KR102816944B1 - Traffic volume analysis and vehicle flow prediction apparatus using hi-pass data in tunnel - Google Patents

Abstract

A tunnel traffic volume analysis and vehicle flow prediction device utilizing Hi-pass data is disclosed, which can accurately determine the traffic volume in a tunnel and predict the vehicle flow by integrating and analyzing vehicle data collected from a Hi-pass terminal and various sensor data installed in a tunnel.
A device for analyzing traffic volume inside a tunnel and predicting vehicle flow using Hi-pass data is a device for analyzing traffic volume inside a tunnel and predicting vehicle flow inside a tunnel using Hi-pass data of vehicles, the device including a camera installed in a tunnel inside a highway to take pictures of vehicles and their license plates, an entry-side detection unit installed at the entrance of a highway where vehicles can enter to take pictures of vehicles entering and their license plates and communicate with Hi-pass terminals of entering vehicles to receive terminal information, and an exit-side detection unit installed at the exit of a highway where vehicles exit to take pictures of vehicles exiting and their license plates and communicate with Hi-pass terminals of exiting vehicles to settle tolls, and a traffic situation management device including a plurality of detection sensor units installed inside a tunnel and a traffic volume analysis unit that collects vehicle flow data from the plurality of detection sensor units installed inside the tunnel, calculates traffic volume inside the tunnel by matching it with Hi-pass data communicated with Hi-pass terminals, and analyzes the passage time of vehicles entering the tunnel to predict a congested section inside the tunnel.

Description

{TRAFFIC VOLUME ANALYSIS AND VEHICLE FLOW PREDICTION APPARATUS USING HI-PASS DATA IN TUNNEL}

The present invention relates to a tunnel traffic volume analysis and vehicle flow prediction device using Hi-pass data. The present invention relates to a tunnel traffic volume analysis and vehicle flow prediction device using Hi-pass data, which can accurately grasp the traffic volume in a tunnel and predict the vehicle flow by integrating and analyzing vehicle data collected from a Hi-pass terminal and various sensor data installed in a tunnel.

In general, highway tunnels are key facilities of road infrastructure, which must ensure safe vehicle passage and efficient traffic flow, but the current tunnel management system has several technical limitations. The existing tunnel management system relies on simple monitoring through CCTV or basic sensors, making it difficult to conduct precise analysis and respond immediately to traffic conditions inside the tunnel.

In particular, there are limitations in precisely measuring and managing the real-time traffic volume of vehicles driving in tunnels, the exact speed of individual vehicles, and the safety distance between vehicles. This makes it difficult to take effective preventive measures in situations where traffic congestion occurs in tunnels or the risk of accidents increases.

In addition, in the event of a vehicle accident or fire in a tunnel, the current system has limitations in quickly detecting and responding to the accident situation. In particular, due to the nature of the tunnel as a closed space, it is very important to quickly grasp the situation and respond early when a fire occurs, but the existing system has structural limitations that make it difficult to effectively perform this.

In addition, there is no effective crackdown system for overloaded vehicles or illegally passing vehicles that pose a serious threat to tunnel safety. The current installed axle loaders and crackdown equipment have problems such as low accuracy or easy evasion, so effective crackdowns are not being carried out.

Currently, most of the Hi-pass systems installed in highway tunnels are used only for the limited purpose of collecting tolls. This does not fully utilize the potential value of Hi-pass data that can be used for vehicle identification, location tracking, and traffic flow analysis, and is wasting important technological resources for the advancement of tunnel management systems.

KR 10-2018-0053405

The present invention provides a tunnel traffic volume analysis and vehicle flow prediction device utilizing Hi-pass data, which can accurately grasp the traffic volume in a tunnel and predict the vehicle flow by integrating and analyzing vehicle data collected from a Hi-pass terminal and various sensor data installed in a tunnel.

In addition, a device for tunnel traffic analysis and vehicle flow prediction using Hi-pass data is provided, which can track the location of vehicles in a tunnel in real time by utilizing the RF signal strength of the Hi-pass terminal, automatically calculate the safety distance between vehicles, and manage it so that an appropriate safety distance is maintained.

According to one embodiment of the present invention for solving the above problem, a device for analyzing traffic volume inside a tunnel and predicting vehicle flow using Hi-pass data is provided, which utilizes Hi-pass data of a vehicle to analyze traffic volume inside a tunnel and predict the flow of vehicles inside the tunnel, the device comprising: a camera installed in a tunnel inside a highway to capture images of vehicles and license plates thereof; an entry-side detection unit installed at the entrance of the highway into which vehicles can enter to capture images of entering vehicles and license plates thereof and communicate with Hi-pass terminals of the entering vehicles to receive terminal information; and an exit-side detection unit installed at the exit of the highway through which the vehicles exit to capture images of exiting vehicles and license plates thereof and communicate with Hi-pass terminals of the exiting vehicles to settle tolls; And it includes a traffic situation management facility having a plurality of detection sensor units installed inside the tunnel, and a traffic volume analysis unit that collects vehicle flow data from the plurality of detection sensor units installed inside the tunnel, matches it with Hi-pass data communicated with the Hi-pass terminal, calculates traffic volume inside the tunnel, and analyzes the passage time of the vehicles entering the tunnel to predict a congested section inside the tunnel.

The toll settlement facility further includes a monitoring unit that monitors the status of the Hi-pass terminal and detects at least one payment risk factor among the presence of a problem in the Hi-pass terminal, the absence of a card insertion, and the presence of insufficient balance; a path tracking unit that is capable of wirelessly communicating with the detection facility and the camera and, if payment of the Hi-pass terminal is not normally processed, traces the passage of the vehicle using the history information of the Hi-pass terminal and the entry and exit information of the vehicle; and a payment request unit that calculates a toll based on the route tracking result of the vehicle and requests payment to the Hi-pass terminal; wherein the Hi-pass terminal transmits encrypted terminal information when communicating with the detection facility, and the terminal information includes a terminal ID, card information, and vehicle information; and the payment request unit decrypts the encrypted terminal information to perform payment processing, and the entry-side detection unit comprises: an entry-side loop detection unit that is embedded in the surface of the highway and detects a metal part of the vehicle; An entry-side video recording unit having a plurality of shooting cameras for shooting the front of the vehicle, the side of the vehicle, and the rear of the vehicle, respectively; An entry-side high-pass terminal communication unit having a plurality of 5.8 GHz band RF antennas for enabling short-distance wireless communication; And an entry-side central control unit connected to the entry-side loop detection unit, the entry-side video recording unit, and the entry-side Hi-pass terminal communication unit; wherein the entry-side central control unit measures the speed and length of the vehicle through data transmitted from the entry-side loop detection unit to primarily classify the vehicle type, analyzes the exterior features of the vehicle through data transmitted from the entry-side video recording unit to secondarily verify the vehicle type, confirms the registered vehicle type information of the Hi-pass terminal through data transmitted through the entry-side Hi-pass terminal communication unit, compares and analyzes the collected vehicle type information in real time, and registers and manages the vehicle as a vehicle of interest if the vehicle type information does not match, and the entry-side loop detection unit includes a plurality of loop coils buried at 30 cm intervals at a depth of 50 cm or less on the highway surface, and the entry-side loop detection unit measures the amount of change in the induced current generated when the vehicle passes through the plurality of loop coils in units of 0.1 seconds to calculate the instantaneous speed of the vehicle, and measures the distance between the axles of the vehicle by using the time difference between a pair of loop coils arranged in series among the plurality of loop coils, and The entire length of the vehicle is measured using the duration of the induced current in one of the loop coils, and the vehicle types are first classified from Type 1 to Type 5 based on the measured axle distance and overall length and are transmitted to the central control unit on the entry side, and the image capturing unit on the entry side comprises: a front camera installed on a lane of the highway to capture images of the front of the vehicle, including the grille shape, lamp arrangement, and hood line of the vehicle; a side camera installed on a lane of the highway to capture images of the overall length, overall height, and wheelbase of the vehicle on the side of the vehicle; a rear camera installed on a lane of the highway to capture images of the rear of the vehicle, including the taillight shape, trunk line, and exhaust port position; And an entry-side image controller connected to the front camera, the side camera, and the rear camera, and recognizing the grille shape, lamp arrangement, and hood line of the vehicle from the front of the vehicle, and measuring the overall length, overall height, and wheelbase of the vehicle from the side of the vehicle, and analyzing the taillight shape, trunk line, and exhaust port location, and comparing it with a deep learning-based vehicle model database to secondarily verify the vehicle type and then transmitting the result to the entry-side central control unit; wherein the RF antenna includes a directional antenna operating in a 5.8 GHz band, and the entry-side Hi-pass terminal communication unit determines that the received data is reliable only when the radio reception strength (RSSI) is -75 dBm or higher during communication with the Hi-pass terminal, verifies an electronic signature based on an AES-256 encryption algorithm for vehicle type information received from the Hi-pass terminal, and performs retries up to three times when the communication session is disconnected and transmits the verified vehicle type information to the entry-side central control unit, and the exit-side detection unit includes an exit-side loop detection unit embedded in the surface of the highway and detects a metal part of the vehicle; An exit-side video recording unit having a plurality of shooting cameras for shooting the front of the vehicle, the side of the vehicle, and the rear of the vehicle, respectively; an exit-side Hi-pass terminal communication unit having a plurality of 5.8 GHz band RF antennas for enabling short-range wireless communication; and an exit-side central control unit connected to the exit-side loop detection unit, the exit-side video recording unit, and the exit-side Hi-pass terminal communication unit; wherein the exit-side central control unit verifies vehicle identity by comparing it with vehicle information collected by the entry-side detection unit, communicates with the Hi-pass terminal to verify vehicle type information and calculate travel distance, calculate toll and check terminal balance, transmit terminal settlement command, and check payment completion, and if the settlement fails, controls an exit-side barrier to restrict vehicle passage, and the monitoring unit includes: a monitoring communication unit for real-time communication with the Hi-pass terminal; a monitoring database unit for storing status information of the Hi-pass terminal; And a monitoring control unit connected to the monitoring communication unit and the monitoring database unit; wherein the monitoring control unit determines that communication is normal only when the RF signal strength of the Hi-pass terminal received through the monitoring communication unit is -75 dBm or higher, checks the card insertion status according to the card insertion detection protocol of each terminal manufacturer, generates a balance insufficient risk signal when the card balance decreases below 150% of the expected toll, and generates abnormality status data including the time of abnormality occurrence, abnormality type code, GPS coordinates, and terminal ID when an abnormality occurs, and stores the abnormality status data in the monitoring database unit, and the path tracking unit comprises: a tracking GPS receiving unit for receiving current location information of the vehicle; a tracking database unit in which national expressway route information and toll information are stored; a deep learning-based tracking path prediction unit for predicting the moving path of the vehicle; And a tracking route control unit connected to the tracking GPS receiver, the tracking database unit, and the tracking route prediction unit; wherein the tracking route control unit receives the current location of the vehicle at 1-second intervals through the tracking GPS receiver, calculates the expected route of the vehicle through the tracking route prediction unit that has learned the travel history for the past 3 months, and calculates the accurate travel distance by determining whether a detour is required if the current location deviates from the expected route, and the payment request unit comprises: a payment request database unit for storing payment method information for each vehicle; a payment request analysis unit for analyzing the payment success rate for each payment method; a payment request processing unit for performing real-time payment processing; And a payment request control unit connected to the payment request database unit, the payment request analysis unit, and the payment request processing unit; wherein the payment request control unit analyzes the payment success rate of the payment method for each vehicle by time zone and day of the week through the payment request analysis unit to determine the payment priority, and the payment request control unit, when a payment is requested, attempts direct payment through a Hi-pass terminal as the first priority, attempts automatic payment through a registered credit card as the second priority if the first priority payment fails, attempts registered mobile easy payment as the third priority if the second priority payment fails, and attempts payment through virtual account issuance as the last priority if the third priority payment fails, sets the attempt interval for each payment method to 30 seconds and performs retries up to three times, and when attempts for all payment methods fail, generates unpaid information including the vehicle number of the vehicle, the travel time and date, the unpaid amount, and the list of attempted payment methods, and registers it in an unpaid vehicle management table of the payment request database unit.

A high-speed axle load cell installed on the floor of the entrance to the tunnel and configured to measure the weight of the vehicle; A ventilation device installed in the tunnel and configured to circulate air inside the tunnel and air outside the tunnel; A fire-fighting device installed in the tunnel and configured to extinguish a fire inside the tunnel; A control device connected to the camera, the high-speed axle load cell, the ventilation device, and the fire-fighting device and configured to determine whether the vehicle is underloaded by using photographing data captured by the camera and weight data measured by the high-speed axle load cell. And a plurality of fire detectors, which are installed spaced apart from each other along the extension direction of the tunnel on the ceiling of the tunnel and detect smoke or high temperature heat and transmit a fire detection signal to the control facility; further including; the traffic situation management facility further includes an emergency situation management unit for detecting whether a fire has occurred from the plurality of fire detectors installed inside the tunnel, monitoring in real time the sudden deceleration and stop situations between vehicles to detect the occurrence of an accident, and transmitting a warning message to a guide monitor installed at the entrance of the tunnel when an emergency situation occurs; and the traffic volume analysis unit includes a traffic volume database unit for processing vehicle speed data received from the plurality of detection sensor units; a traffic volume RF communication unit for receiving an RF signal from the Hi-pass terminal; a first guide monitor control unit for controlling the guide monitor installed at the entrance of the tunnel; A traffic control unit connected to the traffic database unit, the traffic RF communication unit, and the first guidance monitor control unit; wherein the traffic control unit analyzes data received from the plurality of detection sensor units every 5 minutes to calculate an average speed per lane, updates the average speed for the previous 5 minutes every 1 minute, determines that a safe distance between vehicles is present when the RF signal intensity of a Hi-pass terminal received through the traffic RF communication unit is between -65 dBm and -85 dBm, calculates a vehicle density in a tunnel based on the average speed per lane and the RF signal intensity, and when it exceeds 80% of the tunnel design capacity, displays a guidance message to maintain a vehicle gap of 100 m or more through the first guidance monitor control unit, and controls the variable speed limit to be displayed as 60 km/h on the guidance monitor through the first guidance monitor control unit, and the emergency situation management unit comprises: a plurality of thermal imaging camera units installed in the plurality of fire detectors and measuring the temperature of an engine of the vehicle; A plurality of smoke detection sensor units installed in the plurality of fire detectors and detecting smoke inside the tunnel; an emergency situation database unit processing fire detection data received from the plurality of fire detectors, the plurality of thermal imaging camera units, and the plurality of smoke detection sensor units; a barrier control unit for controlling a tunnel entrance barrier installed at the tunnel entrance; a second guidance monitor control unit connected to the guidance monitor installed at the entrance of the tunnel and controlling the guidance monitor installed at the entrance of the tunnel to display accident information; And an emergency situation control unit connected to the plurality of detection sensor units, the plurality of thermal imaging camera units, the plurality of smoke detection sensor units, the emergency situation database unit, the circuit breaker control unit, and the second guidance monitor control unit; wherein the emergency situation control unit designates the section as an emergency situation section when the temperature of the engine of the vehicle measured through the plurality of thermal imaging camera units continues to be 110 degrees or more, or the value measured through the plurality of smoke detection sensor units exceeds 75 ppm, which is 1.5 times the reference value (50 ppm), or the speed difference between adjacent vehicles continues to be 40 km/h or more for 3 seconds or more through data received from the plurality of detection sensor units, and the emergency situation control unit operates the tunnel entrance barrier through the circuit breaker control unit when the section is designated as an emergency situation section, and controls the display of accident information and detour information within the tunnel on the guidance monitor through the second guidance monitor control unit, and the high-speed axle loader is installed on the floor of the entrance of the tunnel, and at least a part of it protrudes above the floor of the entrance of the tunnel and comes into contact with the wheels of the vehicle. A first detection unit capable of detecting an axle load of the vehicle, which is connected to the control facility in a wireless communication manner; a second detection unit installed on an upper surface of the first detection unit, capable of contacting a wheel of the vehicle, and connected to the control facility in a wireless communication manner, and which measures an area where a wheel of the vehicle is positioned on the first detection unit; a third detection unit installed by being inserted into an installation groove of the first detection unit, and which measures a speed of the vehicle passing through the first detection unit; a visual notification unit embedded in the floor at the entrance of the tunnel so that at least a portion of the upper portion is exposed to the outside of the floor at the entrance of the tunnel, and which emits light of different wavelength bands according to a judgment result of the control facility; an auditory notification unit embedded in the floor at the entrance of the tunnel, and which outputs an acoustic signal of a preset decibel level according to a judgment result of the control facility; And a diagnostic analysis unit connected to the control facility in a wireless communication manner and for analyzing the measurement performance of the measurement value detected by the first detection unit; wherein the first detection unit comprises: a first detection plate part; a detection tube part including a first detection tube part arranged on an upper side of the first detection plate part and having a first accommodation space and a second detection tube part having a second accommodation space between the first detection tube part and the second detection tube part; a connect tube part fixing the detection tube part on both sides; a second detection plate part covering the detection tube part and the connect tube part from the upper side, transmitting an axle load transmitted from a wheel of the vehicle to the detection tube part, and having the installation groove formed inwardly at an upper side and the second detection unit installed on an upper surface; an axle load measurement value calculation unit measuring a change in internal pressure of the detection tube part according to the axle load transmitted from the wheel of the vehicle to calculate a measurement value of the axle load; The present invention relates to a sensor tube, comprising: a first weighting portion extending along the direction in which the sensor tube is extended and positioned between the first sensing plate portion and the sensing tube portion for weighting the sensing tube portion; a second weighting portion extending along the direction in which the sensor tube is extended and positioned between the second sensing plate portion and the sensing tube portion for weighting the sensing tube portion; and a fluid moving portion formed in the connecting tube portion for injecting fluid into the second receiving space; wherein the sensing tube portions are provided in plural, the first receiving space is filled with atmosphere therein, the second receiving space is filled with a lithium chloride (LiCl) aqueous solution therein, the widths of the first weighting portion and the second weighting portion are formed narrower than the width of the sensing tube portion, the sensing tube portion is formed of stainless steel, the connecting tube portion includes at least one communication hole formed between the sensing tube portions to serve as a passage for moving atmosphere, and the fluid moving portion comprises: a first fluid moving member for injecting fluid into the second receiving space; And a second fluid moving member for removing air from the second receiving space; wherein the first weighted portion comprises: a center part forming the center of the first weighted portion and made of at least one material among EPDM, urethane, silicone, and HDPE; a plurality of through-parts spaced apart along the periphery of the center part and formed by penetrating the first weighted portion upward and downward, the cross-section of which is formed in a hexagonal shape; a plurality of support parts formed between the plurality of through-parts in the first weighted portion and made of at least one material among EPDM, urethane, silicone, and HDPE; and a reinforcing part extending in a ring shape so as to surround the plurality of through-parts in the first weighted portion and made of a material having higher strength than the plurality of support parts; wherein the plurality of through-parts are configured in a plurality of rows along the radial direction of the first weighted portion from the center part toward the reinforcing part.

The above diagnostic analysis unit comprises: a diagnostic analysis receiving module that receives vehicle information from the control facility; a measurement performance calculation module that compares vehicle information values according to the vehicle information with predefined reference values to calculate a measurement metric representing the measurement performance of the measurement value; And a measurement performance diagnosis module that compares and analyzes the above-described measurement metrics and the measurement performance judgment index representing the evaluation criteria of the measurement performance to derive a measurement performance diagnosis result; wherein the control device transmits a signal for checking the first detection unit, the second detection unit, and the third detection unit according to the measurement performance diagnosis result, and the control device calculates a correction value for each area ratio using the measurement value obtained by measuring the axle load of the vehicle for each area where the wheels of the vehicle are located on the first detection unit and the second detection unit, and calculates a correction value by applying the correction value to the measurement value measured according to the area where the wheels of the vehicle are located on the first detection unit and the second detection unit to determine whether the vehicle is overloaded, and the area ratio is calculated based on the wheel area for each type of the vehicle, and is calculated through the ratio of the area where the right or left wheels of the vehicle are located on the first detection unit and the second detection unit among the total area where the right and left wheels of the vehicle contact the ground, and the control device The equipment calculates an axle load measurement deviation of the vehicle through the correction value and the measurement metric, sets a value with the smallest axle load measurement deviation by wheel area of the vehicle as the measurement value to determine whether or not it is overloaded and outputs a crackdown signal for the vehicle, the control equipment calculates a joint area and a joint position of a left wheel or a right wheel of the vehicle through the second detection unit, and the control equipment can determine whether the vehicle avoids the high-speed axle loader by using a case where a difference between the joint area of the left wheel and the joint area of the right wheel is larger than a preset reference value or the center points of the joint positions of the left wheel and the joint positions of the right wheel are not located within a preset range, and the ventilation equipment comprises: a plurality of main ventilation units installed on the ceiling of the tunnel and spaced apart from the entrance of the tunnel at a preset interval from the exit of the tunnel to form an air flow from the entrance of the tunnel toward the exit of the tunnel; A plurality of auxiliary ventilation units installed on both sides of the tunnel and spaced apart at preset intervals from the entrance of the tunnel to the exit of the tunnel to form an airflow from the entrance of the tunnel toward the exit of the tunnel; And an emergency ventilation unit installed on the ceiling of the tunnel and controlled by the control facility depending on whether a fire has occurred to circulate the air inside the tunnel and the air outside the tunnel; wherein the plurality of main ventilation units and the plurality of auxiliary ventilation units are arranged in a straight line in a one-to-one manner corresponding to each of the plurality of fire detectors along the extension direction of the tunnel, and when the control facility determines that the vehicle is not underloaded, it drives the plurality of main ventilation units, and when the control facility determines that the vehicle is underloaded, it drives the plurality of main ventilation units and the plurality of auxiliary ventilation units simultaneously, and the control facility receives a fire detection signal from at least one of the plurality of fire detectors to determine the location of the fire, and drives the emergency ventilation unit based on the determined location of the fire, and at the same time, the control facility drives the emergency ventilation unit based on the determined location of the fire, and the main ventilation unit and the auxiliary ventilation unit located in a straight line with the fire detector that transmitted the fire detection signal, and the A fire detector is arranged at the rear end to drive a plurality of main ventilation units and a plurality of auxiliary ventilation units by increasing the output from a reference output, wherein the auxiliary ventilation units include: an auxiliary ventilation body having a plurality of auxiliary ventilation inlets formed on a periphery; a pair of auxiliary ventilation blowers installed inside the auxiliary ventilation body and configured to introduce outside air into the interior of the auxiliary ventilation body through the auxiliary ventilation inlets; an auxiliary ventilation power unit installed inside the auxiliary ventilation body and including an auxiliary ventilation main power unit and an auxiliary ventilation movement power unit respectively coupled to the pair of auxiliary ventilation blowers; An auxiliary ventilation front injection unit including an air inflow path member for introducing air, an auxiliary ventilation exhaust member for discharging the air, an auxiliary ventilation opening through which air is drawn and introduced by the air flow discharged from the auxiliary ventilation exhaust member, an auxiliary ventilation exhaust path member formed to be inclined along the direction in which the air is discharged, an auxiliary ventilation exhaust guide member extending horizontally from an end of the auxiliary ventilation exhaust path member formed to be inclined, and an auxiliary ventilation outer member formed at a position facing the auxiliary ventilation exhaust path member; an auxiliary ventilation rear injection unit having a structure corresponding to the auxiliary ventilation front injection unit; an auxiliary ventilation rearmost injection unit having a structure corresponding to the auxiliary ventilation rear injection unit; An auxiliary ventilation bulkhead is installed inside the auxiliary ventilation body to separate a front space in which the auxiliary ventilation one-way power member is installed and a rear space in which the auxiliary ventilation movable power member is installed, and the auxiliary ventilation rear injection unit comprises: an auxiliary ventilation exhaust member for weighting an air flow emitted from the auxiliary ventilation one-way discharge member of the auxiliary ventilation front injection unit; an auxiliary ventilation rear frame member coupled to the auxiliary ventilation front injection unit, extending from the auxiliary ventilation front injection unit so as to have an inner diameter that gradually decreases, and having an end connected to the auxiliary ventilation rearmost injection unit; and an auxiliary ventilation outer member formed at a position opposite to the auxiliary ventilation exhaust member; and the auxiliary ventilation rearmost injection unit comprises: an auxiliary ventilation three-way discharge member for weighting an air flow emitted from the auxiliary ventilation exhaust member of the auxiliary ventilation rear injection unit; And an auxiliary ventilation outer member formed at a position opposite to the auxiliary ventilation three-exhaust member; wherein the auxiliary ventilation one outer member has an auxiliary ventilation one inflow hole that is connected to an auxiliary ventilation blower coupled to the auxiliary ventilation one power member among the pair of auxiliary ventilation blowers, the auxiliary ventilation rear injection unit is provided with an auxiliary ventilation rear second inflow hole for drawing air into the inside, the auxiliary ventilation rearmost injection unit is provided with an auxiliary ventilation rear third inflow hole for drawing air into the inside, the auxiliary ventilation movement member is connected to the auxiliary ventilation two outer member and the auxiliary ventilation three outer member through the auxiliary ventilation rear second inflow hole and the auxiliary ventilation rear third inflow hole, and the firefighting equipment is installed on the upper part of the auxiliary ventilation unit among the side walls of the tunnel, extends along the extension direction, and has a first extinguishing agent movable inside. A fire fighting body unit having a fire extinguishing fluid pipe member, a second fire extinguishing fluid pipe member capable of moving a second fire extinguishing fluid, and a gas pipe member capable of moving a gas; a plurality of first fire fighting units coupled to a lower portion of the fire fighting body unit, communicated with the first fire extinguishing fluid pipe member, spaced apart along the extension direction and capable of spraying the first fire extinguishing fluid; a plurality of second fire fighting units coupled to a side of the fire fighting body unit, communicated with the second fire extinguishing fluid pipe member, spaced apart along the extension direction and capable of spraying the second fire extinguishing fluid; And a fire controller unit capable of wirelessly communicating with the control facility and controlling the operation of the plurality of first fire units and the plurality of second fire units by receiving a signal from the control facility to drive the plurality of first fire units, or to drive the plurality of first fire units and the plurality of second fire units together; wherein the plurality of first fire units and the plurality of second fire units are arranged in a straight line one-to-one corresponding to each of the plurality of fire detectors along the extension direction, and the control facility transmits a first fire signal to the fire controller unit for preferentially driving the first fire unit when a fire detection signal is received from the fire detector, and transmits a second fire signal to the fire controller unit for simultaneously driving the first fire unit and the second fire unit when a fire detection signal is received from the fire detector for a time longer than a preset time, and the control facility receives a fire detection signal from at least one of the plurality of fire detectors to determine the location of the fire occurrence, and determines the location of the fire by The first fire-fighting signal and the second fire-fighting signal are transmitted to the fire-fighting controller unit based on the location of the fire occurrence, and the control equipment transmits the first fire-fighting signal to the fire-fighting controller unit for driving the first fire-fighting unit located in a straight line with the fire detector that transmitted the fire detection signal and the first fire-fighting units located in front and behind the fire detector that transmitted the fire detection signal, respectively, based on the determined location of the fire occurrence, and the control equipment transmits the second fire-fighting signal to the fire-fighting controller unit for simultaneously driving the first and second fire-fighting units located in a straight line with the fire detector that transmitted the fire detection signal and the first and second fire-fighting units located in front and behind the fire detector that transmitted the fire detection signal, respectively, when the first fire-fighting agent is an aqueous film forming foam (AFFF), and the second fire-fighting agent is an alcohol-based foam (AR-AFFF), and the The gas is argon (Ar) gas, and the main ventilation unit comprises: a main ventilation body in the shape of a circular tube having an internal space; a main ventilation blower provided in the internal space of the main ventilation body; a main ventilation power unit coaxially connected to one side of the main ventilation blower to rotate the main ventilation blower, and connected to a fixing pin to be fixed to the inner wall of the main ventilation body; And a main ventilation fixing part for supporting the main ventilation body part, wherein both sides of the main ventilation body part are open so that an air movement hole is formed at the rear side and an air movement hole is formed at the front side, and air can move from the side of the air movement hole toward the air movement hole or from the side of the air movement hole toward the air movement hole due to the rotational operation of the main ventilation blower part, and the main ventilation unit comprises a main ventilation sterilization part provided at a position overlapping the direction in which air moves by the main ventilation blower on the main ventilation body part so that ultraviolet rays and ozone are introduced into the air movement path within the main ventilation body part by the operation of the main ventilation blower part; And further comprising a main ventilation cover covering the main ventilation sterilization unit; wherein an air three-way hole is formed along the direction of air movement on the outer edge of the main ventilation body on the air three-way hole of the main ventilation blower, and the air three-way hole is formed in a plurality along the direction of air movement, and a main ventilation support rib is provided between the plurality of air three-way holes, and the lower surface of the main ventilation sterilization unit is closely supported on the upper part of the main ventilation support rib, and the main ventilation sterilization unit has a main ventilation cover provided at both ends of the main ventilation sterilization unit so as to have a diameter larger than the outer diameter of the main ventilation sterilization unit, and the main ventilation sterilization unit is capable of irradiating a UVC wavelength having a wavelength range of 200 nm or more to 280 nm or less, and the main ventilation sterilization unit is fixed to the inside of the main ventilation body unit through the air three-way hole, and the main ventilation cover is provided on both sides of the lower end A main ventilation fixing plate is formed, wherein the main ventilation fixing plate is configured to be bolted to a surface of the main ventilation body, and the emergency ventilation unit comprises: an emergency ventilation communication pipe section installed on the ceiling of the tunnel and extending along the extension direction and having a perforated interior; a plurality of emergency ventilation suction sections rotatably coupled to a side of the emergency ventilation communication pipe section so as to be arranged along a width direction horizontally orthogonal to the extension direction or along an up-down direction vertically orthogonal to the extension direction and the width direction, the plurality of emergency ventilation hose sections having a perforated interior and being spaced apart along the extension direction; and a plurality of emergency ventilation hose sections connecting the perforated interior of the emergency ventilation communication pipe section and the perforated interiors of the plurality of emergency ventilation suction sections to each other, and formed of a pipe having a flexible bellows structure. An emergency ventilation power unit is included, which is coupled to the emergency ventilation suction unit at a portion where the emergency ventilation suction unit is coupled to the emergency ventilation communication pipe unit and is configured to generate a rotational driving force to apply a rotational driving force to the emergency ventilation suction unit so as to rotate the emergency ventilation suction unit along the circumferential direction of a circle having the extension direction as a central axis; wherein the emergency ventilation suction unit includes: a first emergency ventilation suction member connected to the emergency ventilation hose unit and formed in a telescopic structure; and a second emergency ventilation suction member coupled to an end of the first emergency ventilation suction member and capable of being arranged so as to be rotatable and foldable, wherein the second emergency ventilation suction member includes: a 2-1 emergency ventilation suction body coupled to a lower portion of the first emergency ventilation suction member; a 2-1 emergency ventilation suction power body installed in the 2-1 emergency ventilation suction body and capable of generating a rotational driving force; A second-first emergency ventilation suction power body coupled to an end portion thereof and having gear teeth formed on an outer surface thereof; a second-second emergency ventilation suction body having an upper portion thereof rotatably coupled to a lower portion thereof of the second-first emergency ventilation suction body and having one side formed to be longer than the other side with respect to a radial direction of a circle having the up-down direction as a central axis and having a lower portion formed to be inclined with respect to the up-down direction; a second-second emergency ventilation suction spur gear extending along an outer surface of an upper portion of the second-second emergency ventilation suction body and having gear teeth formed on an outer surface thereof that mesh with the gear teeth of the second-first emergency ventilation suction power body; a second-second emergency ventilation suction power body installed in the second-second emergency ventilation suction body and capable of generating a rotational driving force; A second-hand ventilation suction power gear coupled to an end of the second-hand ventilation suction power body and having gear teeth formed on an outer surface thereof; A second-hand ventilation suction body having an upper portion thereof rotatably coupled to an inclined lower portion of the second-hand ventilation suction body and having the other side formed to have a longer length than one side with respect to a radial direction of a circle with the up-down direction as a central axis, such that the upper portion thereof is formed to slope upward from one side toward the other side and the lower portion thereof is formed to slope downward from one side toward the other side; A second-hand ventilation suction spur gear extending along the outer surface of the inclined upper portion of the second-hand ventilation suction body and having gear teeth formed on the outer surface thereof that mesh with the gear teeth of the second-hand ventilation suction power gear; A second-hand ventilation suction power body installed on a lower portion of the other side of the second-hand ventilation suction body that is formed to have a relatively longer length and capable of generating a rotational driving force; A 2-3 emergency ventilation suction power gear coupled to an end of the 2-3 emergency ventilation suction power body and having gear teeth formed on an outer surface; A 2-4 emergency ventilation suction body having an upper portion rotatably coupled to an inclined lower portion of the 2-2 emergency ventilation suction body, one side of which is formed to be longer than the other side with respect to a radial direction of a circle with the up-down direction as a central axis, such that an upper portion thereof is formed to be inclined upward from one side toward the other side and a lower portion thereof is formed horizontally; A 2-4 emergency ventilation suction spur gear extending along the outer surface of the inclined upper portion of the 2-4 emergency ventilation suction body and having gear teeth formed on an outer surface thereof that mesh with the gear teeth of the 2-3 emergency ventilation suction gear; The second emergency ventilation suction body is rotatably coupled to the lower part of the above-mentioned 2-4 emergency ventilation suction spur gear, is arranged to overlap each other, is formed with an aperture structure whose lower end is open, and the degree of opening of the lower end is adjustable; and the first fire fighting unit comprises: a first extinguishing fluid moving unit forming a first extinguishing fluid moving path inside which a first extinguishing fluid moves; a first extinguishing fluid discharge unit connected to the first extinguishing fluid moving unit so as to spray the first extinguishing fluid; and a first extinguishing fluid control unit installed inside the first extinguishing fluid moving unit so as to control the amount of the first extinguishing fluid supplied to the first extinguishing fluid discharge unit; and the first extinguishing fluid control unit comprises: a 1-1 extinguishing fluid control member having an installation space formed to surround at least a portion of the first extinguishing fluid moving path so as to be communicated with the first extinguishing fluid moving path; A first-second extinguishing fluid control member is provided in a plurality and at least some of them are arranged along the periphery of the installation space of the first-first extinguishing fluid control member, and is rotatably installed in the installation space to the center of the first extinguishing fluid movement path to control the degree of opening of the first extinguishing fluid movement path; a first-third extinguishing fluid control member is installed in the fire fighting body unit and provides a rotational driving force to the first-first extinguishing fluid control member; and a first-fourth extinguishing fluid control member is connected to the first-second extinguishing fluid control member so as to move the first extinguishing fluid movement unit; wherein the first extinguishing fluid movement unit comprises: a first-first extinguishing fluid movement member that is rotatably coupled to a lower portion of the fire fighting body unit; And a 1-2 extinguishing fluid moving member connecting the 1-1 extinguishing fluid moving member and the 1-2 extinguishing fluid discharge member; wherein the second fire fighting unit comprises: a second fire fighting unit body part rotatably installed in the fire fighting body unit, the second extinguishing fluid pipe member and the gas pipe member being respectively inserted therein; a second fire fighting unit power part installed in the fire fighting body unit and configured to generate a rotational driving force so as to rotate the second fire fighting unit body part, and providing the rotational driving force to the second fire fighting unit body part; a second fire fighting unit gas injection part coupled to the second fire fighting unit body part, extending obliquely with respect to the second fire fighting unit body part, and having a plurality of 2-1 fire fighting unit gas injection members connected to the gas pipe member so as to receive gas and inject gas; A second fire unit extinguishing fluid injection unit having a plurality of second-1 fire unit extinguishing fluid injection members, spaced apart from the second fire unit gas injection unit and connected to the second fire unit body part, and extending obliquely based on the second fire unit body part, and connected to the second fire extinguishing fluid piping member so as to receive and spray the second fire extinguishing fluid, wherein the second fire unit gas injection unit has a second-2 fire unit gas injection member having one end connected to the gas piping member and the other end connected to the plurality of second-1 fire unit gas injection members, and the inner diameter gradually decreases from the one end to the other end, and the second fire unit extinguishing fluid injection unit has one end connected to the second fire extinguishing fluid piping member and the other end connected to the 2-1 fire unit extinguishing fluid injection member, and the inner diameter gradually decreases from the one end to the other end. A second-second fire unit extinguishing fluid injection member is provided, wherein the plurality of second-first fire unit gas injection members are spaced apart from each other in the longitudinal direction of the second fire unit gas injection unit and in the circumferential direction of a circle having the longitudinal direction as a central axis, and are also arranged at an end of the second fire unit gas injection unit, and the second-first fire unit extinguishing fluid injection members are spaced apart from each other in the longitudinal direction of the second fire unit extinguishing fluid injection unit and in the circumferential direction of a circle having the longitudinal direction as a central axis, and are also arranged at an end of the second fire unit extinguishing fluid injection unit, and the second fire unit body part comprises a second-first fire unit body part having a part of the second extinguishing fluid piping member and the gas piping member arranged therein, and being coupled to the second fire unit power part and rotatable; A 2-2 fire unit body member, which is coupled to the lower portion of the 2-1 fire unit body member so as to be relatively rotatably connected with the 2-1 fire unit body member and has the remaining portion of the second extinguishing fluid pipe member disposed therein; A 2-3 fire unit body member, which is installed at a portion where the 2-1 fire unit body member and the 2-2 fire unit body member are connected and provides a rotational driving force to the 2-2 fire unit body member so that the 2-2 fire unit body member can be rotated at a relatively slower speed than the rotational speed of the 2-1 fire unit body member that is rotated by the 2nd fire unit power unit; The fire controller unit includes: a fire receiving module that receives the first fire signal and the second fire signal transmitted from the control equipment; A fire judgment module connected to the fire receiving module and determining the direction in which the first fire units and the second fire units, which are respectively positioned in front and rear of the fire detector that transmitted the fire detection signal, should rotate based on the first fire signal or the second fire signal; A controller module connected to the fire judgment module and controlling the rotation operation of the first fire units and the second fire units, which are respectively positioned in front and rear of the fire detector that transmitted the fire detection signal, based on the determination of the fire judgment module;

The visual notification unit comprises: a visual notification body having a space inside and installed on the floor of the entrance of the tunnel; a first visual notification light-emitting unit installed inside the visual notification body at the front end thereof and capable of irradiating blue light, which is a first light formed with a wavelength of 400 nm to 480 nm, and having a first auxiliary magnet at the rear end thereof; a second visual notification light-emitting unit arranged inside the visual notification body at the front end thereof and spaced apart from the first visual notification light-emitting unit and capable of irradiating red light, which is a second light formed with a wavelength of 600 nm to 700 nm, and having a second auxiliary magnet at the rear end thereof; a visual notification battery unit installed in the visual notification body and capable of storing electric energy; a visual notification power unit coupled to an inner wall of the visual notification body, connected to the visual notification battery unit, and configured to generate a rotational driving force; A visual alert connection unit coaxially connected to the visual alert power unit and capable of rotating by the rotational driving force generated from the visual alert power unit; A visual alert current-conducting unit having a main magnet body formed of a material having a magnetic force so as to be able to receive electric energy from the visual alert battery unit and contact the first auxiliary magnet body or the second auxiliary magnet body at an end thereof and to conduct current by electromagnetic coupling; A visual alert receiving unit capable of wirelessly communicating with the control equipment and receiving a good loading signal or a bad loading signal from the control equipment; And a visual notification control unit connected to the visual notification receiver and the visual notification power unit, capable of receiving a good loading signal or a bad loading signal from the visual notification receiver, and controlling the operation of the visual notification power unit according to the transmitted detection signal to selectively conduct current to the first visual notification light-emitting unit or the second visual notification light-emitting unit; Including; The visual notification control unit controls the operation of the visual notification power unit so that the visual notification current-conducting unit faces the first visual notification light-emitting unit when the signal received from the visual notification receiver is a good loading signal, so that the first auxiliary magnet body and the main magnet body come into contact to generate electromagnetic coupling so that the first visual notification light-emitting unit emits light, and the visual notification control unit controls the operation of the visual notification power unit so that the visual notification current-conducting unit faces the second visual notification light-emitting unit when the signal received from the visual notification receiver is a bad loading signal. Controlling to bring the second auxiliary magnet body and the main magnet body into contact so that electromagnetic coupling occurs, and controlling the second visual alarm light emitting unit to emit light, and the auditory alarm unit comprises: an auditory alarm receiving unit for receiving a good loading signal or a bad loading signal from the control facility; an auditory alarm unit connected to the auditory alarm receiving unit, and outputting a warning sound in a decibel range of 90 dB or more to 110 dB or less when the auditory alarm receiving unit receives a bad loading signal; an auditory alarm noise sensing unit for detecting noise around the tunnel; The above auditory notification noise sensing unit evaluates the noise detected and includes an auditory notification control unit capable of controlling the decibel of the noise emitted by the auditory notification unit based on the evaluated data, wherein the auditory notification control unit automatically controls the auditory notification unit to generate a second warning sound having a higher decibel range than the noise around the tunnel by automatically controlling the signal-to-noise (S/N) ratio for the noise detected around the tunnel after the auditory notification unit generates a warning sound having a decibel range of 90 dB or more and 110 dB or less.

According to the present invention, by comprehensively analyzing Hi-pass data and data from various sensors installed within a tunnel, it is possible to accurately grasp traffic conditions within a tunnel and predict future traffic flow, thereby enabling efficient tunnel management.

In addition, it has the effect of preventing rear-end collisions in tunnels in advance by monitoring the safety distance between vehicles in real time and automatically sending warning messages.

In addition, in the event of a fire inside a tunnel, rapid detection through multiple sensors and immediate activation of the automatic fire extinguishing system can minimize damage to life and property caused by the fire.

FIG. 1 is a perspective view of a tunnel traffic volume analysis and vehicle flow prediction device using high-pass data according to one embodiment of the present invention.
FIG. 2 is a drawing illustrating the structure of an entry-side detection unit located on the entry side of a highway according to one embodiment of the present invention.
FIG. 3 is a drawing illustrating the structure of an exit-side detection unit located on the exit side of a highway according to one embodiment of the present invention.
FIG. 4 is a drawing schematically illustrating the structure of a detection facility, a toll settlement facility, and a traffic situation management facility according to one embodiment of the present invention.
FIG. 5 is a drawing illustrating a guidance monitor according to one embodiment of the present invention.
FIG. 6 is a drawing illustrating tunnel information displayed on a guide monitor according to one embodiment of the present invention.
FIG. 7 is a drawing showing a tunnel section in which a camera, a high-speed load cell, ventilation equipment, firefighting equipment, control equipment, a fire detector, and a guidance monitor are installed according to one embodiment of the present invention.
FIG. 8 is a right side view showing a tunnel section in which a camera, a high-speed load cell, ventilation equipment, firefighting equipment, control equipment, a fire detector, and a guidance monitor are installed according to one embodiment of the present invention.
FIG. 9 is a left side view illustrating a tunnel section in which a camera, a high-speed load cell, ventilation equipment, firefighting equipment, control equipment, a fire detector, and a guidance monitor are installed according to one embodiment of the present invention.
FIG. 10 is a drawing illustrating the structure of a high-speed axle loader according to one embodiment of the present invention.
FIG. 11 is a drawing illustrating the structure of a first detection unit according to one embodiment of the present invention.
FIG. 12 is a cross-sectional view of a first detection unit according to one embodiment of the present invention.
Figure 13 is a front view of a main ventilation unit according to one embodiment of the present invention.
Figure 14 is an exploded perspective view of a main ventilation unit according to one embodiment of the present invention.
FIG. 15 is a drawing illustrating the structure of an auxiliary ventilation unit according to one embodiment of the present invention.
FIG. 16 is a side view and a partially enlarged view of an auxiliary ventilation unit according to one embodiment of the present invention.
FIG. 17 is a drawing illustrating the structure of a second fire fighting unit according to one embodiment of the present invention.
FIG. 18 is a drawing illustrating the structure of a first fire fighting unit according to one embodiment of the present invention.
FIG. 19 is a drawing illustrating the operation of the first digestive fluid moving unit according to one embodiment of the present invention.
FIG. 20 is a drawing illustrating the structure of a second emergency ventilation suction member according to one embodiment of the present invention.
FIG. 21 is a drawing illustrating a visual notification unit according to one embodiment of the present invention irradiating blue light, which is the first light.
FIG. 22 is a drawing illustrating a visual notification unit according to one embodiment of the present invention irradiating red light, which is a second light.
FIG. 23 is a cross-sectional view illustrating the structure of a first weighting unit according to one embodiment of the present invention.

Hereinafter, embodiments will be described in detail with reference to the attached drawings. However, since various modifications may be made to the embodiments, the scope of the patent application rights is not limited or restricted by these embodiments. It should be understood that all modifications, equivalents, or substitutes to the embodiments are included in the scope of the rights.

Specific structural or functional descriptions of the embodiments are disclosed for illustrative purposes only and may be modified and implemented in various forms. Accordingly, the embodiments are not limited to specific disclosed forms, and the scope of the present disclosure includes modifications, equivalents, or alternatives included in the technical idea.

Although the terms first or second may be used to describe various components, such terms should be construed only for the purpose of distinguishing one component from another. For example, a first component may be referred to as a second component, and similarly, a second component may also be referred to as a first component.

When it is said that a component is "connected" to another component, it should be understood that it may be directly connected or connected to that other component, but there may also be other components in between.

The terms used in the examples are for the purpose of description only and should not be construed as limiting. The singular expression includes the plural expression unless the context clearly indicates otherwise. In this specification, the terms "comprises" or "has" and the like are intended to specify the presence of a feature, number, step, operation, component, part or combination thereof described in the specification, but should be understood to not exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts or combinations thereof.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the embodiments belong. Terms defined in commonly used dictionaries, such as those defined in common dictionaries, should be interpreted as having a meaning consistent with the meaning they have in the context of the relevant art, and shall not be interpreted in an idealized or overly formal sense, unless expressly defined in this application.

In addition, when describing with reference to the attached drawings, the same components will be given the same reference numerals regardless of the drawing numbers, and redundant descriptions thereof will be omitted. When describing an embodiment, if it is determined that a detailed description of a related known technology may unnecessarily obscure the gist of the embodiment, the detailed description thereof will be omitted.

The advantages and features of the present invention, and the method for achieving them, will become clear with reference to the embodiments described in detail below together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms, and these embodiments are provided only to make the disclosure of the present invention complete and to fully inform a person having ordinary skill in the art to which the present invention belongs of the scope of the invention, and the present invention is defined only by the scope of the claims.

In the embodiments of the present invention, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention belongs. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning they have in the context of the relevant technology, and shall not be interpreted in an ideal or overly formal meaning unless explicitly defined in the embodiments of the present invention.

The shapes, sizes, ratios, angles, numbers, etc. disclosed in the drawings for explaining embodiments of the present invention are exemplary, and therefore the present invention is not limited to the matters illustrated. In addition, in describing the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the gist of the present invention, the detailed description will be omitted. When the terms “includes,” “has,” “consists of,” etc. are used in this specification, other parts may be added unless “only” is used. When a component is expressed in singular, it includes a case where the plural is included unless there is a specifically explicit description.

When interpreting a component, it is interpreted as including the error range even if there is no separate explicit description.

When describing a positional relationship, for example, when the positional relationship between two parts is described as 'on ~', 'upper ~', 'lower ~', 'next to ~', etc., one or more other parts may be located between the two parts, unless 'right' or 'directly' is used.

When elements or layers are referred to as being "on" another element or layer, this includes both cases where the other element is directly on top of the other element or layer, or where there are other layers or elements intervening therebetween. Like reference numerals refer to like elements throughout the specification.

The size and thickness of each component shown in the drawings are illustrated for convenience of explanation, and the present invention is not necessarily limited to the size and thickness of the illustrated components.

The individual features of the various embodiments of the present invention may be partially or wholly combined or combined with each other, and as can be fully understood by those skilled in the art, various technical connections and operations are possible, and each embodiment may be implemented independently of each other or may be implemented together in a related relationship.

FIG. 1 is a perspective view of a tunnel traffic volume analysis and vehicle flow prediction device using Hi-pass data according to one embodiment of the present invention, FIG. 2 is a diagram illustrating the structure of an entry-side detection unit located on the entry side of a highway according to one embodiment of the present invention, FIG. 3 is a diagram illustrating the structure of an exit-side detection unit located on the exit side of a highway according to one embodiment of the present invention, FIG. 4 is a diagram schematically illustrating the structures of a detection facility, a toll settlement facility, and a traffic situation management facility according to one embodiment of the present invention, FIG. 5 is a diagram illustrating a guidance monitor according to one embodiment of the present invention, FIG. 6 is a diagram illustrating a tunnel information displayed on a guidance monitor according to one embodiment of the present invention, FIG. 7 is a diagram illustrating a tunnel portion where a camera, a high-speed axle loader, a ventilation facility, a firefighting facility, a control facility, a fire detector, and a guidance monitor are installed according to one embodiment of the present invention, FIG. 8 is a right side view illustrating a tunnel portion where a camera, a high-speed axle loader, a ventilation facility, a firefighting facility, a control facility, a fire detector, and a guidance monitor are installed according to one embodiment of the present invention, and FIG. 9 is a diagram illustrating the A left side view of a tunnel section in which a camera, a high-speed loader, a ventilation facility, a fire facility, a control facility, a fire detector, and a guide monitor are installed according to an embodiment of the invention, FIG. 10 is a drawing illustrating the structure of a high-speed loader according to an embodiment of the invention, FIG. 11 is a drawing illustrating the structure of a first detection unit according to an embodiment of the invention, FIG. 12 is a cross-sectional view of a first detection unit according to an embodiment of the invention, FIG. 13 is a front view of a main ventilation unit according to an embodiment of the invention, FIG. 14 is an exploded perspective view of a main ventilation unit according to an embodiment of the invention, FIG. 15 is a drawing illustrating the structure of an auxiliary ventilation unit according to an embodiment of the invention, FIG. 16 is a side view and a partially enlarged view of an auxiliary ventilation unit according to an embodiment of the invention, FIG. 17 is a drawing illustrating the structure of a second fire fighting unit according to an embodiment of the invention, FIG. 18 is a drawing illustrating the structure of a first fire fighting unit according to an embodiment of the invention, and FIG. 19 is a drawing illustrating the structure of a first fire fighting unit according to an embodiment of the invention. This is a drawing illustrating a manner in which a digestive fluid moving unit operates, FIG. 20 is a drawing illustrating a structure of a second emergency ventilation suction member according to an embodiment of the present invention, FIG. 21 is a drawing illustrating a manner in which a visual notification unit according to an embodiment of the present invention irradiates blue light, which is a first light, FIG. 22 is a drawing illustrating a manner in which a visual notification unit according to an embodiment of the present invention irradiates red light, which is a second light, and FIG. 23 is a cross-sectional view illustrating a structure of a first weighting unit according to an embodiment of the present invention.

Hereinafter, with reference to FIGS. 1 to 23, a tunnel traffic volume analysis and vehicle flow prediction device (1000) using Hi-pass data according to an embodiment of the present invention (hereinafter, referred to as a tunnel traffic volume analysis and vehicle flow prediction device (1000) using Hi-pass data) may be a device (or system) that collects tolls from vehicles entering a highway in connection with Hi-pass data. In addition, a tunnel traffic volume analysis and vehicle flow prediction device (1000) using Hi-pass data according to an embodiment of the present invention may be a system that automatically detects and responds to vehicle flow and unexpected situations in a tunnel. In addition, a tunnel traffic volume analysis and vehicle flow prediction device (1000) using Hi-pass data according to an embodiment of the present invention may be a system that analyzes tunnel traffic volume and predicts vehicle flow by utilizing Hi-pass data.

A tunnel traffic volume analysis and vehicle flow prediction device (1000) utilizing Hi-pass data according to one embodiment of the present invention may include a camera (1100), a high-speed axle loader (1200), ventilation equipment (1300), firefighting equipment (1400), control equipment (1500), a fire detector (1600), a detection equipment (1700), a toll settlement equipment (1800), and a traffic situation management equipment (1900).

In addition, a tunnel traffic volume analysis and vehicle flow prediction device (1000) utilizing Hi-pass data according to one embodiment of the present invention may include a guidance monitor (GM) installed at the entrance of a tunnel (10), a tunnel entrance barrier (TB) installed at the entrance side of the tunnel (10), and an exit side barrier (EB) installed at the exit side of a highway.

Hereinafter, in explaining the structure of a tunnel traffic volume analysis and vehicle flow prediction device (1000) utilizing Hi-pass data according to one embodiment of the present invention, the structures of a camera (1100), a detection device (1700), a toll settlement device (1800), and a traffic situation management device (1900) are first explained, and then the structures of a high-speed axle loader (1200), a ventilation device (1300), a firefighting device (1400), a control device (1500), and a fire detector (1600) are explained.

A camera (1100) can be installed in a tunnel (10) within a highway (HW) to capture images of a vehicle (20) and the license plate of the vehicle (20). The camera (1100) can be installed on the ceiling of the entrance to the tunnel (10). The camera (1100) can transmit the captured images of the vehicle (20) and the license plate of the vehicle (20) to a path tracking unit (1820).

In addition, the camera (1100) can capture the entire appearance of the vehicle (20) and the license plate number of the vehicle (20) to generate shooting data and transmit the generated shooting data to the control device (1500). The camera (1100) can also transmit the data to the control device (1500) via wireless communication.

The detection equipment (1700) is installed at the entrance (entry side) and exit (exit side) of the highway (HW) to capture images of vehicles (20) and license plates of vehicles (20), and communicates with the Hi-pass terminal (HT) of each vehicle (20) to receive terminal information at the entrance and settle tolls at the exit.

Here, the Hi-pass terminal (HT) can transmit encrypted terminal information when communicating with the detection equipment (1700). In addition, the terminal information can include terminal ID, card information, and vehicle information. In addition, the payment request unit can decrypt the encrypted terminal information and perform payment processing.

The detection device (1700) may include an entry-side detection unit (1710) and an exit-side detection unit (1720).

The entry-side detection unit (1710) is installed at the entrance (entry side) of a highway (HW) into which a vehicle (20) can enter, and captures an image of an entering vehicle (20) and the license plate number of the vehicle (20), and can receive terminal information by communicating with the Hi-pass terminal (HT) of the entering vehicle (20).

The entry-side detection unit (1710) may include an entry-side loop detection unit (1711), an entry-side video recording unit (1712), an entry-side high-pass terminal communication unit (1713), and an entry-side central control unit (1714).

The entry-side loop detection unit (1711) can be buried in the surface of the highway (HW) to detect the metal part of the vehicle (20). In addition, the entry-side loop detection unit (1711) can include a plurality of loop coils (not shown) buried at 30 cm intervals at a depth of 50 cm or less on the surface of the highway (HW).

Here, the entry-side loop detection unit (1711) measures the change in induced current generated when the vehicle (20) passes through the plurality of loop coils in units of 0.1 seconds to calculate the instantaneous speed of the vehicle (20), measures the axle distance of the vehicle (20) using the time difference between a pair of loop coils arranged in series among the plurality of loop coils, and measures the total length of the vehicle (20) using the duration of the induced current in one loop coil among the plurality of loop coils, and can first classify the vehicle types from Type 1 to Type 5 based on the measured axle distance and total length and transmit the result to the entry-side central control unit (1714).

The entry-side video recording unit (1712) may be equipped with multiple shooting cameras (C1, C2, C3) that respectively shoot the front of the vehicle, the side of the vehicle, and the rear of the vehicle.

The entry-side video recording unit (1712) may include a front camera (C1), a side camera (C2), a rear camera (C3), and an entry-side video controller (not shown).

The front camera (C1) is installed on a highway (HW) lane and can capture images of the front of the vehicle (20), including the grill shape, lamp arrangement, and hood line of the vehicle (20).

The side camera (C2) is installed on a lane of a highway (HW) and can capture the overall length, overall height, and wheelbase of the vehicle (20) from the side of the vehicle (20).

The rear camera (C3) is installed on a highway (HW) lane and can capture the shape of the rear taillights, trunk line, and exhaust port location of the vehicle (20).

The entry-side image controller is connected to the front camera (C1), the side camera (C2), and the rear camera (C3), and recognizes the grille shape, lamp arrangement, and hood line of the front of the vehicle (20), measures the overall length, overall height, and wheelbase of the vehicle (20) from the side of the vehicle (20), analyzes the taillight shape, trunk line, and exhaust port position, and compares the results with the deep learning-based vehicle (20) model database to verify the vehicle type for the second time, and then transmits the results to the entry-side central control unit (1714).

The entry-side high-pass terminal communication unit (1713) may be equipped with multiple 5.8 GHz band RF antennas (not shown) to enable short-distance wireless communication.

Here, the RF antenna can be provided as a directional antenna operating in the 5.8 GHz band.

In addition, the entry-side Hi-pass terminal communication unit (1713) determines that the received data is reliable only when the radio reception strength (RSSI) is -75 dBm or higher when communicating with the Hi-pass terminal (HT), verifies an electronic signature based on the AES-256 encryption algorithm for the vehicle type information received from the Hi-pass terminal (HT), and can perform retries up to three times when the communication session is disconnected to transmit the verified vehicle type information to the entry-side central control unit (1714).

The entry-side central control unit (1714) can be connected to the entry-side loop detection unit (1711), the entry-side image capturing unit (1712), and the entry-side high-pass terminal communication unit (1713).

The entry-side central control unit (1714) measures the speed and length of the vehicle through data transmitted from the entry-side loop detection unit (1711) to first classify the vehicle type, analyzes the exterior features of the vehicle (20) through data transmitted from the entry-side video recording unit (1712) to secondarily verify the vehicle type, and checks the registered vehicle type information of the Hi-pass terminal (HT) through data transmitted through the entry-side Hi-pass terminal communication unit (1713), and compares and analyzes the collected vehicle type information in real time. If the vehicle type information does not match, the vehicle can be registered and managed as a vehicle of interest.

An exit detection unit (1720) is installed at the exit (exit side) of a highway (HW) for a vehicle (20) to exit, and captures an image of an exiting (exiting) vehicle (20) and the license plate number of the vehicle (20), and communicates with the Hi-pass terminal (HT) of the exiting vehicle (20) to settle the toll.

The exit-side detection unit (1720) may include an exit-side loop detection unit (1721), an exit-side video recording unit (1722), an exit-side high-pass terminal communication unit (1723), and an exit-side central control unit (1724).

The exit loop detection unit (1721) is installed on the surface of a highway (HW) and can detect metal parts of a vehicle (20).

The exit-side loop detection unit (1721) can be formed with the same structure as the entry-side loop detection unit (1711).

The advance side video recording unit (1722) may be equipped with multiple shooting cameras (not shown) that each shoot photos of the front of the vehicle (20), the side of the vehicle (20), and the rear of the vehicle (20).

The exit-side video recording unit (1722) can be formed with the same structure as the entry-side video recording unit (1712).

The high-pass terminal communication unit (1723) on the exit side may be equipped with multiple RF antennas in the 5.8 GHz band to enable short-distance wireless communication.

The exit-side high-pass terminal communication unit (1723) can be formed with the same structure as the entry-side high-pass terminal communication unit (1713).

The exit side central control unit (1724) can be connected to the exit side loop detection unit (1721), the exit side video recording unit (1722), and the exit side high-pass terminal communication unit (1723).

The exit-side central control unit (1724) verifies the identity of the vehicle (20) by comparing it with the vehicle information collected by the entry-side detection unit (1710), communicates with the Hi-pass terminal (HT) to verify vehicle type information and calculate travel distance, calculate toll fees and check terminal balance, transmit terminal settlement commands, and check payment completion. If settlement fails, the exit-side barrier (EB) can be controlled to restrict vehicle passage.

The toll settlement facility (1800) monitors the status of the Hi-pass terminal (HT) to detect payment risk factors such as abnormalities, non-inserted cards, and insufficient balance, and if payment is not processed normally, the toll settlement facility (1800) can track the passage using the history information of the Hi-pass terminal (HT) and the entry/exit information of the vehicle (20), and then calculate the toll based on this and request payment from the Hi-pass terminal (HT).

The toll settlement facility (1800) may include a monitoring unit (1810), a route tracking unit (1820), and a payment request unit (1830).

The monitoring unit (1810) monitors the status of the Hi-pass terminal (HT) and can detect at least one payment risk factor among the following: whether the Hi-pass terminal (HT) is abnormal, whether a card is not inserted, and whether the balance is insufficient.

The surveillance unit (1810) may include a surveillance communication unit (1811), a surveillance database unit (1812), and a surveillance control unit (1813).

The surveillance communication unit (1811) can communicate in real time with the Hi-pass terminal (HT).

The surveillance database (1812) can store status information of a high-pass terminal (HT).

The surveillance control unit (1813) can be connected to the surveillance communication unit (1811) and the surveillance database unit (1812).

The monitoring control unit (1813) determines that communication is normal only when the RF signal strength of the high-pass terminal (HT) received through the monitoring communication unit (1811) is -75 dBm or higher, checks the card insertion status according to the card insertion detection protocol of each terminal manufacturer, generates a balance shortage risk signal when the card balance decreases below 150% of the expected toll, and generates abnormality status data including the time of abnormality occurrence, abnormality type code, GPS coordinates, and terminal ID when an abnormality occurs, and stores the generated abnormality status data in the monitoring database unit (1812).

The path tracking unit (1820) can communicate wirelessly with the detection equipment (1700) and the camera (1100), and when payment of the Hi-pass terminal (HT) is not processed normally, the path of the vehicle (20) can be tracked using the history information of the Hi-pass terminal (HT) and the entry and exit information of the vehicle (20).

The path tracking unit (1820) may include a tracking GPS receiver (1821), a tracking database unit (1822), a tracking path prediction unit (1823), and a tracking path control unit (1824).

The tracking GPS receiver (1821) can receive current location information of the vehicle (20).

The tracking database (1822) may store national highway route information and toll fee information.

The tracking path prediction unit (1823) can predict the movement path of the vehicle (20). The tracking path prediction unit (1823) can be formed based on deep learning.

The tracking path control unit (1824) can be connected to the tracking GPS receiving unit (1821), the tracking database unit (1822), and the tracking path prediction unit (1823).

The tracking path control unit (1824) receives the current location of the vehicle at 1-second intervals through the tracking GPS receiving unit (1821), calculates the expected path of the vehicle (20) through the tracking path prediction unit (1823) that has learned the travel history for the past 3 months, and if the current location deviates from the expected path, determines whether a detour is required and calculates the exact travel distance.

The payment request unit (1830) can calculate the toll based on the route tracking result of the vehicle (20) and request payment to the Hi-pass terminal (HT).

The payment request unit (1830) may include a payment request database unit (1831), a payment request analysis unit (1832), a payment request processing unit (1833), and a payment request control unit (1834).

The payment request database (1831) can store payment method information for each vehicle.

The payment request analysis unit (1832) can analyze the payment success rate by payment method.

The payment request processing unit (1833) can perform real-time payment processing.

The payment request control unit (1834) can be connected to the payment request database unit (1831), the payment request analysis unit (1832), and the payment request processing unit (1833).

In addition, the payment request control unit (1834) can analyze the payment success rate by time zone and day of the week for each vehicle payment method through the payment request analysis unit (1832) to determine the payment priority.

In addition, the payment request control unit (1834) attempts direct payment through a Hi-pass terminal as a first priority when a payment request is made, and if the first priority payment fails, attempts automatic payment through a registered credit card as a second priority, and if the second priority payment fails, attempts registered mobile simple payment as a third priority, and if the third priority payment fails, attempts payment through virtual account issuance as a last step, sets the attempt interval for each payment method to 30 seconds and performs retries up to three times, and if all attempts for payment methods fail, generates unpaid information including the vehicle number of the vehicle (20), the travel time, the unpaid amount, and a list of attempted payment methods, and registers the information in the unpaid vehicle management table of the payment request database unit (1831).

The traffic situation management facility (1900) collects vehicle flow data from detection sensor units (1910) installed inside the tunnel (10), matches it with Hi-pass data to calculate traffic volume within the tunnel (10), analyzes vehicle passage times to predict congested sections within the tunnel (10), and monitors fire occurrences and sudden deceleration and stopping situations between vehicles in real time to transmit a warning message to the guidance monitor at the entrance to the tunnel in the event of an emergency.

The traffic situation management facility (1900) may include a detection sensor unit (1910), a traffic volume analysis unit (1920), and an emergency situation management unit (1930).

The detection sensor unit (1910) is provided in multiple units and installed inside the tunnel (10). The multiple detection sensor units (1910) can be arranged at preset intervals inside the tunnel (10). The multiple detection sensor units (1910) can be arranged at the same location as the multiple fire detectors (1600). The detection sensor unit (1910) can detect a vehicle moving inside the tunnel (10). That is, the multiple detection sensor units (1910) can detect a vehicle moving inside the tunnel (10) and secure data related to the flow of vehicles.

The traffic volume analysis unit (1920) collects vehicle flow data from multiple detection sensor units (1910) installed inside the tunnel (10), matches it with Hi-pass data communicated with a Hi-pass terminal (HT), calculates traffic volume inside the tunnel (10), and analyzes the passage time of a vehicle (20) entering the tunnel (10) to predict a congested section inside the tunnel (10).

The traffic volume analysis unit (1920) may include a traffic volume database unit (1921), a traffic volume RF communication unit (1922), a first guidance monitor control unit (1923), and a traffic volume control unit (1924).

The traffic volume database unit (1921) can process vehicle speed data received from multiple detection sensor units (1910).

The traffic RF communication unit (1922) can receive RF signals from a high-pass terminal (HT).

The first guide monitor control unit (1923) can control the guide monitor (GM) installed at the entrance of the tunnel (10).

The traffic control unit (1924) can be connected to the traffic database unit (1921), the traffic RF communication unit (1922), and the first guidance monitor control unit (1923).

In addition, the traffic control unit (1924) analyzes data received from multiple detection sensor units (1910) every 5 minutes to calculate the average speed per lane, updates the average speed for the previous 5 minutes every minute, determines that the safe distance between vehicles is when the RF signal intensity of the Hi-pass terminal (HT) received through the traffic RF communication unit (1922) is between -65 dBm and -85 dBm, calculates the vehicle density in the tunnel (10) based on the average speed per lane and the RF signal intensity, and if it exceeds 80% of the design capacity of the tunnel (10), displays a guidance message to maintain a distance of 100 m or more between vehicles (20) through the first guidance monitor control unit (1923), and controls the variable speed limit to be displayed as 60 km/h on the guidance monitor (GM) through the first guidance monitor control unit (1923).

The emergency management unit (1930) detects whether a fire has occurred from multiple fire detectors (1600) installed inside the tunnel (10), monitors sudden deceleration and stop situations between vehicles (20) in real time to detect the occurrence of an accident, and can send a warning message to the guidance monitor (GM) installed at the entrance of the tunnel (10) when an emergency situation occurs.

The emergency management unit (1930) may include a thermal imaging camera unit (1931), a smoke detection sensor unit (1932), an emergency database unit (1933), a circuit breaker control unit (1934), a second guidance monitor control unit (1935), and an emergency control unit (1936).

A thermal imaging camera unit (1931) is provided in multiple units and installed in multiple fire detectors (1600) and can measure the temperature of the engine of the vehicle (20). The thermal imaging camera unit (1931) may be formed integrally with the fire detector (1600) or may be provided in a structure attached to the fire detector (1600).

A plurality of smoke detection sensor units (1932) are provided, installed in a plurality of fire detectors (1600), and can detect smoke inside a tunnel (10). The smoke detection sensor unit (1932) may be formed integrally with the fire detector (1600), or may be provided in a structure attached to the fire detector (1600).

The emergency situation database unit (1933) can process fire detection data received from multiple fire detectors (1600), multiple thermal imaging camera units (1931), and multiple smoke detection sensor units (1932).

The barrier control unit (1934) can control the tunnel entrance barrier (TB) installed at the entrance of the tunnel (10).

The second guidance monitor control unit (1935) is connected to a guidance monitor (GM) installed at the entrance of the tunnel (10) and can control accident information to be displayed on the guidance monitor (GM) installed at the entrance of the tunnel (10).

The emergency situation control unit (1936) can be connected to a plurality of detection sensor units (1910), a plurality of thermal imaging camera units (1931), a plurality of smoke detection sensor units (1932), an emergency situation database unit (1933), a circuit breaker control unit (1934), and a second guidance monitor control unit (1935).

In addition, the emergency situation control unit (1936) may designate a section as an emergency situation section if the engine temperature of the vehicle (20) measured through multiple thermal imaging camera sections (1931) continues to be 110 degrees or higher, if the value measured through multiple smoke detection sensor sections (1932) exceeds 75 ppm, which is 1.5 times the reference value (50 ppm), or if the speed difference between adjacent vehicles continues to be 40 km/h or higher for 3 seconds or longer through data received from multiple detection sensor units (1910).

In addition, the emergency situation control unit (1936) can operate the tunnel entrance barrier (TB) through the barrier control unit (1934) when the section is designated as an emergency situation section, and can control the display of accident information and detour information within the tunnel (10) on the guide monitor (GM) through the second guide monitor control unit (1935).

A guidance monitor (GM) is installed at the entrance of the tunnel (10) and can inform the situation of the tunnel (10).

The exit barrier (EB) and tunnel entrance barrier (TB) can be conventional vehicle barriers.

The high-speed axle load cell (1200) is installed on the floor of the entrance of the tunnel (10) and can measure the weight of the vehicle (20). The high-speed axle load cell (1200) can be installed such that at least a portion of it is buried and its upper portion protrudes outward from the floor (i.e., the road surface) of the tunnel (10), or it can be installed on the upper surface of the floor. That is, the high-speed axle load cell (1200) calculates the area of contact between each wheel of the axle of the vehicle (20) and the road surface, and measures the axle load, which is the load per axle of the vehicle (20) while it is running, in real time to calculate the load value per axle and the contact area. In one embodiment of the present invention, a case where the high-speed axle load cell (1200) is installed such that at least a portion of it is buried and its upper portion (part) protrudes outward from the floor (i.e., the road surface) of the tunnel (10) is exemplarily described.

The high-speed load cell (1200) may include a first detection unit (1210), a second detection unit (1220), a third detection unit (1230), a visual notification unit (1240), an auditory notification unit (1250), and a diagnostic analysis unit (1260).

The first detection unit (1210) is installed on the floor of the entrance to the tunnel (10), and at least a portion thereof protrudes above the floor of the entrance to the tunnel (10) so as to be in contact with the wheels of the vehicle (20), is connected to the control equipment (1500) via wireless communication, and can detect the axle load of the vehicle (20).

The first detection unit (1210) may include a first detection plate portion (1211), a detection tube portion (1212), a connecting tube portion (1213), a second detection plate portion (1214), an axial load measurement value calculation portion (1215), a first weighting portion (1216), a second weighting portion (1217), and a fluid movement portion (1218, 1219).

The first detection plate (1211) may be a part that comes into contact with the floor of the entrance of the tunnel (10).

The detection tube part (1212) is arranged on the upper side of the first detection plate part (1211) and may include a first detection tube part (1212a) having a first receiving space (S1) and a second detection tube part (1212b) having a second receiving space (S2) between the first detection tube part (1212a). Here, a plurality of detection tube parts (1212) may be provided.

Here, the first receiving space (S1) can be filled with atmosphere therein. Additionally, the second receiving space (S2) can be filled with a lithium chloride (LiCl) aqueous solution therein.

For example, the sensor tube (1212) may be formed of stainless steel.

The connecting tube (1213) can secure the sensing tube (1212) on both sides. The connecting tube (1213) can include at least one communication hole (1213a) formed between the sensing tubes (1212) to serve as a passage for air movement.

The second detection plate part (1214) covers the detection tube part (1212) and the connecting tube part (1213) from the upper side, transmits the axle load transmitted from the wheel of the vehicle (20) to the detection tube part (1212), and has an inwardly sunken installation groove (1214a) formed on the upper side, and a second detection unit (1220) can be installed on the upper surface.

The installation home (1214a) is formed on one side of the second detection plate portion (1214) in the width direction, and can extend along the extension direction from one side of the second detection plate portion (1214) in the width direction.

The axle load measurement value calculating unit (1215) can calculate the axle load measurement value by measuring the change in internal pressure of the sensing tube unit (1212) according to the axle load transmitted from the wheel of the vehicle (20).

The first weighting member (1216) extends along the direction in which the sensing tube member (1212) extends, and is positioned between the first sensing plate member (1211) and the sensing tube member (1212) to weight the sensing tube member (1212) (i.e., apply pressure to the sensing tube member (1212)).

The first weighted part (1216) may include a center part (1216a), a plurality of penetrating parts (1216b), a plurality of support parts (1216c), and a reinforcing part (1216d).

The center part (1216a) forms the center of the first weighted portion (1216) (i.e., forms the center area of the first weighted portion (1216)) and may be formed of at least one material among EPDM, urethane, silicone, and HDPE.

A plurality of penetrating parts (1216b) are spaced apart along the perimeter of the center part (1216a) and are formed by penetrating the first weighted part (1216) upwardly and downwardly (i.e., in the up-down direction), and their cross sections may be formed in a hexagonal shape (honeycomb structure). The plurality of penetrating parts (1216b) may be configured in a plurality of rows along the radial direction of the first weighted part (1216) from the center part (1216a) toward the reinforcing part (1216d).

A plurality of support parts (1216c) are formed between a plurality of through parts (1216b) in the first weighting part (1216), and may be formed of at least one material among EPDM, urethane, silicone, and HDPE.

The reinforcing part (1216d) extends in a ring shape to surround the plurality of penetrating parts (1216b) from the first weighted part (1216) and may be formed of a material having a higher strength than the plurality of supporting parts (1216c).

The second weighting member (1217) extends along the direction in which the sensing tube member (1212) extends, and is positioned between the second sensing plate member (1214) and the sensing tube member (1212) to weight the sensing tube member (1212) (i.e., apply pressure to the sensing tube member (1212)).

Here, the widths of the first weighting unit (1216) and the second weighting unit (1217) can be formed narrower than the width of the detection tube unit (1212).

Meanwhile, the second weighting unit (1217) can be formed with the same structure as the first weighting unit (1216), and a detailed description thereof is omitted.

A fluid moving part (1218, 1219) can be formed in the connecting pipe part (1213) to inject fluid into the second receiving space (S2).

The fluid moving unit (1218, 1219) may include a first fluid moving member (1218) and a second fluid moving member (1219).

The first fluid moving member (1218) can inject fluid into the second receiving space (S2).

The second fluid moving member (1219) can remove air from the second receiving space (S2).

The second detection unit (1220) is installed on the upper surface of the first detection unit (1210), can come into contact with the wheel of the vehicle (20), is connected to the control device (1500) via wireless communication, and can measure the area where the wheel of the vehicle (20) is located on the first detection unit (1210).

The third detection unit (1230) is installed by being inserted into the installation groove (1214a) of the first detection unit (1210) and can measure the speed of a vehicle (20) passing through the first detection unit (1210).

The visual notification unit (1240) is embedded in the floor of the entrance of the tunnel (10) so that at least a portion of the upper part is exposed to the outside of the floor of the entrance of the tunnel (10), and can emit light of different wavelength bands according to the judgment result of the control equipment (1500).

The visual notification unit (1240) may include a visual notification body (1241), a first visual notification light-emitting unit (1242), a second visual notification light-emitting unit (1243), a visual notification battery unit (1244), a visual notification power unit (1245), a visual notification connection unit (1246), a visual notification current-carrying unit (1247), a visual notification receiving unit (1248), and a visual notification control unit (1249).

The visual notification body (1241) has a space inside and can be installed on the floor at the entrance of the tunnel (10).

The first visual notification light emitting unit (1242) is installed on the front side of the visual notification body (1241) inside the visual notification body (1241), and can irradiate blue light, which is the first light formed with a wavelength of 400 nm or more and 480 nm or less, and may have a first auxiliary magnet (1242a) on the rear side.

The second visual notification light-emitting unit (1243) is arranged on the front side of the visual notification body (1241) inside the visual notification body (1241) and is spaced apart from the first visual notification light-emitting unit (1242). It can irradiate red light, which is the second light formed with a wavelength of 600 nm or more and 700 nm or less, and can have a second auxiliary magnet (1243a) on the rear side.

The visual notification battery unit (1244) is installed in the visual notification body unit (1241) and can store electric energy.

The visual notification power unit (1245) is coupled to the inner wall of the visual notification body unit (1241), connected to the visual notification battery unit (1244), and can generate rotational driving force.

The visual notification connection unit (1246) is coaxially connected to the visual notification power unit (1245) and can rotate by the rotational driving force generated from the visual notification power unit (1245).

The visual notification power supply unit (1247) extends along a radial direction perpendicular to the rotation axis of the visual notification connection unit (1246), can receive electric energy from the visual notification battery unit (1244), and can have a main magnet body (1247a) formed of a material having a magnetic force so as to be in contact with a first auxiliary magnet body (1242a) or a second auxiliary magnet body (1243a) at one end thereof and to be able to conduct current through electromagnetic coupling.

The visual notification receiving unit (1248) can communicate wirelessly with the control equipment (1500) and receive a good loading signal or a bad loading signal from the control equipment (1500).

The visual notification control unit (1249) is connected to the visual notification receiving unit (1248) and the visual notification power unit (1245), and can receive a good loading signal or a bad loading signal from the visual notification receiving unit (1248), and can control the operation of the visual notification power unit (1245) according to the transmitted detection signal, so that current can be selectively supplied to the first visual notification light-emitting unit (1242) or the second visual notification light-emitting unit (1243).

In addition, the visual notification control unit (1249) controls the operation of the visual notification power unit (1245) so that the visual notification power unit (1247) faces the first visual notification light-emitting unit (1242) when the signal received from the visual notification receiving unit (1248) is a good load signal, thereby causing the first auxiliary magnet (1242a) and the main magnet (1247a) to come into contact, thereby causing electromagnetic coupling and causing the first visual notification light-emitting unit (1242) to emit light.

In addition, the visual notification control unit (1249) controls the operation of the visual notification power unit (1245) so that the visual notification power unit (1247) faces the second visual notification light-emitting unit (1243) when the signal received from the visual notification receiver (1248) is a load-defect signal, thereby causing the second auxiliary magnet (1243a) and the main magnet (1247a) to come into contact, thereby causing electromagnetic coupling and causing the second visual notification light-emitting unit (1243) to emit light.

The auditory notification unit (1250) is installed embedded in the floor of the entrance of the tunnel (10) and can output an acoustic signal of a preset decibel level according to the judgment result of the control equipment (1500).

The auditory notification unit (1250) may include an auditory notification receiving unit (1251), an auditory notification unit (1252), an auditory notification noise sensing unit (1253), and an auditory notification control unit (1254).

The auditory alarm receiving unit (1251) can receive a good loading signal or a bad loading signal from the control equipment (1500).

The auditory alarm unit (1252) is connected to the auditory alarm receiver unit (1251), and when the auditory alarm receiver unit (1251) receives a load failure signal, it can output a warning sound in a decibel range of 90 dB or more and 110 dB or less.

The auditory alarm noise sensing unit (1253) can detect noise around the tunnel (10).

The auditory alarm control unit (1254) can evaluate the noise detected by the auditory alarm noise sensing unit (1253) and adjust the decibel of the noise emitted by the auditory alarm unit (1252) based on the evaluated data.

Specifically, the auditory alarm control unit (1254) can control the auditory alarm unit (1252) to automatically adjust the signal-to-noise (S/N) ratio for the noise detected around the tunnel (10) after the auditory alarm unit (1252) generates a warning sound in a decibel range of 90 dB or more and 110 dB or less, so that the auditory alarm unit (1252) generates a second warning sound in a decibel range higher than the noise around the tunnel (10).

The diagnostic analysis unit (1260) is connected to the control equipment (1500) via wireless communication and can analyze the measurement performance of the measurement value detected by the first detection unit (1210).

The diagnostic analysis unit (1260) may include a diagnostic analysis receiving module (1261), a measurement performance calculation module (1262), and a measurement performance diagnosis module (1263).

The diagnostic analysis receiving module (1261) can receive information about the vehicle (20) from the control equipment (1500).

The measurement performance calculation module (1262) can calculate a measurement metric representing the measurement performance of a measurement value by comparing a vehicle information value according to information of a vehicle (20) with a predefined reference value.

The measurement performance diagnosis module (1263) can compare and analyze the measurement performance judgment index that represents the evaluation criteria for the measurement performance with the calculated measurement metric to derive the measurement performance diagnosis results.

A ventilation facility (1300) is installed in a tunnel (10) and can circulate air inside the tunnel (10) and air outside the tunnel (10).

The ventilation system (1300) may include a plurality of main ventilation units (1310), a plurality of auxiliary ventilation units (1320), and an emergency ventilation unit (1330).

A plurality of main ventilation units (1310) are installed on the ceiling of the tunnel (10) and spaced apart at preset intervals from the entrance of the tunnel (10) to the exit of the tunnel (10) so as to form an airflow from the entrance of the tunnel (10) toward the exit of the tunnel (10).

The main ventilation unit (1310) may include a main ventilation body part (1311), a main ventilation blower part (1312), a main ventilation power part (1313), a main ventilation sterilization part (1314), a main ventilation cover part (1315), and a main ventilation fixing part (1316).

The main ventilation body (1311) can be formed in the shape of a circular tube having an internal space.

Here, the main ventilation body (1311) may be open on both sides so that an air movement hole (1311a) may be formed on the rear side and an air movement hole (1311b) may be formed on the front side.

In addition, an air three-way hole (1311c) may be formed along the direction of air movement on the outer edge of the main ventilation body (1311) on the air movement hole (1311b) of the main ventilation blower (1312). Here, a plurality of air three-way holes (1311c) may be formed along the direction of air movement. In addition, a main ventilation member (1314a) may be hung and supported on a plurality of air three-way holes (1311c).

The main ventilation blower (1312) can be provided in the internal space of the main ventilation body (1311).

Due to the rotational operation of the main ventilation blower (1312), air can be moved from the air movement hole (1311a) toward the air movement hole (1311b) or from the air movement hole (1311b) toward the air movement hole (1311a).

A plurality of air three-way holes (1311c) may be provided with main ventilation support ribs (1311d) between them. The lower surface of the main ventilation sterilization unit (1314) may be closely supported on the upper part of the main ventilation support ribs (1311d).

The main ventilation power unit (1313) is coaxially connected to one side of the main ventilation blower unit (1312) to rotate the main ventilation blower unit (1312), and can be fixed to the inner wall of the main ventilation body unit (1311) by being connected to a fixing pin.

The main ventilation sterilization unit (1314) can be installed at a location that overlaps the direction in which air moves by the main ventilation blower (1312) on the main ventilation body unit (1311) so that ultraviolet rays and ozone are introduced into the air movement path within the main ventilation body unit (1311) by the operation of the main ventilation blower (1312).

In addition, the main ventilation sterilization unit (1314) may be provided with a main ventilation replacement (1314a) at both ends of the main ventilation sterilization unit (1314) so that the main ventilation sterilization unit (1314) has a diameter larger than the outer diameter of the main ventilation sterilization unit (1314).

Additionally, the main ventilation sterilization unit (1314) can be irradiated with UVC wavelengths having a wavelength range of 200 nm or more to 280 nm or less.

Additionally, the main ventilation sterilization unit (1314) can be fixed to the inside of the main ventilation body unit (1311) through the air movement hole (1311c).

The main ventilation cover (1315) can cover the main ventilation sterilization unit (1314). In addition, the main ventilation cover (1315) can form a main ventilation fixing plate (1315a) on both sides of its lower side. Here, the main ventilation fixing plate (1315a) can be configured to be bolted to the surface of the main ventilation body unit (1311).

The main ventilation fixing member (1316) has one side fixed to the main ventilation body part (1311) and the other side connected to the ceiling of the tunnel (10), and can support the main ventilation body part (1311).

A plurality of auxiliary ventilation units (1320) are installed on both sides of the tunnel (10) and spaced apart at preset intervals from the entrance of the tunnel (10) to the exit of the tunnel (10) so as to form an airflow from the entrance of the tunnel (10) toward the exit of the tunnel (10).

The auxiliary ventilation unit (1320) may include an auxiliary ventilation body part (1321), an auxiliary ventilation blower part (1322), an auxiliary ventilation power part (1323), an auxiliary ventilation front injection part (1324), an auxiliary ventilation rear injection part (1325), an auxiliary ventilation rearmost injection part (1326), and an auxiliary ventilation bulkhead part (1327).

The auxiliary ventilation body (1321) may have multiple auxiliary ventilation inlets (1321a) formed around the periphery.

The auxiliary ventilation blower (1322) is provided as a pair and is installed inside the auxiliary ventilation body (1321), and can introduce outside air into the inside of the auxiliary ventilation body (1321) through the auxiliary ventilation inlet (1321a).

The auxiliary ventilation power unit (1323) is installed inside the auxiliary ventilation body (1321) and may include an auxiliary ventilation power unit (1323a) and an auxiliary ventilation movement unit (1323b) each coupled to a pair of auxiliary ventilation blowers (1322).

The auxiliary ventilation moving member (1323b) can be connected to the auxiliary ventilation outer member (1325d) and the auxiliary ventilation outer member (1326c) through the auxiliary ventilation rear inlet hole (1325c) and the auxiliary ventilation rear triple inlet hole (1326b).

The auxiliary ventilation front injection unit (1324) may include an inflow path member (1324a) through which air is introduced, an auxiliary ventilation exhaust member (1324b) for exhausting air, an auxiliary ventilation opening (1324c) through which air is drawn in by the air flow exhausted from the auxiliary ventilation exhaust member (1324b), an auxiliary ventilation exhaust path member (1324d) formed to be inclined along the direction in which air is exhausted, an auxiliary ventilation exhaust guide member (1324e) extended horizontally from an end of the auxiliary ventilation exhaust path member (1324d) formed to be inclined, and an auxiliary ventilation outer member (1324f) formed at a position opposite to the auxiliary ventilation exhaust path member (1324d).

Here, the auxiliary ventilation outer member (1324f) may be provided with an auxiliary ventilation inflow hole (1324fa) that is connected to the auxiliary ventilation blower (1322) coupled to the auxiliary ventilation power member (1323a) among a pair of auxiliary ventilation blowers (1322).

The auxiliary ventilation rear injection unit (1325) may have a structure corresponding to the auxiliary ventilation front injection unit (1324).

The auxiliary ventilation rear injection unit (1325) may include an auxiliary ventilation exhaust member (1325a), an auxiliary ventilation rear frame member (1325b), and an auxiliary ventilation outer member (1325d).

The auxiliary ventilation exhaust member (1325a) can increase the air flow emitted from the auxiliary ventilation exhaust member (1324b) of the auxiliary ventilation front injection unit (1324).

The auxiliary ventilation rear frame member (1325b) is coupled to the auxiliary ventilation front injection unit (1324), and extends from the auxiliary ventilation front injection unit (1324) so that its inner diameter gradually decreases, and an end can be connected to the auxiliary ventilation rearmost injection unit (1326).

The auxiliary ventilation outer member (1325d) can be formed at a position facing the auxiliary ventilation exhaust member (1325a).

Here, the auxiliary ventilation rear injection unit (1325) may be provided with an auxiliary ventilation rear inlet hole (1325c) for drawing air into the interior.

The auxiliary ventilation rearmost injection unit (1326) may have a structure corresponding to the auxiliary ventilation rear injection unit (1325).

The auxiliary ventilation rearmost injection unit (1326) may include an auxiliary ventilation triple exhaust member (1326a), an auxiliary ventilation rear triple inlet hole (1326b), and an auxiliary ventilation triple outer member (1326c).

The auxiliary ventilation exhaust member (1326a) can increase the air flow emitted from the auxiliary ventilation exhaust member (1325a) of the auxiliary ventilation rear injection unit (1325).

The auxiliary ventilation triple outer member (1326c) may be formed at a position facing the auxiliary ventilation triple exhaust member (1326a). In addition, the auxiliary ventilation rearmost injection part (1326) may be provided with an auxiliary ventilation rear triple inlet hole (1326b) for drawing air into the interior.

The auxiliary ventilation bulkhead (1327) can be installed inside the auxiliary ventilation body (1321) to separate the front space where the auxiliary ventilation motive force member (1323a) is installed and the rear space where the auxiliary ventilation movable force member (1323b) is installed.

Here, a plurality of main ventilation units (1310) and a plurality of auxiliary ventilation units (1320) can be arranged in a straight line one-to-one corresponding to each of a plurality of fire detectors (1600) along the extension direction of the tunnel (10).

The emergency ventilation unit (1330) is installed on the ceiling of the tunnel (10) and can circulate the air inside the tunnel (10) and the air outside the tunnel (10) by controlling the control equipment (1500) depending on whether a fire has occurred.

The emergency ventilation unit (1330) may include an emergency ventilation communication pipe (1331), a plurality of emergency ventilation suction parts (1332), a plurality of emergency ventilation hose parts (1333), and an emergency ventilation power part (1334).

The emergency ventilation pipe (1331) is installed on the ceiling of the tunnel (10), extends along the extension direction, and can penetrate the interior.

Emergency ventilation suction parts (1332) are provided in multiple units and are rotatably connected to the side of the emergency ventilation communication pipe part (1331) so that they can be arranged along a width direction that is horizontally orthogonal to the extension direction or along an up-down direction that is vertically orthogonal to the extension direction and the width direction, and can be penetrated through the interior and spaced apart along the extension direction.

The emergency ventilation suction unit (1332) may include a first emergency ventilation suction member (1332a) and a second emergency ventilation suction member (1332b).

The first emergency ventilation suction member (1332a) is connected to the emergency ventilation hose member (1333) and can be formed in a telescopic structure.

The second emergency ventilation suction member (1332b) is connected to an end of the first emergency ventilation suction member (1332a) and can be arranged so that at least a portion thereof can be rotated and folded.

The second emergency ventilation suction member (1332b) is composed of the second-first emergency ventilation suction body (1332ba), the second-first emergency ventilation suction power body (1322bb), the second-first emergency ventilation suction source gear (1332bc), the second-second emergency ventilation suction body (1332bd), the second-second emergency ventilation suction spur gear (1332be), the second-second emergency ventilation suction power body (1332bf), the second-second emergency ventilation suction source gear (1332bg), the second-third emergency ventilation suction body (1332bh), the second-third emergency ventilation suction spur gear (1332bi), the second-third emergency ventilation suction power body (1332bj), the second-third emergency ventilation suction source gear (1332bk), the second-fourth emergency ventilation suction body (1332bh), the second-third emergency ventilation suction spur gear (1332bi), the second-fourth emergency ventilation suction power body (1332bj), the second-fourth emergency ventilation suction source gear (1332bk), and the second-fourth emergency ventilation suction body (1332bd). It may include an emergency ventilation suction body (1332bl), a 2nd-4th emergency ventilation suction spur gear (1332bm), and a 2nd emergency ventilation suction body (1332bn).

The 2-1 emergency ventilation suction body (1332ba) can be coupled to the lower part of the 1st emergency ventilation suction member (1332a).

The 2-1 emergency ventilation suction power unit (1322bb) is installed in the 2-1 emergency ventilation suction body (1332ba) and can generate rotational driving force.

The 2-1 emergency ventilation suction gear (1332bc) is connected to the end of the 2-1 emergency ventilation suction power unit (1322bb), and gear teeth can be formed on the outer surface.

The upper part of the 2-2 emergency ventilation suction body (1332bd) is rotatably connected to the lower part of the 2-1 emergency ventilation suction body (1332ba), and one side is formed with a longer length than the other side in the radial direction of a circle with the up-down direction as the central axis, so that the lower part can be formed to be inclined with respect to the up-down direction.

The 2-2 emergency ventilation suction spur gear (1332be) extends along the outer surface of the upper portion of the 2-2 emergency ventilation suction body (1332bd) and may have gear teeth formed on the outer surface to mesh with the gear teeth of the 2-1 emergency ventilation suction circular gear (1332bc).

The 2-2 emergency ventilation suction power unit (1332bf) is installed in the 2-2 emergency ventilation suction body (1332bd) and can generate rotational driving force.

The 2-2 emergency ventilation suction source gear (1332bg) is connected to the end of the 2-2 emergency ventilation suction power body (1332bf), and gear teeth can be formed on the outer surface.

The 2-3 emergency ventilation suction body (1332bh) may be rotatably connected at its upper portion to the inclined lower portion of the 2-2 emergency ventilation suction body (1332bd), and may be formed such that the other side is longer than the other side in the radial direction of a circle with the up-down direction as the central axis, so that its upper portion may be formed to be inclined upward from one side toward the other side, and its lower portion may be formed to be inclined downward from one side toward the other side.

The 2-3 emergency ventilation suction spur gear (1332bi) extends along the outer surface of the inclined upper portion of the 2-3 emergency ventilation suction body (1332bh), and gear teeth that mesh with the gear teeth of the 2-2 emergency ventilation suction circle gear (1332bg) can be formed on the outer surface.

The 2-3 emergency ventilation suction power unit (1332bj) is installed at the lower end of the other side of the 2-3 emergency ventilation suction body (1332bh) which is formed to be relatively long, and can generate a rotational driving force.

The 2-3 emergency ventilation suction gear (1332bk) is connected to the end of the 2-3 emergency ventilation suction power body (1332bj), and gear teeth can be formed on the outer surface.

The upper part of the 2-4 emergency ventilation suction body (1332bl) is rotatably connected to the inclined lower part of the 2-2 emergency ventilation suction body (1332bd), and one side is formed with a longer length than the other side in the radial direction of a circle with the up-down direction as the central axis, so that the upper part is formed to be inclined upward from one side to the other side, and the lower part can be formed horizontally.

The 2-4 emergency ventilation suction spur gear (1332bm) extends along the outer surface of the inclined upper portion of the 2-4 emergency ventilation suction body (1332bl), and gear teeth that mesh with the gear teeth of the 2-3 emergency ventilation suction circular gear (1332bk) can be formed on the outer surface.

The second emergency ventilation suction body (1332bn) is rotatably connected to the lower part of the second-fourth emergency ventilation suction spur gear (1332bm), is arranged to overlap each other, is formed with an aperture structure with an open lower part, and the degree of opening of the lower part can be adjusted.

For example, the second emergency ventilation suction member (1332b) may be formed with a swivel nozzle structure.

The emergency ventilation hose section (1333) is provided in multiple units, and connects the perforated interior of the emergency ventilation communication pipe section (1331) and the perforated interior of multiple emergency ventilation suction sections (1332), and can be formed as a pipe with a flexible bellows structure.

The emergency ventilation power unit (1334) is coupled to the emergency ventilation suction unit (1332) at the part where the emergency ventilation suction unit (1332) is coupled to the emergency ventilation communication pipe unit (1331), and can be configured to generate a rotational driving force to apply a rotational driving force to the emergency ventilation suction unit (1332) so as to rotate the emergency ventilation suction unit (1332) along the circumferential direction of a circle with the extension direction as the central axis.

Firefighting equipment (1400) is installed in a tunnel (10) and can extinguish (i.e., extinguish) a fire inside the tunnel (10).

The fire fighting equipment (1400) may include a fire fighting body unit (1410), a first fire fighting unit (1420), a second fire fighting unit (1430), and a fire fighting controller unit (1440).

Here, a plurality of first fire units (1420) and a plurality of second fire units (1430) can be arranged in a straight line one-to-one corresponding to each of a plurality of fire detectors (1600) along the extension direction.

The fire body unit (1410) is installed on the upper part of the auxiliary ventilation unit (1320) among the side walls of the tunnel (10), and may be formed to extend along the extension direction. Inside the fire body unit (1410), a first fire extinguishing fluid pipe member (1411) through which a first fire extinguishing fluid can move, a second fire extinguishing fluid pipe member (1412) through which a second fire extinguishing fluid can move, and a gas pipe member (1413) through which a gas can move may be provided.

Hereinafter, an example will be described in which the first extinguishing agent is an aqueous film forming foam (AFFF), the second extinguishing agent is an alcohol-based foam extinguishing agent (AR-AFFF), and the gas is argon (Ar) gas.

The first fire fighting unit (1420) is provided in multiple units, is connected to the lower part of the fire fighting body unit (1410), is connected to the first fire extinguishing fluid pipe member (1411), and is spaced apart along the extension direction to spray the first fire extinguishing fluid.

The first fire fighting unit (1420) may include a first extinguishing agent moving unit (1421), a first extinguishing agent controlling unit (1422), and a first extinguishing agent discharging unit (1423).

The first digestive fluid moving unit (1421) can form a first digestive fluid moving path (1421a) through which the first digestive fluid moves inside it.

The first digestive fluid moving unit (1421) may include a first-first digestive fluid moving member (1421b) and a first-second digestive fluid moving member (1421c).

The first-first digestive fluid moving member (1421b) can be rotatably coupled to the lower part of the fire fighting body unit (1410).

The 1-2 digestive fluid moving member (1421c) can connect the 1-1 digestive fluid moving member (1421b) and the 1st digestive fluid discharge unit (1423).

The first digestive fluid control unit (1422) can be installed inside the first digestive fluid moving unit (1421) to control the amount of the first digestive fluid supplied to the first digestive fluid discharge unit (1423).

The first extinguishing fluid control unit (1422) may include a 1-1 extinguishing fluid control member (1422a), a 1-2 extinguishing fluid control member (1422b), an installation space (1422c), a 1-3 extinguishing fluid control member (1422d), and a 1-4 extinguishing fluid control member (1422e).

The first-first digestive fluid control member (1422a) may have an installation space (1422c) formed to surround at least a portion of the first digestive fluid movement path (1421a) so as to be connected to the first digestive fluid movement path (1421a).

The first-second extinguishing fluid control member (1422b) is provided in multiple pieces, and at least some of them are arranged along the periphery of the installation space (1422c) of the first-first extinguishing fluid control member (1422a), and are installed so as to be rotatably movable to the center of the first extinguishing fluid movement path (1421a) in the installation space (1422c), so as to adjust the degree of opening of the first extinguishing fluid movement path (1421a).

The 1-3 extinguishing fluid control member (1422d) is installed in the fire body unit (1410) and can provide rotational driving force to the 1-1 extinguishing fluid control member (1422a).

The 1-4 extinguishing fluid control member (1422e) can be connected to the 1-2 extinguishing fluid control member (1422b) to move the 1-2 extinguishing fluid control member (1422b).

The first digestive fluid discharge unit (1423) can be connected to the first digestive fluid moving unit (1421) so as to spray the first digestive fluid.

The second fire fighting unit (1430) is coupled to the side of the fire fighting body unit (1410), is connected to the second fire extinguishing fluid pipe member (1412), and can spray the second fire extinguishing fluid while being spaced apart along the extension direction.

The second fire fighting unit (1430) may include a second fire fighting unit body (1431), a second fire fighting unit power unit (1432), a second fire fighting unit gas injection unit (1433), and a second fire fighting unit extinguishing agent injection unit (1434).

The second fire unit body part (1431) is rotatably installed in the fire body unit, and the second fire extinguishing fluid pipe member and the gas pipe member are each inserted into the second fire unit body part (1431).

The second fire unit body part (1431) may include a second-first fire unit body part (1431a), a second-second fire unit body part (1431b), and a second-third fire unit body part (1431c).

The 2-1 fire unit body member (1431a) has a part of the 2nd fire extinguishing fluid pipe member (1412) and a gas pipe member (1413) arranged inside it, and can be formed to be rotatably coupled to the 2nd fire unit power unit (1432).

In addition, the 2-1 fire unit body member (1431a) can rotate at the first speed and rotate at the first speed and cause the 2nd fire unit gas injection part (1433) to orbit at the first speed.

The 2-2 fire unit body member (1431b) is connected to the lower portion of the 2-1 fire unit body member (1431a) so as to be rotatably connected to the 2-1 fire unit body member (1431a), and the remaining part of the 2nd fire extinguishing fluid pipe member (1412) can be arranged inside the body.

In addition, the 2-2 fire unit body member (1431b) rotates at a second speed that is slower than the first speed, and rotates at the second speed and can rotate the 2nd fire unit extinguishing fluid injection unit (1434) at the second speed at the lower portion of the 2nd fire unit gas injection unit (1433).

The 2-3 fire unit body member (1431c) is installed at a portion where the 2-1 fire unit body member (1431a) and the 2-2 fire unit body member (1431b) are connected, and can provide a rotational driving force to the 2-2 fire unit body member (1431b) so that the 2-2 fire unit body member (1431b) can rotate at a relatively slower speed than the rotational speed of the 2-1 fire unit body member (1431a) that is rotated by the 2nd fire unit power member (1432).

The second fire unit power unit (1432) is installed in the fire body unit (1410) and is configured to generate a rotational driving force so as to rotate the second fire unit body unit (1431), and can provide a rotational driving force to the second fire unit body unit (1431).

The second fire unit gas injection part (1433) is connected to the second fire unit body part (1431), extends obliquely based on the second fire unit body part (1431), and may be provided with a plurality of second-first fire unit gas injection parts (1433a) so as to be connected to the gas pipe part (1413) to supply gas and inject gas.

Here, a plurality of second-first fire unit gas injection members (1433a) are spaced apart from each other along the longitudinal direction of the second fire unit gas injection member (1433) and the circumferential direction of a circle with the longitudinal direction as the central axis, and may also be arranged at an end of the second fire unit gas injection member (1433).

The second fire unit extinguishing agent injection unit (1434) is spaced apart from the second fire unit gas injection unit (1433) and connected to the second fire unit body unit (1431), extends at an angle based on the second fire unit body unit (1431), and is connected to the second fire extinguishing agent piping unit (1412) so as to be able to supply and spray the second fire extinguishing agent. A plurality of second-first fire unit extinguishing agent injection units (1434a) may be provided.

Here, the 2-1 fire unit extinguishing agent injection member (1434a) is spaced apart from the 2nd fire unit extinguishing agent injection unit (1434) along the longitudinal direction of the 2nd fire unit extinguishing agent injection unit (1434) and the circumferential direction of a circle with the longitudinal direction as the central axis, and may also be arranged at an end of the 2nd fire unit extinguishing agent injection unit (1434).

The second fire unit gas injection unit (1433) may be provided with a second-second fire unit gas injection unit (1433b) having one end connected to a gas pipe member (1413), the other end connected to a plurality of second-first fire unit gas injection members (1433a), and having an inner diameter that gradually decreases from one end to the other end.

The second fire unit extinguishing agent injection unit (1434) may be provided with a second-second fire unit extinguishing agent injection unit (1434b) having one end connected to the second extinguishing agent pipe member (1412), the other end connected to the second-first fire unit extinguishing agent injection unit (1434a), and having an inner diameter that gradually decreases from one end to the other end.

The fire controller unit (1440) can communicate wirelessly with the control equipment (1500), and can receive signals from the control equipment (1500) to drive a plurality of first fire units (1420), or control the operation of a plurality of first fire units (1420) and a plurality of second fire units (1430) so as to drive a plurality of first fire units (1420) and a plurality of second fire units (1430) together.

The fire controller unit (1440) may include a fire reception module (1441), a fire judgment module (1442), and a controller module (1443).

The fire receiving module (1441) can receive the first fire signal and the second fire signal transmitted from the control equipment (1500).

The fire judgment module (1442) is connected to the fire reception module (1441) and can determine the direction in which the first fire units (1420) and the second fire units (1430) located in front and behind the fire detector (1600) that transmits the fire detection signal based on the first fire signal or the second fire signal must rotate.

The controller module (1443) is connected to the fire judgment module (1442), and can control the rotational operation of the first fire units (1420) and the second fire units (1430) located in front and behind the fire detector (1600) that transmitted the fire detection signal, respectively, based on the judgment of the fire judgment module (1442).

The control equipment (1500) is connected to a camera (1100), a high-speed axle loader (1200), a ventilation equipment (1300), and a firefighting equipment (1400), and can determine whether the vehicle (20) is underloaded using the shooting data captured by the camera (1100) and the weight data measured by the high-speed axle loader (1200).

In addition, if the control device (1500) determines that the vehicle (20) is underloaded, it can output a crackdown signal to the vehicle (20) using the number of the vehicle (20) identified from the shooting data.

Additionally, the control facility (1500) can transmit a signal to check the first detection unit (1210), the second detection unit (1220), and the third detection unit (1230) according to the measurement capability diagnosis results.

In addition, the control device (1500) calculates a correction value for each area ratio by using the measurement value of the axle load of the vehicle (20) measured by the area where the wheels of the vehicle (20) are positioned on the first detection unit (1210) and the second detection unit (1220), and calculates a correction value by applying the correction value to the measured value according to the area where the wheels of the vehicle (20) are positioned on the first detection unit (1210) and the second detection unit (1220), thereby determining whether the vehicle (20) is overloaded.

Here, the above-described area ratio is calculated based on the wheel area of each type of vehicle (20), and can be calculated through the ratio of the area where the right or left wheel of the vehicle (20) is located to the first detection unit (1210) and the second detection unit (1220) among the total area where the right and left wheels of the vehicle (20) contact the ground.

In addition, the control device (1500) calculates the axle load measurement deviation of the vehicle (20) through the correction value and the measurement metric, and sets the value with the smallest axle load measurement deviation for each wheel area of the vehicle (20) as the measurement value to determine whether it is overloaded and outputs a crackdown signal for the vehicle (20).

Additionally, the control device (1500) can calculate the joint area and joint position of the left or right wheel of the vehicle (20) through the second detection unit (1220).

In addition, the control device (1500) can determine whether the vehicle (20) avoids the high-speed axle loader (1200) by using a case where the difference between the joint area of the left wheel and the joint area of the right wheel is greater than a preset reference value, or the center points of the joint positions of the left wheel and the joint positions of the right wheel are not located within a preset range.

Additionally, the control device (1500) may be connected to a plurality of fire detectors (1600) and configured to receive fire detection signals from the plurality of fire detectors (1600).

Additionally, if the control device (1500) determines that the vehicle (20) is not overloaded, it can drive multiple main ventilation units (1310).

In addition, if the control device (1500) determines that the vehicle (20) is underloaded, it can operate multiple main ventilation units (1310) and multiple auxiliary ventilation units (1320) simultaneously.

In addition, the control facility (1500) can receive a fire detection signal from at least one of a plurality of fire detectors (1600) to determine the location of a fire and operate the emergency ventilation unit (1330) based on the determined location of the fire.

In addition, the control device (1500) can drive the emergency ventilation unit (1330) based on the determined fire occurrence location, and can drive the main ventilation unit (1310) and auxiliary ventilation unit (1320) located in a straight line with the fire detector (1600) that transmitted the fire detection signal, and the plurality of main ventilation units (1310) and the plurality of auxiliary ventilation units (1320) located at the rear end of the fire detector (1600) by increasing the output compared to the standard output.

In addition, the control device (1500) may transmit a first fire signal to the fire controller unit (1440) to drive the first fire unit (1420) first when a fire detection signal is received from the fire detector (1600), and may transmit a second fire signal to the fire controller unit (1440) to drive the first fire unit (1420) and the second fire unit (1430) simultaneously when a fire detection signal is received from the fire detector (1600) for a period longer than a preset time.

In addition, the control facility (1500) can receive a fire detection signal from at least one of a plurality of fire detectors (1600) to determine the location of a fire, and transmit a first fire signal and a second fire signal to the fire controller unit (1440) based on the determined location of the fire.

In addition, the control facility (1500) can transmit a first fire signal to the fire controller unit (1440) to drive the first fire unit (1420) located in a straight line with the fire detector (1600) that transmitted the fire detection signal based on the determined fire occurrence location, and the first fire units (1420) located in front and behind the fire detector (1600) that transmitted the fire detection signal.

In addition, the control facility (1500) can transmit a second fire signal to the fire controller unit (1440) to simultaneously drive the first fire unit (1420) and the second fire unit (1430) located in a straight line with the fire detector (1600) that transmitted the fire detection signal when the fire detection signal is received for a preset period of time or longer based on the determined fire occurrence location, and the first fire unit (1420) and the second fire unit (1430) located in front and behind the fire detector (1600) that transmitted the fire detection signal.

Fire detectors (1600) are provided in multiple units and are installed spaced apart from the ceiling of the tunnel (10) along the extension direction of the tunnel (10), and can detect smoke or high temperature heat.

Although the embodiments of the present invention have been described in more detail with reference to the attached drawings, the present invention is not necessarily limited to these embodiments, and various modifications may be made without departing from the technical idea of the present invention. Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but to explain it, and the scope of the technical idea of the present invention is not limited by these embodiments. Therefore, it should be understood that the embodiments described above are exemplary in all aspects and not restrictive. The protection scope of the present invention should be interpreted by the claims below, and all technical ideas within a scope equivalent thereto should be interpreted as being included in the scope of the rights of the present invention.

Therefore, other implementations, other embodiments, and equivalents to the claims are also included in the scope of the claims described below.

1000: Tunnel traffic volume analysis and vehicle flow prediction device using Hi-pass data
1100: Camera
1200: High-speed axle loader
1300: Ventilation equipment
1400: Firefighting equipment
1500: Control equipment
1600: Fire detector
1700: Detection equipment
1800: Toll collection facility
1900: Traffic situation management equipment
GM: Guide Monitor
EB: Entry side breaker
TB: Tunnel entrance barrier

Claims (3)

A tunnel traffic volume analysis and vehicle flow prediction device utilizing Hi-pass data to analyze traffic volume inside a tunnel and predict the flow of vehicles inside a tunnel by utilizing Hi-pass data of vehicles.
A camera installed in a tunnel within a highway to capture images of vehicles and their license plates;
A detection facility having an entry-side detection unit installed at the entrance of the highway where vehicles can enter, which photographs images of entering vehicles and their license plates and communicates with the Hi-pass terminal of the entering vehicle to receive terminal information, and an exit-side detection unit installed at the exit of the highway where the vehicles can exit, which photographs images of exiting vehicles and their license plates and communicates with the Hi-pass terminal of the exiting vehicle to settle tolls; and
A traffic situation management facility including a plurality of detection sensor units installed inside the tunnel, and a traffic volume analysis unit that collects vehicle flow data from the plurality of detection sensor units installed inside the tunnel, matches it with Hi-pass data communicated with the Hi-pass terminal, calculates traffic volume inside the tunnel, and analyzes the passage time of the vehicle entering the tunnel to predict a traffic congestion section inside the tunnel;
A toll settlement facility further includes a monitoring unit that monitors the status of the Hi-pass terminal and detects at least one payment risk factor among whether the Hi-pass terminal is abnormal, whether a card is not inserted, and whether the balance is insufficient; a path tracking unit that is capable of wirelessly communicating with the detection facility and the camera and that tracks the passage of the vehicle using the history information of the Hi-pass terminal and the entry and exit information of the vehicle when payment of the Hi-pass terminal is not processed normally; and a payment request unit that calculates a toll based on the route tracking result of the vehicle and requests payment to the Hi-pass terminal;
The above Hi-pass terminal is,
Transmit encrypted terminal information when communicating with the above detection equipment,
The above terminal information includes terminal ID, card information, and vehicle information.
The above payment request unit decrypts the encrypted terminal information and performs payment processing.
The above entry-side detection unit is,
An entry-side loop detector embedded in the surface of the highway to detect metal parts of a vehicle;
An entry-side video recording unit having a plurality of shooting cameras that respectively shoot pictures of the front of the vehicle, the side of the vehicle, and the rear of the vehicle;
An entry-side high-pass terminal communication unit equipped with multiple RF antennas of the 5.8 GHz band to enable short-range wireless communication; and
Including an entry-side central control unit connected to the above entry-side loop detection unit, the entry-side video recording unit, and the entry-side high-pass terminal communication unit;
The above-mentioned entry-side central control unit measures the speed and length of the vehicle through data transmitted from the above-mentioned entry-side loop detection unit to first classify the vehicle type, analyzes the exterior features of the vehicle through data transmitted from the above-mentioned entry-side video recording unit to secondarily verify the vehicle type, checks the registered vehicle type information of the Hi-pass terminal through data transmitted through the above-mentioned entry-side Hi-pass terminal communication unit, compares and analyzes the collected vehicle type information in real time, and if the vehicle type information does not match, registers and manages the vehicle as a vehicle of interest.
The above-mentioned entry-side loop detection unit includes a plurality of loop coils buried at 30 cm intervals at a depth of 50 cm or less below the surface of the highway,
The above-mentioned entry-side loop detection unit measures the amount of change in the induced current generated when the vehicle passes through the plurality of loop coils in units of 0.1 seconds to calculate the instantaneous speed of the vehicle, measures the axle distance of the vehicle using the time difference between a pair of loop coils arranged in series among the plurality of loop coils, measures the total length of the vehicle using the duration of the induced current in one loop coil among the plurality of loop coils, and classifies the vehicle types from Type 1 to Type 5 based on the measured axle distance and total length and transmits the result to the entry-side central control unit.
The above entry-side video recording unit is,
A front camera installed on the lane of the above highway to capture the shape of the vehicle's grille, lamp arrangement, and hood line at the front of the vehicle;
A side camera installed on a lane of the above highway to capture the overall length, overall height, and wheelbase of the vehicle from the side of the vehicle;
A rear camera installed on the lane of the above highway to capture the shape of the rear lights, trunk line, and exhaust port location of the vehicle's rear; and
An entry-side image controller is connected to the front camera, the side camera, and the rear camera, and recognizes the grille shape, lamp arrangement, and hood line of the vehicle from the front of the vehicle, measures the overall length, overall height, and wheelbase of the vehicle from the side of the vehicle, analyzes the taillight shape, trunk line, and exhaust port position, and compares it with a deep learning-based vehicle model database to perform secondary verification of the vehicle type and then transmits it to the entry-side central control unit;
The above RF antenna comprises a directional antenna operating in the 5.8 GHz band,
The above-mentioned entry-side Hi-pass terminal communication unit determines that the received data is reliable only when the radio reception strength (RSSI) is -75 dBm or higher when communicating with the above-mentioned Hi-pass terminal, verifies an electronic signature based on the AES-256 encryption algorithm for the vehicle type information received from the above-mentioned Hi-pass terminal, and performs retries up to three times when the communication session is disconnected to transmit the verified vehicle type information to the above-mentioned entry-side central control unit.
The above-mentioned advance detection unit is,
An exit loop detection unit embedded in the surface of the highway to detect metal parts of a vehicle;
An exit-side video recording unit having a plurality of shooting cameras that respectively shoot the front of the vehicle, the side of the vehicle, and the rear of the vehicle;
An exit side high-pass terminal communication unit equipped with multiple RF antennas of the 5.8 GHz band to enable short-range wireless communication; and
Including an exit-side central control unit connected to the above exit-side loop detection unit, the exit-side video recording unit, and the exit-side high-pass terminal communication unit;
The above-mentioned central control unit on the exit side verifies the vehicle identity by comparing it with the vehicle information collected from the above-mentioned entry-side detection unit, communicates with the above-mentioned Hi-pass terminal to verify the vehicle type information and calculate the travel distance, calculate the toll fee and check the terminal balance, transmit the terminal settlement command, and check the completion of payment, and if the settlement fails, controls the exit-side barrier to restrict the passage of the above-mentioned vehicle.
The above surveillance unit,
A surveillance communication unit for real-time communication with the above Hi-pass terminal;
A monitoring database section for storing status information of the Hi-pass terminal; and
Includes a surveillance control unit connected to the surveillance communication unit and the surveillance database unit;
The above monitoring control unit determines that communication is normal only when the RF signal strength of the Hi-pass terminal received through the monitoring communication unit is -75 dBm or higher, checks the card insertion status according to the card insertion detection protocol of each terminal manufacturer, generates a balance insufficient risk signal when the card balance decreases below 150% of the expected toll, and generates abnormal status data including the time of occurrence of the abnormality, abnormality type code, GPS coordinates, and terminal ID when an abnormality occurs and stores the abnormality data in the monitoring database unit.
The above path tracking unit,
A tracking GPS receiver for receiving current location information of the vehicle;
A tracking database section storing national highway route information and toll fee information;
A deep learning-based tracking path prediction unit for predicting the vehicle's movement path; and
It includes a tracking path control unit connected to the tracking GPS receiver unit, the tracking database unit, and the tracking path prediction unit;
The above tracking route control unit receives the current location of the vehicle at 1-second intervals through the tracking GPS receiver, calculates the expected route of the vehicle through the tracking route prediction unit that has learned the travel history for the past 3 months, and if the current location deviates from the expected route, determines whether a detour is required and calculates the exact travel distance.
The above payment request unit is,
Payment request database section for storing payment method information for each vehicle;
Payment request analysis unit to analyze payment success rate by payment method;
Payment request processing unit that performs real-time payment processing; and
Includes a payment request control unit connected to the payment request database unit, the payment request analysis unit, and the payment request processing unit;
The above payment request control unit analyzes the payment success rate by time zone and day of the week for each vehicle payment method through the payment request analysis unit to determine the payment priority.
The above payment request control unit, when a payment request is made, attempts direct payment through a Hi-pass terminal as a first priority, and if the first-priority payment fails, attempts automatic payment through a registered credit card as a second priority, and if the second-priority payment fails, attempts registered mobile easy payment as a third priority, and if the third-priority payment fails, attempts payment through virtual account issuance as a last resort, sets the attempt interval for each payment method to 30 seconds and performs retries up to three times, and if all attempts for the payment method fail, generates unpaid information including the vehicle number of the vehicle, the date and time of passage, the unpaid amount, and a list of attempted payment methods, and registers the information in the unpaid vehicle management table of the payment request database section. A device for analyzing tunnel traffic volume and predicting vehicle flow using Hi-pass data. delete In claim 1,
A high-speed axle load cell installed on the floor of the entrance to the tunnel to measure the weight of the vehicle;
A ventilation facility installed in the above tunnel to circulate air inside the tunnel and air outside the tunnel;
Firefighting equipment installed in the above tunnel to extinguish fire inside the tunnel;
A control device connected to the above camera, the high-speed axle loader, the ventilation equipment, and the firefighting equipment, and using the shooting data taken by the camera and the weight data measured by the high-speed axle loader to determine whether the vehicle is loaded improperly; and
It further includes a plurality of fire detectors, which are installed spaced apart from each other along the extension direction of the tunnel on the ceiling of the tunnel, detect smoke or high temperature heat, and transmit a fire detection signal to the control equipment;
The above traffic situation management facility further includes an emergency situation management unit for detecting whether a fire has occurred from the plurality of fire detectors installed inside the tunnel, monitoring sudden deceleration and stop situations between vehicles in real time to detect the occurrence of an accident, and sending a warning message to the guidance monitor installed at the entrance of the tunnel when an emergency situation occurs;
The above traffic analysis unit is,
A traffic volume database unit that processes vehicle speed data received from the plurality of detection sensor units;
A traffic RF communication unit that receives an RF signal from the above-mentioned Hi-pass terminal;
A first guide monitor control unit for controlling the guide monitor installed at the entrance to the tunnel;
A traffic control unit connected to the traffic database unit, the traffic RF communication unit, and the first guidance monitor control unit;
The above traffic control unit analyzes the data received from the plurality of detection sensor units every 5 minutes to calculate the average speed per lane, updates the average speed for the previous 5 minutes every 1 minute, determines that the safe distance between vehicles is when the RF signal strength of the Hi-pass terminal received through the traffic RF communication unit is between -65 dBm and -85 dBm, calculates the vehicle density in the tunnel based on the average speed per lane and the RF signal strength, and when it exceeds 80% of the tunnel design capacity, displays a guidance message to maintain a vehicle gap of 100 m or more through the first guidance monitor control unit, and controls the guidance monitor to display a variable speed limit of 60 km/h through the first guidance monitor control unit.
The above emergency management unit is,
A plurality of thermal imaging camera sections installed in the above plurality of fire detectors and measuring the temperature of the engine of the vehicle;
A plurality of smoke detection sensor units installed in the above plurality of fire detectors and detecting smoke inside the tunnel;
An emergency situation database section for processing fire detection data received from the plurality of fire detectors, the plurality of thermal imaging camera sections, and the plurality of smoke detection sensor sections;
A barrier control unit for controlling a tunnel entrance barrier installed at the tunnel entrance;
A second guide monitor control unit connected to the guide monitor installed at the entrance of the tunnel and controlling accident information to be displayed on the guide monitor installed at the entrance of the tunnel; and
It includes an emergency situation control unit connected to the plurality of detection sensor units, the plurality of thermal imaging camera units, the plurality of smoke detection sensor units, the emergency situation database unit, the circuit breaker control unit, and the second guidance monitor control unit;
The above emergency situation control unit designates the section as an emergency situation section when the engine temperature of the vehicle measured through the plurality of thermal imaging camera sections continues to be 110 degrees or higher, or when the value measured through the plurality of smoke detection sensor sections exceeds 75 ppm, which is 1.5 times the reference value (50 ppm), or when the speed difference between adjacent vehicles continues to be 40 km/h or higher for 3 seconds or longer through data received from the plurality of detection sensor units.
The above emergency situation control unit operates the tunnel entrance barrier through the barrier control unit when the section is designated as an emergency situation section, and controls the display of accident information and detour information within the tunnel on the guide monitor through the second guide monitor control unit.
The above high-speed loader is,
A first detection unit installed on the entrance floor of the tunnel, at least a portion of which protrudes above the entrance floor of the tunnel and is capable of contacting a wheel of the vehicle, and is connected to the control equipment in a wireless communication manner, for detecting the axle load of the vehicle;
A second detection unit installed on the upper surface of the first detection unit, capable of contacting a wheel of the vehicle, and wirelessly connected to the control equipment, for measuring an area where a wheel of the vehicle is positioned on the first detection unit;
A third detection unit installed by being introduced into the installation home of the first detection unit and for measuring the speed of the vehicle passing through the first detection unit;
A visual alarm unit embedded in the floor of the entrance of the tunnel so that at least a portion of the upper portion is exposed outside the floor of the entrance of the tunnel, and which emits light of different wavelength bands according to the judgment result of the control equipment;
An auditory notification unit installed buried in the floor of the entrance of the above tunnel and outputting an acoustic signal of a preset decibel level according to the judgment result of the above control equipment; and
A diagnostic analysis unit connected to the above control facility via wireless communication and configured to analyze the measurement performance of the measurement value detected by the first detection unit;
The above first detection unit,
1st detection board;
A detection tube part including a first detection tube part arranged on the upper side of the first detection plate part and having a first receiving space, and a second detection tube part having a second receiving space between the first detection tube part and the second detection tube part;
A connecting tube section that secures the above-mentioned sensing tube section from both sides;
A second detection plate part that covers the above detection tube part and the connecting tube part from the upper side, transmits the axle load transmitted from the wheel of the vehicle to the detection tube part, has the installation groove formed inwardly at the upper part, and has the second detection unit installed on the upper surface;
An axle load measurement value calculation unit that calculates an axle load measurement value by measuring the change in internal pressure of the sensing tube according to the axle load transmitted from the wheel of the vehicle;
A first weighting part extending along the direction in which the above-mentioned sensing tube part is extended and positioned between the first sensing plate part and the sensing tube part to weight the sensing tube part;
A second weighting part extending along the direction in which the above-mentioned sensing tube part is extended and positioned between the second sensing plate part and the sensing tube part to weight the sensing tube part; and
It includes a fluid moving part formed in the connecting pipe part to inject fluid into the second receiving space;
The above detection section is provided in multiple units,
The first receiving space is filled with air inside,
The second receiving space is filled with a lithium chloride (LiCl) aqueous solution.
The width of the first weighted portion and the second weighted portion is formed narrower than the width of the detection tube portion,
The above detection tube is formed of stainless steel,
The above connecting pipe part is,
It comprises at least one communication hole formed between the above-mentioned sensing tubes and serving as a passage for the movement of air,
The above fluid moving part,
A first fluid moving member for injecting fluid into the second receiving space; and
A second fluid moving member for removing air from the second receiving space;
The above first weighting unit is,
A center part forming the center of the first weighted portion and made of at least one material among EPDM, urethane, silicone, and HDPE;
A plurality of penetrating parts spaced apart along the perimeter of the center part and formed by penetrating the first weighted part upward and downward, the cross section of which is formed into a hexagon;
A plurality of support parts formed between the plurality of penetrating parts in the first weighted portion and formed of at least one material among EPDM, urethane, silicone, and HDPE; and
A reinforcing part is formed of a material having a higher strength than the plurality of supporting parts and extends in a ring shape to surround the plurality of penetrating parts in the first weighted part;
A device for analyzing tunnel traffic volume and predicting vehicle flow using high-pass data, wherein the plurality of penetration parts are configured as a plurality of rows along the radial direction of the first weighted portion from the center part toward the reinforcement part.

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