direction of the lane 1, the height of each guide groove 12 decreases in turn, as shown by the arrow direction in Figure 4 .

[0079] The anchor rod 10 used in the embodiment is a hollow anchor rod corresponding to the blocking ropes 3, the end of the blocking rope 3 is grouted and fixed in the corresponding hollow anchor rod, and is pulled out from the corresponding out-haul hole 11; the driving assembly includes a winding device 13 matched with the blocking rope 3, a power device 14 for driving the rotation of each winding device 13, and a transmission mechanism connected between the power device 14 and each winding device 13.

[0080] The transmission mechanism includes a plurality of transmission shafts 15 corresponding to the winding devices 13, and the transmission shaft 15 and the corresponding winding device 13 are fixedly matched in the circumferential direction;

[0081] The output end of the power device 14 is connected to the transmission shaft 15 corresponding to the first winding device 13 in the uphill direction of the lane 1;

[0082] In the uphill direction of the lane 1, there is a time delay mechanism between any two adjacent transmission shafts 15, and the time delay mechanism is used to make the lower transmission shaft 15 rotate with a time delay compared with the upper transmission shaft 15.

[0083] Preferably, the time delay mechanism can be realized by a clutch.

[0084] Preferably, the power device 14 is an electric motor.

[0085] Embodiment 4:

[0086] A lane vehicle blocking device for tunnel construction, based on embodiment 3, the time delay mechanism is specially designed in this embodiment, as shown in Figure 5 For two adjacent transmission shafts 15, the time delay mechanism includes a first gear 16 fixed on the upper transmission shaft 15, a spiral sliding sleeve 17 assembled on the upper transmission shaft 15, a second gear 18 fixed on the lower transmission shaft 15, and a bearing assembly 19, the spiral sliding sleeve 17 is slidingly matched in a linear sliding groove 21 inside the anchor 9 through a first connecting rod 20, and the long axis of the linear sliding groove 21 is parallel to the upper transmission shaft 15, the bearing assembly 19 and the spiral sliding sleeve 17 are connected through a second connecting rod 22;

[0087] In the initial state, the upper transmission shaft 15 is not rotating, the second gear 18 is not engaged with the first gear 16, and the threaded sleeve 17 is in threaded engagement with the upper transmission shaft 15.

[0088] When the first connecting rod 20 slides to the end of the stroke in the corresponding straight sliding slot 21, the second gear 18 is engaged with the first gear 16, and the threaded sleeve 17 is in clearance fit with the upper transmission shaft 15, and the two can freely rotate relative to each other.

[0089] In this embodiment, except for the uppermost first transmission shaft from top to bottom, the transmission shafts and their corresponding wire winders are provided with sliding slots for axial sliding of the transmission shafts in the wire winders; the transmission shafts and the corresponding sliding slots are in spline fit to ensure that the transmission shafts can axially slide relative to the wire winders but cannot rotate relative to each other.

[0090] In this embodiment, the length of each straight sliding slot and the length of the sliding slot in the aforementioned wire winder for axial sliding of the transmission shaft are adaptively set according to specific working conditions.

[0091] Embodiment 5:

[0092] A ramp vehicle blocking method for tunnel construction is realized based on the blocking device of any of the preceding embodiments, and the specific method comprises:

[0093] Each blocking cable 3 is stored in the containing groove 2;

[0094] When the controller receives the blocking signal, the driving assembly tension each blocking cable 3 from both sides, pulls each blocking cable 3 out of the containing groove 2, and makes each blocking cable 3 span in the lane 1, and the lowest height of the uppermost blocking cable 3 is at least higher than 1 / 2 of the total height of the lane 1.

[0095] In a more preferred embodiment, the method of storing each blocking cable 3 in the containing groove 2 comprises:

[0096] Connecting one end of the blocking cable with the anchor 9 on one side, and sequentially making each blocking cable pass through the corresponding cable outlet hole 11 and enter the corresponding guide slot 12, and making the blocking cable enter the containing groove from the gap between the first baffle 5, the second baffle 6 and the groove wall;

[0097] From bottom to top, each blocking cable is sequentially staggered into the containing groove on both sides of the partition plate 4 along the arrangement height of the blocking cable, until all the blocking cables are sequentially stacked in the containing groove on both sides of the partition plate 4;

[0098] Connecting the other end of each blocking cable with the anchor 9 on the other side.

[0099] In a more preferred embodiment, after each blocking cable 3 is stored in the containing groove 2, sand particles can be filled into the containing groove.

[0100] In a more preferred embodiment, the connection method of the blocking cable and the anchor 9 is that the end of the blocking cable is inserted into the hollow anchor rod, the anchor 9 is tightly attached to the tunnel side wall, and the anchor hollow anchor rod is grouted.

[0101] In a more preferred embodiment, the blocking signal received by the controller can be sent by a speed sensor, a visual acquisition device, etc. arranged in the tunnel, or can be sent by a remote control device placed on the carrying vehicle.

[0102] In a more preferred embodiment, the method of driving the driving assembly to tension each blocking cable 3 from both sides includes:

[0103] In the initial state, all transmission shafts are kept stationary, and the gears on any two adjacent transmission shafts are not engaged.

[0104] When the motor drives the first transmission shaft (i.e. the uppermost transmission shaft in the middle) to start rotating, the helical sleeve on the driving shaft moves linearly along the corresponding linear sliding groove until the corresponding first connecting rod reaches the other end of the linear sliding groove. In this process, the helical sleeve drives the bearing assembly to move linearly synchronously through the second connecting rod, and drives the second transmission shaft (i.e. the middle transmission shaft in the middle) to move linearly synchronously. Figure 6 Figure 6 When the first connecting rod corresponding to the first transmission shaft reaches the other end of the corresponding linear sliding groove, the first transmission shaft and the helical sleeve thereon are disengaged from the threaded connection and can rotate relative to each other, and at the same time the gears on the second transmission shaft are engaged with the gears on the first transmission shaft.

[0105] With the continued rotation of the first transmission shaft, the second transmission shaft begins to rotate.

[0106] By analogy, the third transmission shaft (i.e. the lowermost transmission shaft in the middle) is driven by the second transmission shaft to start rotating with a time delay.

[0107] The above tensioning process is shown in Figure 6 .

[0108] It should be noted that, Figure 6 and

[0109] It should be noted that, Figure 5 and Figure 6 In order to clearly show the time delay mechanism, only three blocking cables 3 are shown, and only the detailed structure of the specific time delay mechanism between the first and second transmission shafts and the corresponding reference numerals are shown, which do not limit the number of blocking cables in the present application. It should be understood by those skilled in the art that within the range of the structure that can be borne, the more the number of blocking cables distributed obliquely on the anchor 9 in the present application, the better the short-term interception effect on the stalled carrying vehicle.

[0110] ​Example 6:

[0111] A vehicle blocking device for ramps during tunnel construction, such as Figure 7 As shown, the system includes a lane 1 with a slope, and a receiving groove 2 spanning the lane 1 at its lower part; it also includes several barrier cables 3 placed within the receiving groove 2, and a drive assembly for tensioning the barrier cables 3. The two ends of each barrier cable 3 are anchored to the side walls of the lane 1 in the width direction. The drive assembly includes lifting columns 23 located at both ends of the receiving groove 2. Each lifting column 23 has several longitudinally distributed through holes, each corresponding to a barrier cable 3, through which the barrier cable 3 passes.

[0112] In this embodiment, the lane 1 is located between the two rising bollards 23; the rising bollards 23 adopt a multi-stage electronically controlled lifting structure, and when they descend to the bottom of their travel, the two rising bollards 23 together with the blocking cables 3 between them are completely retracted into the receiving slot 2.

[0113] When it is necessary to stop a stalled vehicle, the rising bollards 23 on both sides are raised simultaneously, carrying each blocking cable 3 out of the receiving slot 2, so that each blocking cable 3 spans across the lane 1.

[0114] In a more preferred embodiment, a layer of flexible material may be coated on the surface of the barrier cable 3.

[0115] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0116] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Additionally, the term "connection" as used herein, unless otherwise specified, can refer to a direct connection or an indirect connection via other components.

Claims

1. A vehicle blocking device for a ramp during tunnel construction, comprising a lane (1) with a slope, characterized in that, The lower part of the lane (1) is provided with a receiving groove (2) that spans the lane; it also includes a plurality of blocking cables (3) placed in the receiving groove (2) and a drive assembly for tensioning the blocking cables (3), the two ends of the blocking cables (3) being anchored to the two side walls of the lane (1) in the width direction respectively. The bottom of the receiving groove (2) is provided with a partition (4), the partition (4) is arranged along the width direction of the lane (1), and the groove width on both sides of the partition (4) is greater than the outer diameter of the barrier cable (3) and less than twice the outer diameter of the barrier cable (3); At both ends of the receiving groove (2), on the two sides of the groove wall along the length direction of the lane (1), a first baffle (5) and a second baffle (6) are respectively hinged. There is a gap between the first baffle (5), the second baffle (6) and the groove wall of the receiving groove (2) along the width direction of the lane (1). The gap width is greater than the outer diameter of the barrier cable (3). The first baffle (5) and the second baffle (6) are respectively located above the two sides of the partition (4). Anchoring elements (9) are installed on both sides of the width direction of the lane (1). The anchoring elements (9) are anchored in the mountain by anchor rods (10). The two ends of the barrier cable (3) are located in the anchoring elements (9) on both sides respectively. The drive assembly includes a winder (13) that cooperates with the arresting cable (3), a power unit (14) for driving each winder (13) to rotate, and a transmission mechanism connected between the power unit (14) and each winder (13). The transmission mechanism includes a plurality of transmission shafts (15) corresponding one-to-one with the winding device (13), and the transmission shafts (15) and the corresponding winding devices (13) are fixedly engaged in the circumferential direction. The output end of the power unit (14) is connected to the drive shaft (15) corresponding to the first winder (13) along the uphill direction of the lane (1); Along the uphill direction of the lane (1), there is a delay mechanism between any two adjacent drive shafts (15), which is used to delay the rotation of the lower drive shaft (15) relative to the upper drive shaft (15). The delay mechanism includes a first gear (16) fixed on the upper drive shaft (15), a spiral sleeve (17) mounted on the upper drive shaft (15), and a second gear (18) and a bearing assembly (19) fixed on the lower drive shaft (15). The spiral sleeve (17) is slidably fitted in a straight groove (21) inside the anchor (9) through a first connecting rod (20), and the long axis of the straight groove (21) is parallel to the upper drive shaft (15). The bearing assembly (19) and the spiral sleeve (17) are connected by a second connecting rod (22). When the upper drive shaft (15) is not rotating, the second gear (18) separates from the first gear (16), and the spiral sleeve (17) is threadedly engaged with the upper drive shaft (15); When the first link (20) slides to the end of its stroke in the corresponding linear groove (21), the second gear (18) meshes with the first gear (16), and the spiral sleeve (17) is in clearance fit with the upper drive shaft (15).

2. The vehicle blocking device for a ramp in tunnel construction according to claim 1, characterized in that, It also includes a first limiting block (7) for limiting the first baffle (5) to flip downwards and a second limiting block (8) for limiting the second baffle (6) to flip downwards. The first limiting block (7) and the second limiting block (8) are both fixed to the wall of the receiving groove (2). When the first baffle (5) abuts against the first limiting block (7) and the second baffle (6) abuts against the second limiting block (8), the lower surface of the second baffle (6) contacts the upper surface of the first baffle (5).

3. The vehicle blocking device for a ramp during tunnel construction according to claim 1, characterized in that, The surface of the anchor (9) has several cable outlet holes (11) corresponding to the barrier cable (3) and guide grooves (12) communicating with the cable outlet holes (11); the cable outlet holes (11) are located at the top of the corresponding guide grooves (12), and the bottom of the guide grooves (12) are open; along the uphill direction of the lane (1), the height of each guide groove (12) decreases sequentially.

4. A vehicle blocking device for a ramp during tunnel construction according to claim 3, characterized in that, The anchor rod (10) is a hollow anchor rod that corresponds one-to-one with the barrier cable (3). The end of the barrier cable (3) is fixed in the corresponding hollow anchor rod and passes through the corresponding cable outlet hole (11).

5. A method for blocking vehicles on a ramp during tunnel construction, based on any one of claims 1 to 4, characterized in that, When the controller receives the blocking signal, it starts the drive assembly to pull each blocking cable (3) out of the receiving slot (2) so that each blocking cable (3) spans across the lane (1) and the height of the uppermost blocking cable (3) is at least 1 / 2 higher than the total height of the lane (1).

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