Highway tunnel fire escape method
By deploying smoke sensors inside the tunnel to calculate escape directions and using lighting and laser guidance, the problem of not being able to guide the best escape route in tunnel fires has been solved, improving the survival rate and escape efficiency of people in fires.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHINA RAILWAY NO 3 GRP CO LTD
- Filing Date
- 2026-03-05
- Publication Date
- 2026-06-12
Smart Images
Figure CN122200880A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of road safety, and specifically relates to a method for fire avoidance in highway tunnels. Background Technology
[0002] With the rapid development of highway construction in my country, the number of highway tunnels is increasing, and so are the number of fire incidents inside tunnels. The environment inside a tunnel is relatively enclosed; once a fire breaks out, if it is not extinguished promptly, the fire will spread rapidly through the tunnel, and firefighters need time to reach the scene. Therefore, guiding people inside a tunnel to effectively save themselves during a fire is an extremely important issue.
[0003] Statistics show that over 60% of fire fatalities are caused by smoke inhalation, primarily due to its toxicity and the presence of fine particulate matter. When the carbon monoxide concentration in the air reaches 1.3%, a person will become unconscious after just a few breaths and die within minutes. In the event of a fire in a tunnel, one should seek an escape route in the opposite direction of the smoke flow (upwind), and not run with the wind, otherwise, they are easily caught by the smoke and suffer injury or death. Therefore, knowing how to properly escape a tunnel fire is crucial.
[0004] Existing tunnel navigation systems only indicate the direction and distance of escape exits, and cannot guide the best escape routes and directions based on the fire situation and smoke patterns. Furthermore, when the smoke concentration inside the tunnel is high, visibility drops drastically, and normal lighting systems, which simulate natural light, have low penetrating power in the smoke, posing significant challenges to firefighting and evacuation efforts. Summary of the Invention
[0005] In order to solve at least one of the above-mentioned technical problems in the prior art, the present invention provides a method for fire avoidance in highway tunnels.
[0006] This invention is achieved using the following technical solution: a method for fire avoidance in highway tunnels, comprising: Multiple smoke sensors are evenly distributed along the direction of vehicle travel inside the highway tunnel, and the smoke sensing data of each smoke sensor is monitored in real time. When a fire breaks out in a highway tunnel, the smoke sensor closest to the ignition point is marked as the fire source location, and smoke sensing data generated by N smoke sensors located on both sides of the fire source location are received within a first preset time range. Based on smoke sensing data and highway tunnel parameters, evaluation indicators for evacuation directions on both sides of the fire source location are calculated. Based on the evaluation index of fire source avoidance from both sides, the direction corresponding to the smaller value is selected as the preferred fire avoidance direction in highway tunnel fires.
[0007] Preferably, based on smoke sensing data and highway tunnel parameters, evaluation indicators for evacuation directions on both sides of the fire source location are calculated, including: Based on smoke sensing data, calculate the first decision factor characterizing the direction of smoke spread; Based on highway tunnel parameters, a second decision factor characterizing the ease of hazard avoidance is calculated. The evaluation index of the avoidance directions on both sides of the fire source location is obtained by weighted summation of the first and second decision factors.
[0008] Preferably, the first decision factor includes a first decision factor on the first side of the fire source location and a first decision factor on the second side of the fire source location; wherein, Based on smoke sensing data, the first decision factor characterizing the direction of smoke spread is calculated, including: The smoke sensor at the location of the fire source is labeled as follows: i The analog data of smoke sensing data generated by N smoke sensors on the first side of the fire source location is obtained. After analog-to-digital conversion, the digital data of smoke sensing data generated by N smoke sensors on the first side of the fire source location is obtained, which are represented as X. i-n X i-n+1 ...X i-1 ; The analog data of smoke sensing data generated by N smoke sensors on the second side of the fire source location is obtained. After analog-to-digital conversion, the digital data of smoke sensing data generated by N smoke sensors on the second side of the fire source location is obtained, denoted as Xi+1, ..., X. i+n-1 X i+n ; Based on the digital data of smoke sensing data generated by N smoke sensors on the first side of the fire source location, a first decision factor for the first side of the fire source location, representing the spread of smoke to the first side of the fire source location, is calculated. Based on the digital data of smoke sensing data generated by N smoke sensors on the second side of the fire source location, a first decision factor for the second side of the fire source location, representing the spread of smoke to the second side of the fire source location, is calculated.
[0009] Preferably, the second decision factor includes a second decision factor on the first side of the fire source location and a second decision factor on the second side of the fire source location; the highway tunnel parameters include at least the installation interval of smoke sensors inside the highway tunnel and the length of the highway tunnel; wherein, Based on highway tunnel parameters, a second decision factor characterizing the ease of hazard avoidance is calculated, including: Based on the smoke sensor labels at the fire source location and the installation interval of smoke sensors in highway tunnels, a second decision factor for the first side of the fire source location, which characterizes the ease of evacuation on the first side of the fire source location, is calculated. Based on the second decision factor of the first side of the fire source location and the length of the highway tunnel, the second decision factor of the second side of the fire source location, which characterizes the convenience of evacuation on the second side of the fire source location, is calculated.
[0010] Preferably, the evaluation indicators for the evacuation directions on both sides of the fire source location include evaluation indicators for the evacuation direction on the first side of the fire source location and evaluation indicators for the evacuation direction on the second side of the fire source location; wherein, The calculation formula for the evaluation index of the evacuation directions on both sides of the fire source location is expressed as follows: Among them, Q1 is the evaluation index for the first evacuation direction from the fire source location, and Q2 is the evaluation index for the second evacuation direction from the fire source location. A1 Q is the primary decision factor for the location of the fire source on the first side. A2 Q is the first decision factor on the second side of the fire source location. B1 Q is the second decision factor on the first side of the fire source location. B2 The second decision factor is the location of the fire source on the second side, v1 is the first weight coefficient, and v2 is the second weight coefficient.
[0011] Preferably, based on the evaluation index of hazard avoidance in both directions from the fire source, the direction corresponding to the smaller value is selected as the preferred hazard avoidance direction for highway tunnel fires, including: If Q1 < Q2, then the direction on the first side of the fire source location is determined to be the preferred escape direction for fires in highway tunnels. If Q1 > Q2, then the direction on the second side of the fire source location is determined to be the preferred direction for fire evacuation in highway tunnels.
[0012] Preferably, after selecting the preferred fire evacuation direction in the highway tunnel, the system further includes a control and indication system that issues an indication signal to indicate the preferred fire evacuation direction in the highway tunnel; wherein, the indication system comprises multiple lighting systems uniformly arranged within the highway tunnel, with each lighting system correspondingly positioned near the smoke sensor; the lighting system includes: an installation mechanism, a lighting mechanism, and a control mechanism; The mounting mechanism includes a mounting plate and multiple mounting bases, each of which is mounted on the mounting plate; The lighting mechanism includes multiple lights, each of which is mounted on a mounting plate; The control mechanism is mounted on the mounting plate, the smoke sensor is mounted on the mounting plate, and the smoke sensor is electrically connected to the control mechanism. In the event of a fire inside the tunnel, the smoke sensor closest to the fire source detects the smoke and sends an alarm signal. The smoke sensor closest to the fire source, along with N smoke sensors on either side of it, transmits the generated smoke data to the upper-level controller via a corresponding control mechanism. The upper-level controller then calculates and determines the preferred evacuation direction for a fire in the highway tunnel and controls the lighting mechanism to indicate this direction, guiding personnel to a safe location quickly.
[0013] Preferably, the lighting mechanism further includes a pointing component; The pointing assembly includes a pointing light and a pointing laser. The pointing light is fixedly mounted on the mounting plate, and there are two pointing lights, namely the first pointing light and the second pointing light. There are two sets of pointing lasers, namely the first pointing laser and the second pointing laser. The first pointing light and the first pointing laser point to the first side of the fire source position, and the second pointing light and the second pointing laser point to the second side of the fire source position. The first pointing light, the second pointing light, the first pointing laser, and the second pointing laser are electrically connected to the controller.
[0014] Preferably, the lighting mechanism further includes an adjustment component and a steering component; The adjustment assembly includes a first adjustment assembly and a second adjustment assembly; wherein, The first adjustment assembly includes a first adjustment motor, a first adjustment frame, a first adjustment block, a first adjustment screw, a first intermediate rod, a first active adjustment rod, and a first passive adjustment rod. The first adjustment frame is mounted on a mounting plate; the first adjustment screw is rotatably mounted on the first adjustment frame; the first adjustment block is slidably mounted on the first adjustment frame and threadedly connected to the first adjustment screw; the first adjustment motor is mounted on the first adjustment frame, and the first adjustment screw is drively connected to the first adjustment motor; a first pointing laser light is mounted on the first adjustment block; one end of the first active adjustment rod is hinged to the first adjustment block, and the other end of the first active adjustment rod is hinged to the first passive adjustment rod; one end of the first passive adjustment rod is hinged to the bottom end of the first adjustment frame; multiple first passive adjustment rods are provided, and the other end of each first passive adjustment rod is hinged to the first intermediate rod; two first passive adjustment rods correspond to one first intermediate rod; there are two first intermediate rods; and a first pointing laser light is mounted on the first passive intermediate rod. The structure of the second adjustment assembly is identical to that of the first adjustment assembly. The steering assembly includes a first steering assembly and a second steering assembly; The first steering assembly includes a first upper steering plate, a first lower steering plate, a first steering bolt, a first mounting rod, a first steering motor, and a first steering seat. The first upper steering plate is mounted on a first intermediate rod, and the first lower steering plate is rotatably mounted on the bottom end of the first upper steering plate. A first steering groove is formed on the first upper steering plate. One end of the first steering bolt is mounted on the first lower steering plate. The first steering bolt is adjusted through the first steering groove and fixes the first lower steering plate on the first upper steering plate. The first mounting rod is mounted on the bottom end of the first lower steering plate. A first pointing laser light is mounted on the first mounting rod. The first steering motor is mounted on the bottom end of the first mounting rod, and the first steering seat is rotatably mounted on the bottom end of the first mounting rod. The first steering seat is drively connected to the first steering motor, and the first pointing laser light is mounted on the first steering seat. The structure of the second steering assembly is exactly the same as that of the first steering assembly.
[0015] Preferably, the pointing component further includes a first pointing laser control mechanism and a second pointing laser control mechanism; The first pointing laser light control mechanism includes: a first pointing frame, a first pointing telescopic cylinder, a first pointing frame, a first pointing lever, a first pointing slide block, and a first pointing slide rod. The first pointing frame is mounted on a first steering seat, the first pointing telescopic cylinder is mounted on the first pointing frame, the first pointing frame is mounted on the telescopic rod of the first pointing telescopic cylinder, and all the first pointing levers are sequentially hinged at both ends. One end of the first pointing lever slides within the first pointing frame, the first pointing slide block is mounted on the first pointing lever, and the first pointing slide block slides within the first pointing frame via the first pointing slide rod. The first pointing laser light is mounted on the first pointing slide block. The structure of the second directional laser light control mechanism is exactly the same as that of the first directional laser light control mechanism.
[0016] Compared with the prior art, the beneficial effects of the present invention are: This invention provides a fire escape method that, through a segmented decision-making algorithm, enables comprehensive decision-making regarding the optimal escape direction for personnel in different locations within a tunnel. This improves the survival rate during a fire and guides personnel to escape in the correct direction based on the fire's spread. Furthermore, it dynamically adjusts guidance information based on changes in fire intensity and location to prevent personnel from missing self-rescue opportunities. The method also determines whether to guide personnel to use firefighting equipment to control the fire or to guide them to escape based on the size and direction of the fire, issuing corresponding guidance information to direct effective self-rescue.
[0017] This invention improves the reliability of the lighting system by incorporating a lighting device that provides optimal illumination when functioning normally, facilitating quick and safe evacuation from hazardous areas. This ensures effective lighting even in smoky conditions, enabling personnel to identify escape exits. A directional laser light projects a directional laser beam onto the tunnel road or roadside wall, leveraging the laser's high light transmittance to further enhance guidance reliability. An adjustment mechanism, driven by a motor, rotates an adjusting screw, lowering an adjusting block to find a more suitable illumination position and height. Attached Figure Description
[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 This is a flowchart illustrating a method for fire avoidance in highway tunnels provided by the present invention.
[0020] Figure 2 This is a schematic diagram of the overall structure of the lighting system in a fire avoidance method for highway tunnels provided by the present invention.
[0021] Figure 3 This is a front structural schematic diagram of the lighting system in a fire avoidance method for highway tunnels provided by the present invention.
[0022] Figure 4 This is a cross-sectional view of the lighting system in a fire avoidance method for highway tunnels provided by the present invention.
[0023] Figure 5 This is a schematic diagram of the pointing component in a method for avoiding fires in highway tunnels provided by the present invention.
[0024] Figure 6 This is a schematic diagram of the overall control logic of a fire avoidance method for highway tunnels provided by the present invention.
[0025] Figure 7 This is a schematic diagram of the main controller program logic for a highway tunnel fire avoidance method provided by the present invention.
[0026] Figure 8 This is a schematic diagram of the control mechanism program logic of a fire avoidance method for highway tunnels provided by the present invention.
[0027] Figure 9This is a schematic diagram of the angular velocity curve of the laser-guided adjustment motor in a fire avoidance method for highway tunnels provided by the present invention.
[0028] Figure 10 This is a schematic diagram of the angular velocity curve of the telescopic cylinder motor in a fire avoidance method for highway tunnels provided by the present invention. Detailed Implementation
[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0030] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should fall within the scope of the technical content disclosed in the present invention. It should be noted that in this specification, relational terms such as "first" and "second" are only used to distinguish one entity from several other entities, and do not necessarily require or imply any actual relationship or order between these entities.
[0031] This invention provides an embodiment: such as Figure 1 As shown, the present invention provides a method for fire avoidance in highway tunnels, comprising: S110: Multiple smoke sensors are evenly distributed along the direction of vehicle travel inside the highway tunnel, and the smoke sensing data of each smoke sensor is monitored in real time.
[0032] The smoke sensor involved in this invention is a gas-sensitive smoke sensor, which has both digital and analog signal output functions. When the detected smoke concentration is below a set threshold, it outputs a low level; when the detected smoke concentration is above the set threshold, it outputs a high level. The analog signal can specifically represent the magnitude of the smoke concentration and must be output after analog-to-digital conversion (ADC).
[0033] S120: When a fire breaks out in a highway tunnel, the smoke sensor closest to the ignition point is marked as the fire source location, and smoke sensing data generated by N smoke sensors located on both sides of the fire source location is received within a first preset time range.
[0034] When a fire breaks out inside a highway tunnel, the smoke sensor at the fire source location is labeled i. Within a 10-15 second timeframe after the fire starts, analog data of smoke sensing data generated by N smoke sensors on the first side of the fire source location is acquired. After analog-to-digital conversion, digital data of the smoke sensing data generated by the N smoke sensors on the first side of the fire source location is obtained, denoted as X. i-n X i-n+1 ...X i-1 ; Within a timeframe of 10-15 seconds after the start of the fire, analog data of smoke sensing data generated by N smoke sensors on the second side of the fire source location is acquired. After analog-to-digital conversion, digital data of the smoke sensing data generated by the N smoke sensors on the second side of the fire source location is obtained, denoted as Xi+1, ..., X. i+n-1 X i+n .
[0035] S130: Based on smoke sensing data and highway tunnel parameters, calculate the evaluation index of the evacuation directions on both sides of the fire source location.
[0036] Specifically, based on smoke sensing data, a first decision factor characterizing the direction of smoke spread is calculated; the first decision factor includes a first decision factor on the first side of the fire source location and a first decision factor on the second side of the fire source location.
[0037] Based on the parameters of the highway tunnel, a second decision factor representing the convenience of hazard avoidance is calculated; the second decision factor includes the second decision factor on the first side of the fire source location and the second decision factor on the second side of the fire source location.
[0038] The evaluation index of the avoidance directions on both sides of the fire source location is obtained by weighted summation of the first and second decision factors.
[0039] Specifically, based on the digital data of smoke sensing data generated by N smoke sensors on the first side of the fire source location, a first decision factor representing the spread of smoke to the first side of the fire source location is calculated. Based on the digital data of smoke sensing data generated by N smoke sensors on the second side of the fire source location, a first decision factor representing the spread of smoke to the second side of the fire source location is calculated.
[0040] Based on the smoke sensor labels at the fire source location and the installation interval of smoke sensors in the highway tunnel, a second decision factor for the first side of the fire source location, representing the ease of evacuation on the first side of the fire source location, is calculated; based on the second decision factor for the first side of the fire source location and the length of the highway tunnel, a second decision factor for the second side of the fire source location, representing the ease of evacuation on the second side of the fire source location, is calculated.
[0041] The evaluation indicators for the evacuation directions on both sides of the fire source location include the evaluation indicators for the first evacuation direction and the evaluation indicators for the second evacuation direction; among them, The calculation formula for the evaluation index of the evacuation directions on both sides of the fire source location is expressed as follows: Among them, Q1 is the evaluation index for the first evacuation direction from the fire source location, and Q2 is the evaluation index for the second evacuation direction from the fire source location. A1 Q is the primary decision factor for the location of the fire source on the first side. A2 Q is the first decision factor on the second side of the fire source location. B1 Q is the second decision factor on the first side of the fire source location. B2 The second decision factor is the location of the fire source on the second side, v1 is the first weight coefficient, and v2 is the second weight coefficient.
[0042] S140: Based on the evaluation index of fire source avoidance on both sides, the direction corresponding to the smaller value is selected as the preferred fire avoidance direction in highway tunnel fires.
[0043] If Q1 < Q2, then the direction on the first side of the fire source location is determined to be the preferred escape direction for fires in highway tunnels. If Q1 > Q2, then the direction on the second side of the fire source location is determined to be the preferred direction for fire evacuation in highway tunnels.
[0044] Unlike existing technologies, the fire escape method provided by this invention, through the design of a segmented decision-making algorithm, can achieve comprehensive decision-making on the optimal escape direction for personnel in different locations within a tunnel, improving the survival rate of personnel during a fire. It can guide personnel to escape in the precise direction based on the direction of fire spread. Furthermore, it can dynamically adjust guidance information based on changes in fire intensity and location, preventing personnel from missing self-rescue opportunities. Based on the size and direction of the fire, it can determine whether to guide personnel to use firefighting equipment to control the fire or to guide them to escape, issuing corresponding guidance information to direct personnel to carry out effective self-rescue.
[0045] After selecting the preferred fire evacuation direction in the highway tunnel, the system also includes a control and indication system that issues an indication signal. This signal indicates the preferred fire evacuation direction. The indication system comprises multiple lighting systems evenly distributed within the highway tunnel, each positioned near a smoke sensor. Figures 2-5 As shown, the lighting system includes: a mounting mechanism 100, a lighting mechanism 200, and a control mechanism 300; The mounting mechanism 100 includes a mounting plate 120 and a plurality of mounting seats 110, each mounting seat 110 being disposed on the mounting plate 120; The lighting mechanism 200 includes a plurality of lighting lamps 210, each lighting lamp 210 being mounted on the mounting plate 120; The control mechanism 300 is mounted on the mounting plate 120, the smoke sensor is mounted on the mounting plate 120, and the smoke sensor 320 is electrically connected to the control mechanism 300. In the event of a fire in the tunnel, the smoke sensor closest to the fire source detects the smoke and sends an alarm signal. The smoke sensor closest to the fire source, along with N smoke sensors on either side of it, transmits the generated smoke data to the upper controller via the corresponding control mechanism 300. The upper controller calculates and determines the preferred fire evacuation direction in the highway tunnel and controls the lighting mechanism 200 to indicate the preferred fire evacuation direction, guiding personnel to a safe area quickly.
[0046] In the event of a fire inside the tunnel, smoke sensors will quickly detect the presence of smoke and issue an alarm signal. At this time, control mechanism 300 will receive the position parameters transmitted by the lighting device control mechanism 300 that issued the alarm signal. Then, through the combined action of multiple control mechanisms 300, the lights 210 in the lighting devices pointing towards the nearest exit or emergency exit will be turned on, guiding personnel to a path to safety quickly.
[0047] The lighting fixture 210 includes both white and yellow light. Under normal conditions, the white light in the lighting fixture 210 is on. When smoke is detected, the control mechanism 300 switches the lighting fixture 210 to the yellow light, which has a higher light transmittance. This provides effective illumination even in areas with dense smoke, making it easier for personnel to identify the direction of escape exits. In areas with less smoke, the lighting fixture 210 uses normal light under normal conditions to provide good illumination, facilitating a quick and safe evacuation of personnel from the danger zone. This series of operations significantly improves the reliability of the lighting system's guidance effect.
[0048] In addition, such as Figure 2 and Figure 3In the lighting mechanism 200, a cleaning component 220 is also included, specifically comprising a telescopic cylinder 221, a connecting rod 222, a rotating rod 223, a cleaning plate 224, a transmission plate 225, and a transmission rod 226. The telescopic cylinder 221 is mounted on the mounting plate 120. One end of the connecting rod 222 is hinged to the telescopic rod of the telescopic cylinder 221. One end of the rotating rod 223 is rotatably mounted on the mounting plate 120, and the other end of the rotating rod 223 is hinged to the connecting rod 222. One end of the cleaning plate 224 is mounted on the rotating rod 223, and the other end of the cleaning plate 224 abuts against the surface of the lighting lamp 210. A transmission groove 227 is provided on the transmission plate 225. There are two transmission rods 226, which are mounted on the connecting rod 222 and slide within the transmission groove 227. One transmission rod 226 corresponds to one connecting rod 222, one connecting rod 222 corresponds to multiple cleaning plates 224, and one cleaning plate 224 corresponds to one lighting lamp 210.
[0049] Furthermore, a telescopic cylinder 221 has the ability to simultaneously drive two rows of cleaning plates 224 for cleaning, resulting in a more effective cleaning process. This allows for faster cleaning of the lighting lamps 210, providing timely illumination and guidance, and further enhancing the reliability of the device.
[0050] The lighting mechanism 200 also includes a pointing component 230; The pointing component 230 includes a pointing light 231 and a pointing laser light 232. The pointing light 231 is fixedly mounted on the mounting plate 120 and has two parts, namely a first pointing light 2311 and a second pointing light 2312. The pointing laser light 232 has two sets, namely a first pointing laser light 2321 and a second pointing laser light. The first pointing light 2311 and the first pointing laser light 2321 point towards the first side of the fire source position, and the second pointing light 2312 and the second pointing laser light point towards the second side of the fire source position. The first pointing light 2311, the second pointing light 2312, the first pointing laser light 2321 and the second pointing laser light are electrically connected to the control mechanism 300.
[0051] In the event of a fire in the tunnel, the control unit 300 determines the exact location of the fire. Subsequently, it activates the corresponding directional laser lights 232, projecting a clearly directional laser beam onto the tunnel's surface or sidewalls. This is because lasers have extremely high light transmittance, remaining clearly visible even in adverse environments such as smoke generated by a fire, thus greatly improving the reliability of escape guidance.
[0052] The lighting mechanism 200 also includes an adjustment component 240 and a steering component 250; The adjustment assembly 240 includes a first adjustment assembly 241 and a second adjustment assembly; wherein, The first adjustment assembly 241 includes a first adjustment motor 2411, a first adjustment frame 2412, a first adjustment block 2413, a first adjustment screw 2414, a first intermediate rod 2415, a first active adjustment rod 2416, and a first driven adjustment rod 2417. The first adjustment frame 2412 is mounted on the mounting plate 120. The first adjustment screw 2414 is rotatably mounted on the first adjustment frame 2412. The first adjustment block 2413 is slidably mounted on the first adjustment frame 2412 and threadedly connected to the first adjustment screw 2414. The first adjustment motor 2411 is mounted on the first adjustment frame 2412, and the first adjustment screw 2414 is threadedly connected to the first adjustment motor 2415. 11. Transmission connection; The first pointing laser light 2321 is mounted on the first adjusting block 2413; One end of the first active adjusting rod 2416 is hinged to the first adjusting block 2413, and the other end of the first active adjusting rod 2416 is hinged to the first driven adjusting rod 2417. One end of the first driven adjusting rod 2417 is hinged to the bottom end of the first adjusting frame 2412. Multiple first driven adjusting rods 2417 are provided. The other end of the first driven adjusting rod 2417 is hinged to the first intermediate rod 2415. Two first driven adjusting rods 2417 correspond to one first intermediate rod 2415. There are two first intermediate rods 2415. The first pointing laser light 2321 is mounted on the first driven intermediate rod 2415. The structure of the second adjustment component is the same as that of the first adjustment component 241; By incorporating adjustment components, the obstruction of other guiding lights by the directional laser lights can be effectively reduced. Under normal circumstances, other guiding lights need to provide sufficient illumination for the tunnel to ensure traffic safety and smooth flow. Without the obstruction of the directional laser lights, these guiding lights can function better, making the entire system more reliable under normal conditions. Secondly, the retracted directional laser lights are in a more stable state. In the daily tunnel environment, various factors may exist, such as vibration and airflow, which can damage extended directional laser lights. Retracting them greatly reduces the possibility of damage due to accidental collisions or other situations.
[0053] When the tunnel is in normal operation, the control mechanism 300 plays a crucial role, controlling the retraction of the adjusting block to a specific position. This embodiment uses the determination of the first side of the fire source location as the preferred fire evacuation direction in a highway tunnel as an example for illustration.
[0054] When an emergency occurs inside the tunnel and the first directional laser light 2321 is needed for guidance, the first adjusting motor 2411 activates, driving the first adjusting screw 2414 to rotate. As the screw rotates, the first adjusting block 2413 moves downwards, allowing the laser light 2321 to find a more suitable illumination position and height. In emergencies, the tunnel environment can be very complex, and different positions and heights significantly impact the guiding effect of the laser light 2321. By moving the first adjusting block 2413 downwards, precise adjustments can be made according to the actual situation, ensuring that the laser light 2321 provides clear escape guidance to people inside the tunnel at the optimal angle and position. Whether in smoke-filled areas or in corners with obstructed vision, the laser light 2321 plays its maximum role, providing strong protection for people's lives.
[0055] When the first directional laser light 2321 needs to be retracted or extended, the first adjusting block 2413 becomes the key actuator. As the first adjusting block 2413 moves, the connected first driven adjusting rod 2417 also retracts or extends accordingly. Through the precise movement of the first adjusting block 2413, the first driven adjusting rod 2417 can achieve greater ranges of retraction and extension. This flexibility makes the illumination range of the first directional laser light 2321 in the tunnel more adaptable. Whether in different locations within the tunnel or facing different levels of emergency, the position and illumination angle of the first directional laser light 2321 can be adjusted by moving the first adjusting block 2413 to achieve optimal guidance.
[0056] The greater range of contraction and extension means that the first directional laser light 2321 can better adapt to various complex tunnel environments. In narrow areas or curves, by adjusting the length and angle of the first directional laser light 2321, its illumination range can be ensured to cover all possible escape directions, providing clear and unambiguous guidance to people in danger.
[0057] Steering assembly 250 includes a first steering assembly 251 and a second steering assembly; The first steering assembly 251 includes a first upper steering plate 2511, a first lower steering plate 2512, a first steering bolt 2513, a first mounting rod 2514, a first steering motor 2515, and a first steering seat 2516. The first upper steering plate 2511 is mounted on the first intermediate rod 2415, and the first lower steering plate 2512 is rotatably mounted on the bottom end of the first upper steering plate 2511. A first steering groove 2517 is formed on the first upper steering plate 2511. One end of the first steering bolt 2513 is mounted on the first lower steering plate 2512, and the first steering bolt 2513 passes through... The first steering groove 2517 adjusts and fixes the first lower steering plate 2512 onto the first upper steering plate 2511. The first mounting rod 2514 is located at the bottom end of the first lower steering plate 2512. The first pointing laser light 2321 is located on the first mounting rod 2514. The first steering motor 2515 is located at the bottom end of the first mounting rod 2514. The first steering seat 2516 is rotatably located at the bottom end of the first mounting rod 2514. The first steering seat 2516 is connected to the first steering motor 2515 in a transmission connection. The first pointing laser light 2321 is located on the first steering seat 2516. The structure of the second steering assembly is the same as that of the first steering assembly 251.
[0058] When installing this device in a specific tunnel, a crucial step is adjusting the position of the first lower steering plate 2512. By carefully adjusting the first lower steering plate 2512, the direction of the first directional laser light 2321 can be precisely controlled, ensuring it accurately points in the corresponding escape direction. In actual installation, different tunnels may have unique characteristics; for example, the shape of the tunnel may be straight or curved; the layout of the tunnel may also vary, and the setting of the escape direction will differ depending on the specific circumstances. However, the adjustable first lower steering plate 2512 design of this device provides an effective solution to these diverse installation environments.
[0059] By flexibly adjusting the first lower steering plate 2512, installers can adjust the beam direction of the first directional laser light 2321 to the most suitable angle and position according to the actual conditions of the tunnel, thus meeting the specific needs of different tunnels for escape guidance. This adjustability greatly reduces the difficulty and complexity of installation, allowing the device to easily adapt to various installation environments. Whether it is the initial installation in a newly built tunnel or the upgrading and modification of equipment in an existing tunnel, the best installation effect can be achieved by adjusting the first lower steering plate 2512. This design feature significantly improves the practicality of the device, making it an indispensable and important component of the tunnel safety system, providing reliable protection for the lives of people inside the tunnel.
[0060] When providing illumination guidance in the event of a fire and smoke in a tunnel, a special situation may arise. If the distance to the first directional laser light 2321 is too close due to the fire and smoke, lowering the laser light 2321 to adjust its position could increase the risk of it overheating and make it more susceptible to obstruction by smoke and dust. This would not only fail to achieve a good guidance effect but could also affect or even damage the laser light's performance.
[0061] To address this issue, instead of lowering the height of the first directional laser light 2321, the first steering motor 2515 is activated. The first steering motor 2515 drives the first steering seat 2561 to rotate, thereby adjusting the illumination angle of the first directional laser light 2321. In this way, the illumination direction of the first directional laser light 2321 can be effectively adjusted without increasing the risk of the laser light being overheated or obstructed by smoke. This ensures that the first directional laser light 2321 can still provide excellent guidance in complex fire and smoke environments, offering clear and accurate escape directions to personnel inside the tunnel. No matter how severe the fire and smoke situation, by flexibly adjusting the illumination angle, the first directional laser light 2321 can play a crucial role at critical moments, contributing to the safety of personnel.
[0062] The pointing component 230 also includes a first pointing laser control mechanism and a second pointing laser control mechanism; The first pointing laser light control mechanism includes: a first pointing frame 2331, a first pointing telescopic cylinder 2341, a first pointing frame 2351, a first pointing lever 2361, a first pointing slide block 2371, and a first pointing slide rod 2381. The first pointing frame 2331 is mounted on the first steering seat 2516, the first pointing telescopic cylinder 2341 is mounted on the first pointing frame 2331, the first pointing frame 2351 is mounted on the telescopic rod of the first pointing telescopic cylinder 2341, and all the first pointing levers 2361 are sequentially hinged at both ends. One end of the first pointing lever 2361 slides within the first pointing frame 2351. The first pointing slide block 2371 is mounted on the first pointing lever 2361 and slides within the first pointing frame 2331 via the first pointing slide rod 2381. The first pointing laser light 2321 is mounted on the first pointing slide block 2371. The structure of the second directional laser light control mechanism is the same as that of the second directional laser light control mechanism.
[0063] When guidance is required, multiple combined first pointing laser lights 2321 are positioned on the first pointing slide 2371. The control mechanism 300 controls the pointing telescopic cylinder 2341 to reciprocate and extend, causing the first pointing lever 2361 to reciprocate and extend, thereby enabling the first pointing laser lights 2321 to achieve a flowing flashing guiding effect. The multiple combined first pointing laser lights 2321 achieve a better guiding effect through movement, thus improving the guiding effect of the device.
[0064] This invention improves the reliability of the lighting system by incorporating a lighting device that provides optimal illumination when functioning normally, facilitating quick and safe evacuation from hazardous areas. This ensures effective lighting even in smoky conditions, enabling personnel to identify escape exits. A directional laser light projects a directional laser beam onto the tunnel road or roadside wall, leveraging the laser's high light transmittance to further enhance guidance reliability. An adjustment mechanism, driven by a motor, rotates an adjusting screw, lowering an adjusting block to find a more suitable illumination position and height.
[0065] The following are specific embodiments of the present invention: This embodiment discloses a fire avoidance method for highway tunnels, including the lighting system described in the previous embodiment. Multiple lighting systems are spaced apart within the tunnel and connected to a main controller, which monitors and controls them in real time. The main controller interacts with the control mechanisms 300 within each lighting device, and each control mechanism 300 controls its respective components. The control system structure is as follows: Figure 6 As shown.
[0066] Furthermore, the characteristics of the components in the lighting system are as follows: The smoke sensor is a gas-sensitive smoke sensor, and it has both digital and analog signal output functions. Its digital signal... It can be directly received by the GPIO serial port of the control mechanism 300 without conversion. When the smoke concentration is detected to be lower than the set threshold, it outputs a low level. When the detected smoke concentration exceeds a set threshold, it outputs a high level. ).analog signal This can specifically characterize the magnitude of smoke concentration, and must be sent to the controller after analog-to-digital conversion (ADC).
[0067] Each white light, yellow light, first directional light, and second directional light is equipped with an independent amplifier circuit, which can be directly controlled by outputting a switch quantity through the GPIO serial communication of the control mechanism 300.
[0068] This embodiment also uses the control of the first pointing laser light 2321 as an example for explanation. The first pointing telescopic cylinder 2314 in the first pointing assembly 231 achieves telescopic movement through its internal motor, and the overall height extension and retraction of the laser light is achieved by the first adjusting motor 2411 driving the adjusting screw. The application scenario in this embodiment does not require high-precision pose control, so both types of motors can achieve the expected goal by using more economical stepper motors for PWM open-loop control. Under non-overload and non-overfrequency conditions, the rotational position of the motor depends only on the number of pulses, and the speed depends only on the frequency of the pulse signal.
[0069] The main controller iteratively reads and judges the digital signals from each smoke sensor using a traversal algorithm. When there is no fire in the tunnel, the main controller sends a signal to the control mechanism 300 in each lighting system to control all lighting systems to operate normally. When a fire occurs in the tunnel, the smoke sensor closest to the fire source will sound an alarm first. Its digital signal is detected by the main controller, which locates the fire location by reading the sensor number. At this point, the traversal loop in the main controller stops, and the optimal escape direction is calculated for personnel in different locations in the tunnel based on a segmented decision algorithm. Then, control signals are sent one by one to the control mechanism 300 in the corresponding lighting system to quickly guide personnel in different locations in the tunnel to the best exit. The main controller program logic is shown in the diagram. Figure 7 As shown.
[0070] Specifically, when there is no fire inside the tunnel, the digital signals output by each smoke sensor... ,Depend on Figure 8 It is clear that the main controller will issue the commands one by one. The instructions are sent to the control mechanisms 300 required by each lighting system, and after one cycle ends, the system continuously resets and performs checks for the next cycle. When a fire occurs somewhere in the tunnel, the digital signal output of the smoke sensor of the nearest lighting system goes high. At this point, the system fire alarm state is triggered, and the main controller will run the segmented decision algorithm.
[0071] The segmented decision-making algorithm aims to calculate optimized escape directions for personnel in different locations within the tunnel to improve survival rates. For the location of the fire (and its vicinity), since the situation is relatively more critical, escape cannot be considered solely in the direction away from the fire source. Instead, the optimal escape direction should be calculated by comprehensively considering the development and spread of the fire and smoke, as well as the distance to the exit, to maximize the safety of personnel near the fire source. For personnel far from the fire location, the algorithm considers avoiding turning back to the fire location and instead escaping as quickly as possible in the direction away from the fire source.
[0072] For the location of the fire source (and its vicinity), when the fire alarm is triggered, the main controller will continuously collect analog signals from the smoke sensors of the lighting systems (two on each side, for a total of four) on both sides of the fire source location (labeled i). After a 15-second delay, the value is converted from analog to digital (ADC). By performing integral calculations and summing the results on both sides, the direction of smoke spread after ignition is predicted based on the rate of increase in smoke concentration on both sides, thus obtaining the first decision factor for the location of the fire source on the first side. The first decision factor on the second side of the fire source location Meanwhile, to consider the ease of escape from the exit, decision factors are introduced. The two are weighted and summed to construct the evaluation index. And evaluation indicators for both sides of the fire source. and The optimal escape route near the fire location is determined by selecting the smaller value, and corresponding master control commands are issued to all lighting devices within that section. .
[0073] For the two sides furthest from the fire location, the main controller issues control commands with opposite signs to the lighting systems on both sides. This is to guide other personnel in the tunnel to evacuate as quickly as possible away from the fire source, avoiding them from turning back and passing by the fire location and causing injury.
[0074] The segmented decision-making optimization algorithm issues different control commands to each lighting device. It can be represented as follows: in, Control commands for lighting devices near the fire source. and These are control commands for lighting devices on both sides, away from the fire source. and The evaluation indicators for both sides of the fire source are calculated by weighted summation using the following formula: in, and These are weighting coefficients, which can be adjusted according to the actual tunnel structure and other factors to correct the evaluation indicators. The emphasis placed on fire (smoke) spread prediction and the convenience of nearby exits is made to bring it as close as possible to the actual optimal situation.
[0075] Fire source location, first side, first decision factor The first decision factor on the second side of the fire source location Calculated as follows: in, The lighting device at the fire source location is labeled. and These refer to the installation interval of lighting devices inside the tunnel and the total length of the tunnel.
[0076] In some embodiments, the smoke sensors 320 in each lighting device continuously send digital signals to the main controller via the control mechanism 300. The above information is reported, and a simulated signal is sent when the fire alarm is triggered. Each component responds to the master control signal received by the controller. To respond, the controller program logic within the device is shown in the box. Figure 8 As shown.
[0077] according to Figure 8 As shown in the controller flowchart, each lighting device responds to the commands received from the main controller. and the digital signal status of the smoke sensor Different, there are actually four response states: For lighting systems located closest to the fire source, their smoke sensors output digital signals. Therefore, the control signals for white light and yellow light lighting are low level and high level, respectively, i.e. At this point, the normally illuminated white lights are turned off and replaced by yellow lights to enhance illumination in the smoke. Simultaneously, based on the optimized smoke dispersion direction and exit distance calculated by the segmented decision algorithm, directional lights in the corresponding directions illuminate, and the laser beams, driven by the cyclical operation of the telescopic cylinder motor, dynamically guide the path towards the optimal escape direction from the current fire location.
[0078] For the four lighting systems on both sides of the fire source, due to the initial stage of the fire, the digital signals of their smoke sensors... and All values are 0, and the loop stops. The control signals for white and yellow lighting are high and low levels, respectively. Therefore, all the lighting used in the operation is white light. The direction of the fire smoke and the distance to the exit are optimized according to the segmented decision algorithm. The corresponding directional lights are lit, and the laser beam will dynamically guide the best escape direction to the current fire location through the cyclic action of the telescopic cylinder motor. The above two situations are intended to provide a more optimized escape direction for people in the tunnel who are near the fire source.
[0079] For the remaining lighting systems on both sides of the fire source, their smoke sensor digital signals and Both are 0; the control signals for white light and yellow light lighting are high and low levels, respectively. Therefore, all working lights are white light. Simultaneously, according to the segmented decision algorithm, the directional lights facing away from the fire source illuminate (opposite to the sides of the fire source), and the laser beams, driven by the cyclical movement of the telescopic cylinder motor, dynamically guide escape routes away from the fire. Furthermore, when a fire alarm is activated inside the tunnel, the main controller sends commands to all lighting devices. Since none of them are 0, all the adjustment motors on the lighting system will activate, and all laser pointing components will extend or retract to the predetermined working height in time when a fire occurs.
[0080] Furthermore, the regulating motors and telescopic cylinder motors within each lighting system are respectively configured according to... Figure 9 and Figure 10 The above objective can be achieved by performing actions according to the target angular velocity curve shown. For a stepper motor, to make it move according to a predetermined curve, the counter value of the pulse signal sent by the control mechanism to the stepper motor driver should conform to the following formula: In the formula, Indicates the pulse period. For the first The value of the counter within one pulse cycle, The value of the counter during the initial pulse period. The step angle of the stepper motor. The controller's counting frequency and the frequency of the controller's counting are both inherent hardware parameters. This refers to the signal pulse counter value of the stepper motor and the left and right telescopic cylinder motors, i.e. , The angular acceleration is the target angular velocity curve.
[0081] Taking the target angular velocity curve of the adjusting motor as an example, it adopts a symmetrical trapezoidal acceleration and deceleration method, which makes the extension and retraction of the laser pointing component more stable, with a maximum speed Calibration is required based on actual conditions to ensure the laser pointing component is in the appropriate position when extended. Its angular acceleration... The acceleration in the target angular velocity curve of the telescopic cylinder motor can be calculated using the following formula; the same logic applies: For the target angular velocity curve of the telescopic cylinder motor, it adopts a slow-rotation, fast-return rhythm to coordinate with the mechanical motion characteristics of the laser pointing component itself, enabling the laser beam to achieve a flowing, cyclical pointing effect. The parameters included... It also needs to be specifically calibrated to ensure that the telescopic cylinder can return to its initial position completely after each retraction, and to operate at an appropriate speed.
[0082] The above are all preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape and principle of the present invention should be covered within the scope of protection of the present invention.
[0083] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A method for fire avoidance in highway tunnels, characterized in that, include: Multiple smoke sensors are evenly arranged along the vehicle travel direction inside the highway tunnel, and the smoke sensing data of each smoke sensor is monitored in real time. When a fire breaks out in a highway tunnel, the smoke sensor closest to the ignition point is marked as the fire source location, and smoke sensing data generated by N smoke sensors located on both sides of the fire source location are received within a first preset time range. Based on the smoke sensing data and the highway tunnel parameters, an evaluation index for the evacuation directions on both sides of the fire source location is calculated. Based on the evaluation index of fire source avoidance from both sides, the direction corresponding to the smaller value is selected as the preferred fire avoidance direction in highway tunnel fires.
2. The method for fire avoidance in a highway tunnel according to claim 1, characterized in that, Based on the smoke sensing data and the highway tunnel parameters, evaluation indicators for evacuation directions on both sides of the fire source location are calculated, including: Based on the smoke sensing data, a first decision factor characterizing the direction of smoke spread is calculated; Based on the highway tunnel parameters, a second decision factor characterizing the ease of hazard avoidance is calculated; The first decision factor and the second decision factor are weighted and summed to obtain the evaluation index of the avoidance directions on both sides of the fire source location.
3. A method for fire avoidance in a highway tunnel according to claim 2, characterized in that, The first decision factor includes a first decision factor on the first side of the fire source location and a first decision factor on the second side of the fire source location; wherein, Based on the smoke sensing data, a first decision factor characterizing the direction of smoke spread is calculated, including: The smoke sensor at the location of the fire source is labeled as follows: i The analog data of smoke sensing data generated by N smoke sensors on the first side of the fire source location is obtained. After analog-to-digital conversion, the digital data of smoke sensing data generated by N smoke sensors on the first side of the fire source location is obtained, which are represented as X. i-n X i-n+1 ...X i-1 ; The analog data of smoke sensing data generated by N smoke sensors on the second side of the fire source location is obtained. After analog-to-digital conversion, the digital data of smoke sensing data generated by N smoke sensors on the second side of the fire source location is obtained, denoted as Xi+1, ..., X. i+n-1 X i+n ; Based on the digital data of smoke sensing data generated by N smoke sensors on the first side of the fire source location, a first decision factor for the first side of the fire source location, representing the spread of smoke to the first side of the fire source location, is calculated. Based on the digital data of smoke sensing data generated by N smoke sensors on the second side of the fire source location, a first decision factor for the second side of the fire source location, representing the spread of smoke to the second side of the fire source location, is calculated.
4. A method for fire avoidance in a highway tunnel according to claim 3, characterized in that, The second decision factor includes a second decision factor on the first side of the fire source location and a second decision factor on the second side of the fire source location; the highway tunnel parameters include at least the installation interval of smoke sensors inside the highway tunnel and the length of the highway tunnel; wherein, Based on the highway tunnel parameters, a second decision factor characterizing the ease of hazard avoidance is calculated, including: Based on the smoke sensor labels at the fire source location and the installation interval of the smoke sensors in the highway tunnel, a second decision factor for the first side of the fire source location, which characterizes the ease of avoidance on the first side of the fire source location, is calculated. Based on the second decision factor of the first side of the fire source location and the length of the highway tunnel, the second decision factor of the second side of the fire source location, which characterizes the convenience of evacuation on the second side of the fire source location, is calculated.
5. A method for fire avoidance in a highway tunnel according to claim 4, characterized in that, The evaluation indicators for the evacuation directions on both sides of the fire source location include the evaluation indicators for the first evacuation direction and the evaluation indicators for the second evacuation direction; among them, The calculation formula for the evaluation index of the avoidance directions on both sides of the fire source location is expressed as follows: Among them, Q1 is the evaluation index for the first evacuation direction from the fire source location, and Q2 is the evaluation index for the second evacuation direction from the fire source location. A1 Q is the primary decision factor for the location of the fire source on the first side. A2 Q is the first decision factor on the second side of the fire source location. B1 Q is the second decision factor on the first side of the fire source location. B2 The second decision factor is the location of the fire source on the second side, v1 is the first weight coefficient, and v2 is the second weight coefficient.
6. A method for fire avoidance in a highway tunnel according to claim 5, characterized in that, Based on the evaluation indicators for evacuation from both sides of the fire source, the direction corresponding to the smaller value is selected as the preferred evacuation direction for highway tunnel fires, including: If Q1 < Q2, then the direction on the first side of the fire source location is determined to be the preferred escape direction for fires in highway tunnels. If Q1 > Q2, then the direction on the second side of the fire source location is determined to be the preferred direction for fire evacuation in highway tunnels.
7. A method for fire avoidance in a highway tunnel according to claim 1, characterized in that, After selecting the preferred fire evacuation direction in the highway tunnel, the system also includes a control and indication system that issues an indication signal to indicate the preferred fire evacuation direction in the highway tunnel. The indication system consists of multiple lighting systems evenly distributed within the highway tunnel, with each lighting system positioned near a smoke sensor. The lighting system includes an installation mechanism (100), a lighting mechanism (200), and a control mechanism (300). The mounting mechanism (100) includes a mounting plate (120) and a plurality of mounting seats (110), each of the mounting seats (110) being disposed on the mounting plate (120); The lighting mechanism (200) includes a plurality of lighting lamps (210), each of which is mounted on a mounting plate (120); The control mechanism (300) is mounted on the mounting plate (120), the smoke sensor is mounted on the mounting plate (120), and the smoke sensor (320) is electrically connected to the control mechanism (300). In the event of a fire in the tunnel, the smoke sensor closest to the fire source detects the smoke and sends an alarm signal. The smoke sensor closest to the fire source, along with the N smoke sensors on either side of the smoke sensor closest to the fire source, transmits the generated smoke data to the upper controller via the corresponding connected control mechanism (300). The upper controller calculates and determines the preferred fire evacuation direction in the highway tunnel and controls the lighting mechanism (200) to indicate the preferred fire evacuation direction in the highway tunnel, guiding personnel to a safe area quickly.
8. A method for fire avoidance in a highway tunnel according to claim 7, characterized in that, The lighting mechanism (200) also includes a pointing component (230); The pointing component (230) includes a pointing light (231) and a pointing laser light (232). The pointing light (231) is fixedly mounted on the mounting plate (120) and there are two of them, namely a first pointing light (2311) and a second pointing light (2312). There are two sets of pointing laser lights (232), namely a first pointing laser light (2321) and a second pointing laser light. The first pointing light (2311) and the first pointing laser light (2321) point to the first side of the fire source position, and the second pointing light (2312) and the second pointing laser light point to the second side of the fire source position. The first pointing light (2311), the second pointing light (2312), the first pointing laser light (2321) and the second pointing laser light are electrically connected to the controller (310).
9. A method for fire avoidance in a highway tunnel according to claim 8, characterized in that, The lighting mechanism (200) also includes an adjustment assembly (240) and a steering assembly (250); The adjustment component (240) includes a first adjustment component (241) and a second adjustment component; wherein, The first adjustment assembly (241) includes a first adjustment motor (2411), a first adjustment frame (2412), a first adjustment block (2413), a first adjustment screw (2414), a first intermediate rod (2415), a first active adjustment rod (2416), and a first passive adjustment rod (2417). The first adjustment frame (2412) is mounted on the mounting plate (120), the first adjustment screw (2414) is rotatably mounted on the first adjustment frame (2412), the first adjustment block (2413) is slidably mounted on the first adjustment frame (2412), and the first adjustment block (2413) is threadedly connected to the first adjustment screw (2414). The first adjustment motor (2411) is mounted on the first adjustment frame (2412), and the first adjustment screw (2414) is threadedly connected to the first adjustment motor (2414). The machine (2411) is connected by a transmission; the first pointing laser lamp (2321) is set on the first adjusting block (2413); one end of the first active adjusting rod (2416) is hinged to the first adjusting block (2413), and the other end of the first active adjusting rod (2416) is hinged to the first driven adjusting rod (2417); one end of the first driven adjusting rod (2417) is hinged to the bottom end of the first adjusting frame (2412); multiple first driven adjusting rods (2417) are provided; the other end of the first driven adjusting rod (2417) is hinged to the first intermediate rod (2415); two first driven adjusting rods (2417) correspond to one first intermediate rod (2415); two first intermediate rods (2415) are provided; the first pointing laser lamp (2321) is set on the first driven intermediate rod (2415); The structure of the second adjustment component is exactly the same as that of the first adjustment component (241); The steering assembly (250) includes a first steering assembly (251) and a second steering assembly; The first steering assembly (251) includes a first upper steering plate (2511), a first lower steering plate (2512), a first steering bolt (2513), a first mounting rod (2514), a first steering motor (2515), and a first steering seat (2516). The first upper steering plate (2511) is mounted on the first intermediate rod (2415), and the first lower steering plate (2512) is rotatably mounted on the bottom end of the first upper steering plate (2511). A first steering groove (2517) is provided on the first upper steering plate (2511), and one end of the first steering bolt (2513) is mounted on the first lower steering plate (2512). The first steering bolt (2513) passes through... The first steering groove (2517) is adjusted and the first lower steering plate (2512) is fixed on the first upper steering plate (2511). The first mounting rod (2514) is set at the bottom end of the first lower steering plate (2512). The first pointing laser light (2321) is set on the first mounting rod (2514). The first steering motor (2515) is set at the bottom end of the first mounting rod (2514). The first steering seat (2516) is rotatably set at the bottom end of the first mounting rod (2514). The first steering seat (2516) is connected to the first steering motor (2515) in a transmission connection. The first pointing laser light (2321) is set on the first steering seat (2516). The structure of the second steering assembly is exactly the same as that of the first steering assembly (251).
10. A method for fire avoidance in a highway tunnel according to claim 7, characterized in that, The pointing component (230) further includes a first pointing laser control mechanism and a second pointing laser control mechanism; The first pointing laser light control mechanism includes: a first pointing frame (2331), a first pointing telescopic cylinder (2341), a first pointing frame (2351), a first pointing lever (2361), a first pointing slide (2371), and a first pointing slide rod (2381). The first pointing frame (2331) is mounted on the first steering seat (2516), the first pointing telescopic cylinder (2341) is mounted on the first pointing frame (2331), and the first pointing frame (2351) is mounted on the first pointing telescopic cylinder. On the telescopic rod of (2341), the two ends of all the first pointing levers (2361) are sequentially hinged together. One end of the first pointing lever (2361) slides in the first pointing frame (2351). The first pointing slide (2371) is set on the first pointing lever (2361). The first pointing slide (2371) is slidably set in the first pointing frame (2331) through the first pointing slide rod (2381). The first pointing laser light (2321) is set on the first pointing slide (2371). The structure of the second directional laser light control mechanism is exactly the same as that of the first directional laser light control mechanism.