Anti-collision facilities in tunnel inclined shaft

Abstract

The utility model relates to tunnel engineering technical field especially relates to a kind of anti-collision facilities in tunnel inclined shaft, it include: base layer, for providing the rigid support structure of anti-collision facility, the side of base layer is formed with the impact resistance inclined plane for bearing impact;Middle layer includes multiple sandbags on the impact resistance inclined plane, uses sand friction to absorb energy, to disperse impact force;Elastic buffer layer includes multiple elastomers set on the other side of middle layer, for absorbing kinetic energy by elastic deformation.The tunnel inclined shaft anti-collision facility provided by the utility model realizes efficient energy absorption and dispersion by its three-layer composite structure design, significantly improves safety performance.

Description

Technical Field

[0001] This utility model relates to the field of tunnel engineering technology, and in particular to an anti-collision facility in a tunnel inclined shaft. Background Technology

[0002] As a crucial component of modern transportation infrastructure, tunnel engineering prioritizes safety and stability to ensure traffic safety. Particularly during the design and construction of inclined tunnel shafts, effectively improving the performance of collision avoidance systems has become a key technical challenge. Traditionally, collision avoidance systems in inclined tunnel shafts have relied primarily on single-material construction, such as concrete walls or metal railings.

[0003] However, crash barriers constructed from a single material have low energy absorption efficiency, making it difficult to meet the energy absorption needs of high-speed vehicles in accidents, thus increasing the severity of accidents. Secondly, both concrete structures and metal guardrails often require high maintenance costs after impacts, affecting not only the normal operation of traffic flow but also placing an economic burden on management departments. Furthermore, these fixed structures lack flexibility and cannot be adjusted and optimized according to different road conditions and environmental circumstances to adapt to complex and ever-changing actual needs.

[0004] In particular, on the downhill sections of tunnel shafts, vehicles have greater inertia when traveling on such sections. If only a traditional single structure is used to buffer the impact, it is difficult to effectively reduce the damage caused by the collision, which can easily lead to serious traffic accidents. Utility Model Content

[0005] This utility model provides a collision avoidance device for tunnel inclined shafts, which solves the defects of existing collision avoidance devices such as low energy absorption efficiency, high maintenance cost and poor flexibility, and achieves high-efficiency energy absorption, reduced maintenance cost and improved adaptability.

[0006] This utility model provides an anti-collision facility in a tunnel inclined shaft, comprising: a base layer for providing a rigid support structure for the anti-collision facility, wherein one side of the base layer has an impact-resistant inclined surface for bearing impact; an intermediate layer comprising multiple sandbags covering the impact-resistant inclined surface, which absorb energy through sand friction to disperse impact force; and an elastic buffer layer comprising multiple elastic bodies disposed on the other side of the intermediate layer for absorbing kinetic energy through elastic deformation.

[0007] According to one embodiment of the present invention, the base layer is a truncated structure made of C20 concrete.

[0008] According to one embodiment of the present invention, the base layer has a trapezoidal structure with a cross-sectional area that gradually increases from top to bottom; the impact-resistant inclined surface is the inclined surface of the trapezoidal structure facing the uphill direction of the tunnel shaft.

[0009] According to one embodiment of the present invention, the outer packaging of the sandbag is a waterproof woven bag.

[0010] According to one embodiment of the present invention, in the impact resistance direction of the intermediate layer, the sandbags are stacked in at least two layers; the compaction degree of the sand material inside the sandbags is greater than or equal to 90%.

[0011] According to one embodiment of the present invention, the elastic body of the elastic buffer layer is a waste tire; multiple waste tires are fixed together by bolt connection or steel cable binding and are disposed on the impact-resistant side of the intermediate layer.

[0012] According to one embodiment of the present invention, in the impact-resistant direction of the elastic buffer layer, the number of stacked layers of the waste tires is at least two.

[0013] According to one embodiment of the present invention, the tunnel inclined shaft is a two-lane inclined shaft or a single-lane inclined shaft; wherein, when the tunnel inclined shaft is a two-lane inclined shaft, the anti-collision device is installed on the right side of the end of the connecting section of the tunnel inclined shaft in the downhill direction; when the tunnel inclined shaft is a single-lane inclined shaft, the anti-collision device is installed on the right side of the end of the passing section of the tunnel inclined shaft in the downhill direction.

[0014] According to one embodiment of the present invention, a warning device is also provided inside the tunnel inclined shaft; the warning device includes a crash barrier and / or a flashing red light installed in the inclined shaft sump or emergency refuge area on the uphill direction of the crash barrier.

[0015] According to one embodiment of the present invention, the warning device further includes: a reflective warning sign and a dynamic prompt sign, which are set on the uphill side of the anti-collision facility; and / or, an electronic speed limit sign, which is installed at the entrance of the tunnel shaft.

[0016] The anti-collision facility in the tunnel inclined shaft provided by this utility model achieves efficient energy absorption and flexible adaptability through a multi-layered structural design, specifically including a base layer, an intermediate layer, and an elastic buffer layer. The base layer provides rigid support and is equipped with an impact-resistant ramp to disperse the impact force and guide the vehicle to slide; the intermediate layer consists of multiple sandbags, which absorb energy through the friction between the sand grains to further dissipate the impact force; the elastic buffer layer absorbs kinetic energy through the deformation of multiple elastic bodies, while also possessing good recovery capabilities, reducing maintenance frequency and costs. This utility model not only effectively improves the energy absorption efficiency of the anti-collision facility but also enhances its adaptability to different road conditions and environmental conditions, thereby significantly improving the safety protection performance of the tunnel inclined shaft. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the anti-collision facility inside the tunnel inclined shaft provided by this utility model.

[0019] Figure 2 yes Figure 1 The diagram shows a cross-sectional view of the anti-collision facilities inside the tunnel shaft.

[0020] Figure 3 yes Figure 1 The diagram shows a BB cross-section of the anti-collision facilities inside the tunnel inclined shaft.

[0021] Figure label:

[0022] 10. Base layer; 11. Impact-resistant slope; 20. Intermediate layer; 21. Sandbags; 30. Elastic buffer layer; 31. Elastomer; 40. Warning device. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0024] In the description of the embodiments of this utility model, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. It should also be noted that in the description of this utility model, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0025] Traditional anti-collision facilities in inclined tunnel shafts are typically constructed using a single material, such as concrete walls or metal railings. These materials suffer from low energy absorption efficiency, high maintenance costs, and poor flexibility. Especially on the downhill sections of inclined shafts, where vehicles have greater inertia, a single structure is insufficient to provide effective impact cushioning, increasing the risk of serious accidents. Furthermore, existing technologies lack sufficient coordination between speed limit management, warning systems, and emergency measures, resulting in certain blind spots in safety protection.

[0026] To address these issues, this invention proposes a collision avoidance facility and its supporting safety measures for use in tunnel inclined shafts. The aim is to mitigate the collision risks caused by vehicle loss of control or operational errors within the inclined shaft, thereby improving driving safety and emergency response capabilities. By employing a three-layer composite structure design, a combination of rigidity and flexibility is achieved in energy absorption. Compared to traditional facilities, the energy absorption efficiency of this invention is increased by more than 40%. This improvement not only significantly enhances the energy absorption capacity of the collision avoidance facility but also reduces maintenance costs and improves adaptability to different environmental conditions.

[0027] The following is combined Figures 1-3 This invention describes the specific implementation of the anti-collision device in the inclined shaft of a tunnel.

[0028] like Figure 1 , Figure 2 and Figure 3As shown, this utility model provides an anti-collision facility for a tunnel inclined shaft, comprising: a base layer 10, providing a rigid support structure for the anti-collision facility, with an impact-resistant inclined surface 11 formed on one side of the base layer 10 for bearing impacts; an intermediate layer 20, including multiple sandbags 21 covering the impact-resistant inclined surface 11, utilizing sand friction to absorb energy and disperse impact force; and an elastic buffer layer 30, including multiple elastic bodies 31 disposed on the other side of the intermediate layer 20, for absorbing kinetic energy through elastic deformation. The tunnel inclined shaft anti-collision facility provided by this utility model achieves efficient energy absorption and dispersion through its three-layer composite structure design, significantly improving safety performance.

[0029] First is the base layer 10, which provides the necessary rigid support structure for the entire crash barrier and has an impact-resistant ramp 11 designed on one side. This impact-resistant ramp 11 can not only effectively withstand direct impacts, but also guide the vehicle to slide upwards along the ramp, thereby reducing the damage to the vehicle and passengers from direct impacts.

[0030] The intermediate layer 20 consists of multiple sandbags 21, which cover the impact-resistant ramp 11 of the base layer 10. The sandbags 21 absorb energy through friction between the sand grains, effectively dispersing the impact force and further reducing the impact intensity transmitted to the vehicle and its occupants. The sandbags 21 are also designed for ease of maintenance, allowing for rapid replacement or replenishment in the event of an accident, ensuring the crash protection system is always in optimal condition.

[0031] Finally, there is the elastic buffer layer 30, located on the impact-resistant side of the intermediate layer 20, which contains multiple elastomers 31. Upon impact, these elastomers 31 absorb kinetic energy through their elastic deformation, thus providing a buffering effect. This elastic deformation not only significantly reduces the impact force but also eliminates the need for immediate replacement of the elastomers 31 after multiple minor collisions, reducing long-term maintenance costs. Furthermore, the presence of the elastic buffer layer 30 ensures that the entire anti-collision system possesses both sufficient rigidity to withstand strong impacts and good flexibility to adapt to different types of impacts, achieving a balance between rigidity and flexibility.

[0032] The anti-collision facility in the tunnel inclined shaft provided by this utility model uses the above-mentioned three-layer composite structure: the base layer 10 provides rigid support and impact-resistant inclined surface 11, the intermediate layer 20 absorbs energy and disperses impact force through sand friction, and the elastic buffer layer 30 absorbs kinetic energy through elastic deformation. Together, they form an efficient, flexible and low-maintenance anti-collision solution for tunnel inclined shafts.

[0033] According to the present invention, a collision avoidance device for a tunnel inclined shaft includes a foundation layer 10 made of C20 concrete as a truss structure. C20 concrete, a common building material, possesses moderate compressive strength and is economical, making it ideal for constructing foundation structures that need to withstand significant impact forces. One side of this truss structure forms an impact-resistant ramp 11 at a specific angle, which not only effectively disperses the concentrated force generated during a vehicle collision but also guides out-of-control vehicles to slide upwards along the ramp, thereby reducing damage from direct impact. By using this truss structure made of C20 concrete as the foundation layer 10, the collision avoidance device of this invention provides a robust and reliable platform for installing components such as an intermediate layer 20 (e.g., sandbags 21) and an elastic buffer layer 30 on one side. These components work together to achieve efficient energy absorption and impact force dispersion, thereby improving the overall safety performance of the collision avoidance device.

[0034] like Figure 2 and Figure 3 As shown, according to this utility model, a collision avoidance device for a tunnel inclined shaft includes a base layer 10 with a trapezoidal structure whose cross-sectional area gradually increases from top to bottom; and an impact-resistant inclined surface 11, which is the inclined surface of the trapezoidal structure facing the uphill direction of the tunnel inclined shaft. By using a trapezoidal structure with a cross-sectional area gradually increasing from top to bottom as the base layer 10 and providing an impact-resistant inclined surface 11 facing the uphill direction, this utility model provides an efficient and stable collision avoidance solution. The base layer 10 of the trapezoidal structure is cast from C20 concrete, ensuring sufficient rigidity and durability to withstand high-intensity impacts. The design of the cross-sectional area gradually increasing from top to bottom increases the support area at the bottom, improves the stability of the entire structure, and makes the stress distribution more uniform, which is beneficial for absorbing and dispersing impact energy.

[0035] According to this utility model, an anti-collision device for a tunnel inclined shaft uses a waterproof woven bag as the outer packaging for sandbags 21. The waterproof woven bag effectively prevents moisture from penetrating the interior of the sandbags 21, avoiding sand clumping due to moisture absorption, thus ensuring that the sandbags 21 maintain good energy absorption performance during long-term use, especially in tunnel environments where groundwater leakage or high humidity may occur. By using waterproof woven bags as the outer packaging for the sandbags 21, the durability and stability of the sandbags 21 in complex tunnel environments are improved.

[0036] According to this utility model, in a tunnel inclined shaft anti-collision device, at least two layers of sandbags 21 are stacked in the impact-resistant direction of the intermediate layer 20; the compaction degree of the sand material inside the sandbags 21 is greater than or equal to 90%. This multi-layered arrangement can significantly improve the energy absorption effect and the ability to disperse impact force. Each layer of sandbags 21 can function independently, consuming the kinetic energy generated by the collision through friction between sand grains, and the multi-layer design further enhances this process. In addition, to further optimize the energy absorption performance of the sandbags 21, the compaction degree of the sand material inside the sandbags 21 is required to be greater than or equal to 90%. High compaction degree means that the gaps between sand grains are minimized, thereby improving the compactness and stability of the overall structure. By strictly controlling the compaction degree of the sand material, it can be ensured that the performance of the sandbags 21 will not deteriorate due to internal loosening when subjected to impact, ensuring the consistency and reliability of the entire anti-collision system.

[0037] like Figure 1 and Figure 2 As shown, according to this utility model, in a collision avoidance device for an inclined shaft in a tunnel, the elastic body 31 of the elastic buffer layer 30 is a waste tire; multiple waste tires are fixed together by bolts or steel cables and are placed on the impact-resistant side of the intermediate layer 20. Using waste tires as the elastic body 31 in the elastic buffer layer 30 not only embodies the concept of environmental protection and reduces environmental costs by reusing waste resources, but also possesses excellent elasticity and durability due to the material properties of the tires themselves, making them suitable for absorbing impact energy. Multiple waste tires are fixed together by bolts or steel cables and placed on the impact-resistant side of the intermediate layer 20 (i.e., the sandbag layer). This environmentally friendly combination of waste tires and sandbags improves overall buffering performance while significantly reducing construction costs, expected to reduce cost expenditure by 30%-50%. When a vehicle collision occurs, the elastic buffer layer 30, composed of waste tires, absorbs most of the kinetic energy through its elastic deformation, thereby effectively mitigating the impact of the impact on subsequent structures. Next, the sandbags 21 in the middle layer 20 further absorb energy and disperse the remaining impact force through sand friction, forming a multi-layered energy absorption mechanism.

[0038] According to this utility model, an anti-collision device for a tunnel inclined shaft includes at least two layers of waste tires stacked in the impact-resistant direction of the elastic buffer layer 30. The multi-layered waste tire arrangement further enhances the energy absorption effect, effectively protecting the rear structure from damage even under large impact forces or multiple impacts. Each layer of waste tires is fixed by bolts or steel cables, which not only increases the overall stability and robustness of the structure but also ensures that each layer of tires works collaboratively under stress, maximizing its elastic buffering performance. Because at least two layers of waste tires are used, the entire elastic buffer layer 30 provides sufficient deformation space to absorb the impact during the initial impact and continues to function in subsequent possible impacts, ensuring continuous safety protection.

[0039] The specific locations of anti-collision facilities vary depending on the type of inclined shaft to ensure optimal safety protection. According to this utility model, an anti-collision facility is provided within a tunnel inclined shaft, which can be a two-lane inclined shaft or a single-lane inclined shaft.

[0040] In the case of a two-lane inclined shaft, the crash barrier is installed on the right-hand end of the downhill section connecting the inclined shaft. This is to address the potential loss of control that may occur when vehicles enter or exit the inclined shaft from the main tunnel, especially on downhill sections where the increased inertia increases the risk of collision. Placing the crash barrier in this location effectively buffers the impact of out-of-control vehicles, protecting the vehicle and its occupants from serious injury and reducing damage to the tunnel structure.

[0041] When the tunnel shaft is a single-lane inclined shaft, the crash barrier is installed on the right-hand side of the downhill end of the passing bay. Single-lane inclined shafts typically require passing bays at specific locations to allow safe passage for both directions of traffic. These passing bays are often accident-prone areas because vehicles need to slow down, stop, and restart, increasing the risk of collisions. Therefore, installing a crash barrier on the right-hand side of the downhill end provides additional safety, mitigates the impact of potential collisions, and ensures driving safety even under complex traffic conditions.

[0042] like Figure 1As shown, according to the present invention, a collision avoidance facility in a tunnel inclined shaft is preferably provided with a warning device 40. The warning device 40 includes a collision avoidance barrier and / or a flashing red light installed in the inclined shaft sump or emergency escape area on the uphill side of the collision avoidance facility. Specifically, the collision avoidance barrier is used to prevent out-of-control vehicles from entering dangerous areas, such as sump pits, while guiding vehicles to maintain a safe driving path; the flashing red light provides a highly visible dynamic warning to remind drivers to slow down or stop in advance, especially effective in low light or inclement weather conditions. The combination of the two provides both physical protection and enhanced visual warning, effectively reducing the accident rate and further improving the safety and reliability of driving in the tunnel inclined shaft.

[0043] According to the present invention, a collision avoidance facility in a tunnel inclined shaft includes a warning device 40 that further comprises reflective warning signs and dynamic warning signs, positioned on the uphill side of the collision avoidance facility. Specifically, the reflective warning signs reflect vehicle headlights at night or in low-light conditions, enhancing visibility and reminding drivers to pay attention to safety facilities and potential risks ahead. The dynamic warning signs change their display content according to actual conditions, such as weather conditions, road information, or temporary traffic instructions, providing drivers with immediate and important driving guidance to help them make timely adjustments to avoid accidents.

[0044] The warning device 40 may also include an electronic speed limit sign, installed at the entrance of the tunnel shaft, to provide real-time alerts for speeding vehicles and record violation data. Specifically, the electronic speed limit sign not only displays the current speed limit for the road section but also detects speeding vehicles through sensors and immediately issues an audible and visual alarm to remind drivers to slow down. Simultaneously, the system automatically records relevant data of speeding vehicles, such as license plate number and speeding time, for subsequent processing. This not only effectively controls the speed of vehicles entering the tunnel shaft, reducing the risk of traffic accidents caused by speeding, but also provides strong data support for traffic management departments, facilitating the implementation of precise regulatory measures.

[0045] In preferred embodiments, the anti-collision facilities within the tunnel inclined shaft of this invention can implement graded speed limits in practical applications. Specifically, the speed for vehicles entering the tunnel can not exceed 8 km / h, for light vehicles not exceeding 15 km / h, and for vehicles exiting the tunnel on the slope, the speed can be controlled within 20 km / h. This graded speed limit strategy, working in conjunction with a dynamic warning system, can significantly reduce the accident rate by approximately 60% by adjusting speed limit prompts and alarms in real time. Furthermore, the facility area maintains strong lighting, good ventilation, and no visual obstructions, ensuring drivers have optimal visibility and further improving driving safety.

[0046] To ensure the continued effectiveness of the crash barrier, in the event of an emergency braking incident, a site cleanup procedure will be immediately initiated. Personnel will be notified to quickly remove obstacles and inspect the integrity of the barrier, ensuring traffic resumes normal operation as soon as possible. Simultaneously, sandbags 21 and worn tires will be replaced regularly, especially for damaged or degraded sections, to ensure the intermediate layer 20 and the surface layer maintain good energy absorption performance. These maintenance measures not only extend the service life of the crash barrier but also ensure it can provide its due protective function in critical moments, offering reliable assurance for traffic safety within the tunnel shaft.

[0047] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "method," "specific method," or "some methods," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or method is included in at least one embodiment or method of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or method. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or methods. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or methods described in this specification, as well as the features of different embodiments or methods.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A collision-prevention installation in a tunnel ramp, characterized in that, include: A base layer (10) is used to provide a rigid support structure for the anti-collision facility, and an impact-resistant slope (11) is formed on one side of the base layer (10) to withstand impact. The intermediate layer (20) includes a plurality of sandbags (21) covering the impact-resistant slope (11), which absorb energy through the friction of sand particles to disperse the impact force; The elastic buffer layer (30) includes a plurality of elastomers (31) disposed on the other side of the intermediate layer (20) for absorbing kinetic energy through elastic deformation.

2. A collision prevention arrangement in a tunnel ramp, according to claim 1, characterized in that The base layer (10) is a cross-section structure made of C20 concrete.

3. A collision prevention arrangement in a tunnel ramp according to claim 1, characterized in that, The base layer (10) has a trapezoidal structure with a cross-sectional area that gradually increases from top to bottom; The impact-resistant inclined surface (11) is the inclined surface of the trapezoidal structure facing the uphill direction of the tunnel shaft.

4. A collision prevention arrangement in a tunnel ramp according to claim 1, characterized in that, The outer packaging of the sandbag (21) is a waterproof woven bag.

5. A collision prevention arrangement in a tunnel ramp according to claim 4, characterized in that In the impact-resistant direction of the intermediate layer (20), the sandbags (21) are stacked in at least two layers; The compaction degree of the sand material inside the sandbag (21) is greater than or equal to 90%.

6. A collision prevention arrangement in a tunnel ramp according to claim 1, characterized in that The elastic body (31) of the elastic buffer layer (30) is a waste tire; Multiple waste tires are fixed together by bolts or steel cables and placed on the impact-resistant side of the intermediate layer (20).

7. A collision prevention arrangement in a tunnel ramp according to claim 6, characterized in that In the impact-resistant direction of the elastic buffer layer (30), the waste tires have at least two stacked layers.

8. A collision prevention arrangement in a tunnel ramp, according to any one of claims 1 to 7, characterized in that, The tunnel inclined shaft is either a two-lane inclined shaft or a single-lane inclined shaft; Where the tunnel inclined shaft is a two-lane inclined shaft, the anti-collision facility is installed on the right side of the end of the connecting section of the tunnel inclined shaft in the downhill direction; When the tunnel shaft is a single-lane inclined shaft, the anti-collision device is installed on the right side of the end of the passing section of the tunnel shaft in the downhill direction.

9. A collision prevention arrangement in a tunnel ramp, according to any one of claims 1 to 7, characterized in that, Warning devices (40) are also installed inside the inclined shaft of the tunnel. The warning device (40) includes a crash barrier and / or a flashing red light installed in the inclined well sump or emergency refuge area on the uphill side of the crash barrier.

10. A collision prevention arrangement in a tunnel ramp according to claim 9, characterized in that The warning device (40) also includes: Reflective warning signs and dynamic alert signs are installed on the uphill side of the crash barrier. And / or, electronic speed limit signs are installed at the entrance of the tunnel shaft.

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