Reversible lane response device in tunnel

Abstract

The utility model discloses a variable lane response device in a tunnel, which comprises a lane, a road marking line, a plurality of groups of accident prompting signal lamps, a camera, a plurality of speed measuring sensors and a control system, variable lane dotted lines are arranged on the road marking line at intervals, and road lamp devices are pre-embedded at the lower ends of the variable lane dotted lines. A plurality of flame-retardant asphalt layers and thin slurry bonding layers which are arranged in a staggered mode are laid on the upper surface of a roadbed layer of the tunnel, each lane is correspondingly provided with a set of accident prompt signal lamps, the input end of the control system is electrically connected with the speed measurement sensor and the camera, and the speed measurement sensor is used for monitoring vehicle information and sending the vehicle information to the control system. The output end of the control system is connected with the input end of the road lamp device and the input end of the accident prompt signal lamp. The control system controls starting and stopping of the road lamp device and changes of the accident prompt signal lamp according to information detected by the speed measuring sensor and the camera. The tunnel emergency command system is simple in structure, and improves automatic emergency command after an outburst accident in a tunnel.

Description

Technical Field

[0001] The utility model relates to the field of tunnel engineering, in particular to a variable lane response device in a tunnel. Background Art

[0002] With the continuous development of the transportation network, there are more and more vehicles, which makes the roads more crowded, so many roads are expanded. When encountering mountains, people build roads by setting up tunnels. However, in extra-long tunnels, if an accident occurs at a certain place, the drivers outside the tunnel are unaware of the accident, causing subsequent vehicles to continue to pour into the accident lane, which will cause serious traffic jams. Although the existing design publication number is: CN218147918U, a kind of convertible lane separation marking, which is equipped with a controller, a marking frame, a motor, a crawler marking belt, a chain, a rotating shaft, a driving gear and a driven gear, can switch the crawler marking belt according to the needs of traffic operation to realize the conversion of marking information. However, the existing structure has the following problems:

[0003] 1. The structure is relatively complex. Each section is equipped with a motor to drive the crawler-type road marking belt to switch, which is costly. The crawler-type structure is easy to be damaged or fail, which increases the workload of daily maintenance. At the same time, the crawler-type road marking belt is more complicated to replace after it is damaged, and the work efficiency is low.

[0004] 2. The asphalt on the existing convertible lane surface expands and contracts easily, which may cause the crawler marking belt to be exposed around and easily be crushed by vehicles, resulting in a short service life of the crawler marking.

[0005] 3. The existing control does not involve the circumstances under which the lane dividing markings are controlled, nor does it involve the judgment of accident points. It cannot automatically control the variable lane dotted lines based on the judged accident points, provide a guiding route for lane changes, and avoid further accidents. Summary of the invention

[0006] The utility model aims to provide a variable lane response device and method in a tunnel in view of the deficiencies in the prior art, so as to facilitate timely adjustment of real and virtual road marking lines, extend the service life of the road marking lines, and reduce the workload of daily inspection and maintenance.

[0007] The technical solution adopted in the utility model is:

[0008] A variable lane response device in a tunnel comprises a tunnel, wherein at least two lanes are arranged in the tunnel, a road surface marking line is arranged between every two lanes, and the device further comprises a plurality of accident warning signal lights, a camera, a plurality of speed sensors and a control system, wherein a variable lane dotted line is arranged at intervals on the road surface marking line, a road surface lamp device for converting between a solid line and a dotted line is pre-buried at the lower end of the variable lane dotted line, the upper surface of the roadbed of the tunnel is paved with staggered multi-layer flame-retardant asphalt layers and slurry bonding layers, a group of accident warning signal lights are arranged corresponding to each lane, an input end of the control system is respectively connected to the speed sensor and the camera, the speed sensor is used to monitor vehicle information and send it to the control system, an output end of the control system is respectively connected to the road surface lamp device and the input end of the accident warning signal light, and the control system controls the start and stop of the road surface lamp device and the change of the accident warning signal light according to information detected by the speed sensor and the camera.

[0009] Furthermore, the road surface lamp device includes a power cord, a lamp holder box, an LED light board, a lamp assembly frame, and a high-strength transparent cover plate. The lamp holder box is pre-buried in the roadbed layer of the tunnel. The lamp assembly frame is arranged in the lamp holder box. The upper end surface of the lamp assembly frame is provided with a groove. A positive pole foot is provided in the groove. The positive pole foot is electrically connected to the power cord. The lower end surface of the LED light board is provided with a protruding negative pole foot that cooperates with the groove of the lamp assembly frame. The negative pole foot is in contact with the positive pole foot of the lamp assembly frame. The high-strength transparent cover plate is arranged on the upper end surface of the lamp holder box.

[0010] Furthermore, the LED light panel is composed of a plurality of LED light strips, each LED light strip corresponds to a group of power lines, and a protective sleeve is provided on the outside of each group of power lines.

[0011] Furthermore, one side of the high-strength transparent cover plate is hinged in the lamp holder box via a pin shaft, and torsion springs are respectively sleeved on both ends of the pin shaft.

[0012] Furthermore, it also includes an inspection iron rod. The high-strength transparent cover plate is provided with a magnet. The inspection iron rod is used to absorb the two magnets on the high-strength transparent cover plate and is used to pull out the high-strength transparent cover plate to open the lamp holder box.

[0013] Furthermore, a shock-absorbing pad is provided between the high-strength transparent cover plate and the lamp holder box.

[0014] Furthermore, the lower end of the lamp holder box is also provided with a drainage pipe extending downward from the lamp holder box, and the side wall of the drainage pipe is provided with a plurality of drainage holes. The drainage pipe is fixed to the road base layer of the tunnel, and a crushed stone layer and a plain concrete interlayer are sequentially arranged from bottom to top between the lower end of the lamp holder box and the road base layer.

[0015] Furthermore, it also includes an accident detection sensor, which is arranged at the upper end of the road surface lamp device, and the accident detection sensor is connected to the control system. One end of the lamp holder box is provided with a chamfer, and the chamfered part of the lamp holder box extends out of the road surface of the tunnel.

[0016] The above technical solution has the following beneficial effects:

[0017] The utility model has a simple structure, and adopts a road surface lamp device embedded at the lower end of a variable lane dotted line for conversion between a solid line and a dotted line. Through the staggered arrangement of multiple layers of flame retardant asphalt layers and slurry bonding layers, the multiple layers of flame retardant asphalt layers and the multiple layers of slurry bonding layers are not only convenient for fixing the road surface lamp device, but also can improve the hardness and strength of the flame retardant asphalt, avoid the deformation of the asphalt on the existing asphalt pavement so that the road surface lamp device is exposed on the road surface, and extend the service life of the road surface lamp device. The information is collected by the camera and multiple speed sensors and sent to the control system, and then controlled separately by the control system, realizing remote real-time control of the accident warning signal lamp and the road surface lamp device for vehicle guidance, timely commanding traffic execution, and effectively avoiding the congestion of subsequent vehicles in the lane in the tunnel after an accident occurs in the tunnel.

[0018] The LED lights of the road lighting device usually provide lighting to prevent the tunnel from being too dark, and also serve as a single solid line. Only when there is a fault in the tunnel and the vehicle needs to change lanes, the lights will be turned off and become a single dotted line. Combined with the control system, it can effectively guide traffic and avoid subsequent accidents. It can also open up emergency channels through lane guidance so that vehicle accidents can be rescued in time.

[0019] A drainage pipe of the lamp holder box of the road lamp device extends downward from the lower end thereof, and the drainage pipe is not only convenient for draining the accumulated water in the lamp holder box, but also convenient for fixing the lamp holder box.

[0020] The additional accident detection sensors combined with speed measurement sensors further improve the monitoring accuracy of accident points.

[0021] Further description is given below in conjunction with the accompanying drawings and specific implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural schematic diagram of specific embodiment 1;

[0023] Figure 2 A schematic diagram of the structure of a road marking line for buried road lighting devices;

[0024] Figure 3 is a schematic diagram of an accident state in a tunnel in specific embodiment 1;

[0025] Figure 4 It is a top view of the lane and the signal light in the specific embodiment 1;

[0026] Figure 5 This is a schematic diagram of the structure of the road surface lighting device installed on the tunnel roadbed surface in the specific embodiment 1;

[0027] Figure 6 is a schematic structural diagram of a road surface lamp device in specific embodiment 1;

[0028] Figure 7 It is a structural schematic diagram of a road surface lighting device provided on all three lanes in specific embodiment 1.

[0029] In the attached drawings, 1 is a lane, 2 is a road lamp device, 2-1 is a lamp holder box, 2-2 is an LED lamp board, 2-3 is a high-strength transparent cover plate, 2-4 is a lamp assembly frame, 2-5 is a magnet, 2-6 is a power cord, 2-7 is a pin shaft, 2-8 is a drain pipe, 2-9 is an accident detection sensor, 3 is a flame retardant asphalt layer, 4 is a slurry bonding layer, 5 is a camera, and 6 is an accident warning signal light. DETAILED DESCRIPTION Specific embodiment 1:

[0031] See also Figures 1 to 7 As shown, a variable lane response device in a tunnel includes a tunnel, multiple groups of accident warning signal lights 6, cameras, multiple speed sensors 5 and a control system. The tunnel is provided with at least two lanes 1, and road marking lines are provided between every two lanes 1. The road marking lines are provided with variable lane dotted lines at intervals. A road lamp device 2 for switching between a solid line and a dotted line is pre-buried under the lower end of the variable lane dotted line. The road lamp device 2 includes a power cord, a lamp holder box 2-1, an LED lamp board 2-2, and a lamp assembly frame 2- 4. High-strength transparent cover plate 2-3, lamp holder box 2-1 is a rectangular structure, the lamp holder box 2-1 is set on the roadbed of the tunnel, a lamp assembly frame is set in the lamp holder box 2-1, the upper end face of the lamp assembly frame is provided with a groove, a positive pole foot is provided in the groove, the positive pole foot is electrically connected to the power line 2-6, the lower end face of the LED light board is provided with a protruding negative pole foot that matches the groove of the lamp assembly frame, the contact point of the negative pole foot adopts a bracket metal sheet, and the negative pole foot contacts the positive pole foot of the lamp assembly frame. The high-strength transparent cover plate is set on the upper end face of the lamp holder box, the lamp holder box is provided with a mounting groove for the cover plate, the high-strength transparent cover plate is clamped in the mounting groove on the lamp holder box, the light is on for a single solid line and cannot change lanes, the light is off for a single dotted line and can change lanes. The LED light board is composed of multiple LED light strips, each LED light strip corresponds to a group of power lines, and a protective sleeve is provided on the outside of each group of power lines. In this specific embodiment: three power lines are provided, and the three power lines are separated, which effectively prevents the entire control system from failing due to problems with the lines.

[0032] One side of the high-strength transparent cover is hinged in the lamp holder box through a pin 2-7, and torsion springs are respectively sleeved at both ends of the pin, which ensure that the cover will not bounce up when there is no maintenance, so as to avoid affecting the passage of vehicles. The high-strength transparent cover is made of heat-resistant nylon plastic, and this specific embodiment uses PA66 GF33. A shock-absorbing pad is also provided between the high-strength transparent cover and the lamp holder box. The structure is simple and convenient for taking and replacing LEDs.

[0033] The lower end of the lamp holder box is also provided with a drainage pipe 2-8 extending downward from the lamp holder box. The lamp holder box is provided with four adjustment holes around it. The drainage pipe adopts a stainless steel thin tube. The side wall of the drainage pipe is provided with a plurality of drainage holes. The drainage pipe is fixed to the roadbed of the tunnel. The lamp holder box is penetrated on the drainage pipe through the adjustment holes. In this specific embodiment: the four adjustment holes adopt three strip holes and one rectangular hole, and the directions of one of the strip holes are different. The drainage pipe is limited by the strip holes in different directions. The lamp holder box is conveniently installed and fixed on the drainage pipe through the adjustment holes. A crushed stone layer and a plain concrete interlayer are sequentially arranged from bottom to top between the lower end of the lamp holder box and the roadbed, forming a structure in which crushed stone is sandwiched between two layers of concrete, so that the drainage pipe is equivalent to being embedded at two points and will not shake. The crushed stone layer is convenient for drainage. Since the crushed stone makes the lamp holder box unstable, plain concrete is added to ensure that the lamp holder box does not move when the concrete is spread on the roadbed, and also prevents the shaking caused by vehicle rolling. The invert is filled with C20 plain concrete. When the construction is provided with concrete, the drainage pipe is first buried, and a groove for filling with gravel is left. The gravel is then filled in the groove, and a plain concrete layer is poured on the gravel layer. After it is stable, the lamp holder box is placed through the adjustment hole to align with the drainage pipe, and the power cord and LED light board are installed. Since there are wires in the lamp holder box, in order to prevent some liquid from seeping into the lamp holder box due to reasons such as road sprinklers or water accumulation in rainy seasons, drainage issues need to be considered to ensure safety. The drain pipe can not only discharge the water in the lamp holder box into the gravel layer through the drain pipe, but also can re-fix the lamp holder box, thereby making the lamp holder box more fixed to the roadbed of the tunnel.

[0034] The upper surface of the roadbed of the tunnel is paved with staggered multi-layer flame retardant asphalt layers 13 and slurry bonding layers 14, wherein the flame retardant asphalt layer adopts nano-combustion-supporting asphalt, and the slurry bonding layer adopts concrete mortar. In this specific embodiment, the nano-combustion-supporting asphalt adopts flame retardant asphalt added with ATH@SA@Fe3+ nanomaterials, and the thermal properties of the flame retardant asphalt are stable. At a thickness of 25mm, it can exert the anti-melting effect of 80mm of existing materials, and will not undergo rheology under the conditions of seasonal high temperature environment and repeated rolling of tires. If the flame retardant asphalt layer added with ATH@SA@Fe3+ nanomaterials is spread too thick at one time, there will be relatively high technical difficulty, too much material and poor economy; if the number of layers of the flame retardant asphalt layer added with ATH@SA@Fe3+ nanomaterials is too large, the paving thickness is too thin and it is easy to melt through, and it does not meet the requirements of fire resistance and flame retardancy, and it will cause the construction technology to be too complicated. Therefore, the utility model adopts a layered structure, and the thickness of each flame retardant asphalt layer is between 20-35mm. The preferred solution is to lay two layers of flame-retardant asphalt added with ATH@SA@Fe3+ nanomaterials. At the same time, when the ground starts to burn, the first layer faces a greater risk of melting through. Although the two layers work together on a macro scale, in order to reduce the risk of the first layer being melted through and the second layer being damaged, the scope and difficulty of post-disaster ground repairs are increased, so the upper and lower layers have a difference in thickness, and the thickness of the upper layer is greater than that of the lower layer.

[0035] A slurry bonding layer is set between each flame retardant asphalt layer and between the asphalt layer and the plain concrete. The role of the slurry bonding layer is first to increase the stability between different processes and materials, and then to reduce the amount of the flame retardant asphalt layer added by the ATH@SA@Fe3+ nanomaterial. However, the thickness of the slurry bonding layer cannot be too thin or too thick. If it is too thin, it will not play the role of bonding and buffering. If it is too thick, the thickness of the flame retardant asphalt layer added by the ATH@SA@Fe3+ nanomaterial will be too thin, which will be easily melted through and cause the asphalt layer to fail prematurely at high temperatures. Because asphalt is not an isotropic body, when one side is heated, the flame retardant asphalt added by the nanomaterial has good enough performance, but for example, many melt-through points occur. For an asphalt block, the side is also subjected to high temperature, and then the performance is not so stable, which will lead to a significant decrease in performance. Therefore, sufficient thickness must be maintained. The slurry bonding layer not only solves the bonding problem between the plain concrete and the flame retardant asphalt layer, but also improves the hardness of the combustion-supporting asphalt layer.

[0036] In this specific embodiment: after the lamp holder box is installed, two layers of flame retardant asphalt layers and two layers of slurry bonding layers are laid on the surface of the tunnel roadbed in an alternating manner. The plain concrete on the surface of the tunnel roadbed is laid from bottom to top with a 10mm thick slurry bonding layer followed by a 25mm thick flame retardant asphalt layer; then a 10mm thick slurry bonding layer is laid, and finally a 35mm thick flame retardant asphalt layer is laid. The lamp holder box is fixed by the nano flame retardant asphalt layer and the slurry bonding layer on all sides, which effectively prevents the nano flame retardant asphalt layer of the lamp holder box from deforming during long-term vehicle rolling, avoids the lamp holder box from being exposed to the road surface, and prolongs the service life of the lamp holder box. Each lane is correspondingly provided with a group of accident warning signal lights 6, and each group of accident warning signal lights 6 is composed of a plurality of accident warning signal lights, and the plurality of accident warning signal lights are arranged along the length direction of the tunnel. The input end of the control system is connected to the speed sensor and the camera 5 respectively through a wireless network. The speed sensor includes a first test sensor and a second test sensor. The first test sensor is installed at the position of the camera 5, and the second test sensor is a normally closed test sensor, which is arranged on the side panel of the tunnel. The speed sensor is used to monitor vehicle information and send it to the control system. The output end of the control system is connected to the input ends of the road surface lighting device and the accident warning signal light respectively through a wireless network. The control system controls the start and stop of the road surface lighting device and the change of the accident warning signal light according to the information detected by the speed sensor and the information collected by the camera. The accident warning signal light achieves a warning effect. Combining the response of the accident warning signal light with the control system can improve the emergency handling capability of sudden accidents in the tunnel.

[0037] It also includes an inspection iron rod, and the high-strength transparent cover plate 2-3 is provided with a magnet 2-5. The inspection iron rod is used to absorb the two magnets on the high-strength transparent cover plate, and is used to pull out the high-strength transparent cover plate to open the lamp holder box. The utility model uses magnet adsorption to avoid opening holes in the high-strength transparent cover plate, thereby preventing rainwater from entering the lamp holder box. It is also unnecessary to set a protruding buckle on the high-strength transparent cover plate, thereby preventing the protruding buckle from affecting the driving comfort of the vehicle.

[0038] Possibly, an accident detection sensor 2-9 is also included, and the accident detection sensor 2-9 is arranged at the upper end of the road lamp device and extends out of the upper end of the lamp holder box. The accident detection sensor is connected to the control system through a wireless network. The accident detection sensor adopts an infrared sensor, and the infrared sensor is electrically connected to the control system. When a vehicle passes through the lamp holder box, the accident detection sensor emits infrared light to detect the vehicle signal. Since the spacing between the lamp holder boxes of each road lamp device is fixed, the traffic speed can be accurately judged according to the time difference of the infrared signals of the two lamp holder boxes. At the same time, the vehicle signal can be monitored according to the infrared signal of a certain lamp holder box, indicating that the vehicle has stopped, and the accident point may be close, so the accident point can be further more accurately inferred. In this specific embodiment, taking three lanes as an example, an accident detection sensor is arranged on the left side of each lamp holder box to monitor the left lane, and accident detection sensors are arranged on both sides of the rightmost lamp holder box for adding an outer vehicle monitoring. One end of the lamp holder box is provided with a 5cm chamfer, and the chamfered part of the lamp holder box extends out of the road surface of the tunnel and slightly protrudes from the ground. There will be a sense of vibration when the vehicle rolls over, which prevents fatigue driving from crossing the line.

[0039] The working principle of this utility model:

[0040] When the LED light of the road lighting device is on, it indicates a single solid line and cannot change lanes; when the light is off, it indicates a single dotted line and can change lanes. When an accident occurs, the control system detects the accident point, and subsequent vehicles enter the lane changing area. The accident warning signal light corresponding to the lane at the accident point turns yellow, prompting subsequent vehicles not to enter the lane and starting to divert. At the same time, the road lighting device on the road dividing line goes out, and vehicles near the accident point enter the lane changing area; the accident warning signal light at the entrance turns red to prevent vehicles from entering.

[0041] The variable lane response method in the tunnel, each group of accident warning signal lights is provided with a plurality of accident warning signal lights, namely, light 1, light 2, light 3, ..., and a plurality of second speed measuring sensors are provided in two adjacent accident warning signal light segments of each group of accident warning signal lights,

[0042] Step SOO1: collecting vehicle speed information and vehicle flow information in each accident warning signal light section in real time;

[0043] Step S002: Every time interval, the time period is 2 to 4 minutes, and the speed information and traffic flow information are counted. If the speed detected by two adjacent speed sensors decreases, and the traffic flow of the lane decreases, the accident point is determined according to the accident possibility index; this time period reduces the server load requirements for the control system, reduces data redundancy, and is also convenient for distinguishing from special situations such as avoidance in temporary parking strips, avoiding misjudgment of lane traffic. In this specific embodiment: 3 minutes are used to count the speed information and traffic flow information. Accident possibility index = (three-minute full-section traffic flow / historical big data full-section traffic flow) × (maximum vehicle speed / tunnel speed limit 80km / h) × (average single-lane traffic speed / historical big data single-lane traffic speed), and the domain value of the accident possibility index is between 0 and 1, where 0 represents extreme congestion and 1 represents no congestion. According to the research results, the three factors in the formula are all below 0.7, that is, the product of 0.7*0.7*0.7 is 0.343. Below 0.343, it can be basically determined that an accident has occurred. Here, in order to simplify and increase the tolerance, the accident possibility index is less than 0.5, which is the predicted accident point.

[0044] Step S003: The accident point predicted in step S002 is added with the preset lane change safety distance to control the operation of the road light device corresponding to the variable lane dashed line, and the road marking line changes from a solid line to a variable lane dashed line, and the accident warning signal light of the corresponding lane is adjusted to a yellow light or a red light. In this specific embodiment: the accident warning signal light of the corresponding lane is adjusted to a yellow light, and the indicator lights corresponding to the accident point and the tunnel entrance are changed to red lights. The safety distance refers to the minimum distance that should be maintained between vehicles to ensure safe braking or avoidance in an emergency.

[0045] Assume that the distance between signal lights 1 and 2, and between signal lights 2 and 3 are both 100 meters. Signal lights 1, 2, and 3 are all equipped with cameras, fill lights, and first speed sensors. There is a second speed sensor in a normally closed state every 20 meters between signal lights 1 and 2, and between signal lights 2 and 3. When an accident occurs, the range and degree of vehicle speed reduction are nonlinear. The closer to the accident point, the slower the speed of the traffic flow due to limited lane changing space and aggravated lane grabbing, until it is basically unable to move. Therefore, based on a large amount of historical data learning, the location of the accident point can be quickly found. For data processing, there are many methods to make judgments based on different composite data types of traffic speed V and traffic volume Q. For example: Based on past data experience, if historical data within the preset time of 3 minutes shows that the traffic speed V1 at signal light 1 has decreased, the traffic speed V2 at signal light 2 has decreased significantly, and the traffic volume Q3 at signal light 3 has decreased significantly, it means that there was no accident before signal light 1, the section from signal light 1 to signal light 2 was in the stage of deceleration and lane grabbing, and an accident occurred between signal light 2 and signal light 3. For example, if signal light 2 has extremely low traffic volume Q1≈0 within the preset time, and signal light 3 has a relatively low traffic volume Q2≠0 within the preset time, it means that an accident occurred before signal light 2, there was a traffic obstruction before signal light 2, and the vehicles passing through signal light 3 were the remaining vehicles in the section.

[0046] For further judgment and data processing of the accident occurrence point, an example is given. If it has been determined that an accident has occurred between traffic lights 2 and 3, there are continuously distributed speed sensors between traffic lights 2 and 3, and a second speed sensor is provided at the midpoint H between traffic lights 2 and 3, i.e., second speed sensor H. When the second speed sensor H is turned on, there may be various situations such as no vehicle flow QH=0, a substantial decrease in vehicle flow △QH<0, and a decrease in vehicle speed △VH<0. If there is no vehicle flow QH=0, the accident point is predicted to be between traffic lights 2 and H; if the vehicle flow decreases substantially △QH<0, or the vehicle speed decreases △VH<0, the accident point is predicted to be between traffic lights 3 and H. For example, if there is no traffic or the traffic volume drops significantly, it means that the accident point is between light 2 and speed sensor H. Then, the binary method is used to judge twice, which is enough to narrow the accident range to within 10m and get the predicted accident point. Then, based on the predicted accident point + lane change safety distance, the LED lights on the lane road marking line are changed. Similarly, if the speed drops, it means that the accident occurred between speed sensor H and light 3. The accident point can also be judged by binary method, and then the LED lights on the lane road marking line and the accident warning signal lights and other countermeasures are activated.

[0047] Generally speaking, the calculation of the safety distance includes the driver's reaction time and the distance of the vehicle's braking. The preset lane change safety distance uses the distance of 300 to 500 meters from the accident point when the vehicle speed is 20 to 40 km / h. Since the traffic flow is nonlinear, the closer to the accident point, the slower it is. Starting to cross lanes away from the accident point is more conducive to traffic diversion. However, in very far places, the vehicle speed is 80 km / h. It is very dangerous to guide lane changes on this road. Therefore, it is best to determine the accident point and select the 20 to 40 km / h speed section for guided lane changes.

[0048] Research shows that vehicle speed (km / h): 20304050, mechanical braking distance (m): 2.04.47.912.3, considering the reaction time of 1 second, braking distance (m): 7.612.719.026.2, and after the accident, generally after the scene is stabilized, the speed range of 0-5km is 10m-30m, and the relevant regulations require a safe distance of at least 50m. Then there is a principle of keeping distance in driving safety common sense, which is one thousandth of the speed, such as 50km / h, 50m, so it is necessary to keep a distance within 5 Beyond 0m and within 300m, it is divided into 50m-150m section and 150m-300m section. The speed of vehicles is reduced, and the traffic that has not stopped completely is diverted and changed lanes in advance. The front section is shorter because the driver has gradually reduced the speed as he gets closer to the accident point. This is changing lanes from the adjacent lane to the outside. The pressure of changing lanes is reduced, so the required driving distance is reduced, but the speed may still be very high in the back. For safety, the area of ​​ground lights will be longer. Finally, beyond 300m, that is, in the 300m-500m area, the yellow light guides the traffic to slow down and gradually adapt to changing lanes.

Claims

1. A variable lane response device in a tunnel, comprising a tunnel, wherein at least two lanes are arranged in the tunnel, and a road surface marking line is arranged between each two lanes, wherein: It also includes multiple groups of accident warning signal lights, cameras, multiple speed sensors and a control system. The road marking lines are provided with variable lane dotted lines at intervals. The lower ends of the variable lane dotted lines are pre-buried with road lighting devices for switching between solid lines and dotted lines. Each lane is provided with a corresponding group of accident warning signal lights. The input end of the control system is respectively connected to the speed sensor and the camera. The speed sensor is used to monitor vehicle information and send it to the control system. The output end of the control system is respectively connected to the input end of the road lighting device and the accident warning signal light. The control system controls the start and stop of the road lighting device and the change of the accident warning signal light according to the information detected by the speed sensor and the camera.

2. The variable lane response device in a tunnel according to claim 1, characterized in that: The upper surface of the tunnel roadbed is paved with multiple layers of flame-retardant asphalt layers and slurry bonding layers arranged alternately.

3. The variable lane response device in a tunnel according to claim 1, characterized in that: The road surface lamp device includes a power cord, a lamp holder box, an LED light board, a lamp assembly frame, and a high-strength transparent cover plate. The lamp holder box is pre-buried in the roadbed layer of the tunnel. The lamp assembly frame is arranged in the lamp holder box. The upper end surface of the lamp assembly frame is provided with a groove. A positive electrode foot is provided in the groove. The positive electrode foot is electrically connected to the power cord. The lower end surface of the LED light board is provided with a protruding negative electrode foot that cooperates with the groove of the lamp assembly frame. The negative electrode foot is in contact with the positive electrode foot of the lamp assembly frame. The high-strength transparent cover plate is arranged on the upper end surface of the lamp holder box.

4. The variable lane response device in a tunnel according to claim 3, characterized in that: The LED light panel is composed of a plurality of LED light strips, each LED light strip corresponds to a group of power lines, and a protective sleeve is provided on the outside of each group of power lines.

5. The variable lane response device in a tunnel according to claim 3, characterized in that: One side of the high-strength transparent cover plate is hinged in the lamp holder box through a pin shaft, and torsion springs are respectively sleeved on both ends of the pin shaft.

6. The variable lane response device in a tunnel according to claim 3, characterized in that: It also includes an inspection iron rod. The high-strength transparent cover plate is provided with a magnet. The inspection iron rod is used to absorb the two magnets on the high-strength transparent cover plate.

7. A variable lane response device in a tunnel according to claim 3, 5 or 6, characterized in that: A shock-absorbing pad is also provided between the high-strength transparent cover plate and the lamp holder box.

8. The variable lane response device in a tunnel according to claim 3, characterized in that: The lower end of the lamp holder box is also provided with a drainage pipe extending downward from the lamp holder box, and the side wall of the drainage pipe is provided with a plurality of drainage holes. The drainage pipe is fixed to the road base layer of the tunnel, and a crushed stone layer and a plain concrete interlayer are sequentially arranged between the lower end of the lamp holder box and the road base layer from bottom to top.

9. A tunnel variable lane response device according to claim 1, 2 or 3, characterized in that: It also includes an accident detection sensor, which is arranged at the upper end of the road surface lamp device and is connected to the control system.

Images