Anti-collision device for traffic and transportation facilities

Abstract

The utility model discloses a traffic transportation facility anti-collision device, which belongs to the technical field of traffic facilities and comprises a mounting frame, a buffer pad is arranged on one side outside the mounting frame, a first buffer spring piece is fixed on the inner side wall of the buffer pad, and a buffer plate is fixed at one end, far away from the buffer pad, of the first buffer spring piece; an anti-rolling mechanism is arranged on a traditional traffic anti-collision device, primary collision buffering protection is achieved through a first buffering spring piece and a second buffering spring piece, when the second buffering spring piece is subjected to out-of-limit collision, a guide rod is pushed outwards by the maximum stroke along a fixing plate, a lock rod is pushed away from a lock handle, and the anti-rolling mechanism is used for preventing collision. The protection rod is rotated by means of the elastic deformation effect of the volute spring until the first clamping trip shaft is blocked by the second clamping trip shaft and stops in the vertical state, the purpose of increasing the protection height above the mounting frame is achieved, anti-rolling protection is effectively conducted on a vehicle, and the protection effect of anti-collision facilities is improved.

Description

Technical Field

[0001] This utility model relates to the field of traffic facility technology, and in particular to a collision avoidance device for traffic facilities. Background Technology

[0002] Transportation facilities refer to the necessary tools (including vehicles, ships, and aircraft), machinery and equipment, sites, routes, and communication equipment used in transportation. Transportation facilities play an important role in ensuring traffic safety and mitigating the severity of potential accidents.

[0003] Traffic collision avoidance facilities refer to various facilities used to protect the safety of road users and prevent vehicle collisions. These mainly include crash barriers, traffic cones, metal guardrails, and water-filled barriers. These facilities play a vital role in road protection, significantly reducing injuries to vehicles and pedestrians, and minimizing traffic accidents and losses.

[0004] Existing traffic collision avoidance facilities can only serve as a buffer after a vehicle collision. For smaller impacts, these facilities can effectively cushion and protect the vehicle. However, for impacts at higher speeds, the vehicle may roll over and become suspended in the air, leading to more serious accidents.

[0005] To address the aforementioned issues, a collision avoidance device for transportation facilities is proposed. Utility Model Content

[0006] The main purpose of this utility model is to provide a collision avoidance device for transportation facilities, which solves the problems mentioned in the background art.

[0007] The objective of this utility model can be achieved by adopting the following technical solution:

[0008] A collision avoidance device for transportation facilities includes a mounting frame, a buffer pad is provided on the outer side of the mounting frame, a first buffer spring is fixed on the inner side wall of the buffer pad, a buffer plate is fixed on the end of the first buffer spring away from the buffer pad, a second buffer spring and a guide rod are fixed on the inner side wall of the buffer plate, a locking rod is welded to the outer end of the guide rod, and an anti-rollover mechanism is provided on the locking rod.

[0009] The anti-rollover mechanism includes a fixing ring that is fixedly installed on the back wall of the mounting bracket. A protective rod is rotatably connected within the fixing ring, and a locking handle is integrally formed at one end of the protective rod that slides into the locking rod.

[0010] Furthermore, the buffer pad is made of solid rubber, the buffer plate is made of solid metal, and the buffer plate slides against the inner wall of the mounting bracket via a groove.

[0011] Furthermore, both the first and second buffer spring components are composed of a spring, a guide rod, and a sleeve, and the spring resistance on the second buffer spring component is greater than the spring resistance on the first buffer spring component.

[0012] Furthermore, the guide rod is located between the second buffer spring members and is detachably installed with the buffer plate. The end of the second buffer spring member away from the buffer plate is fixed with a fixing plate placed horizontally in the mounting bracket. The guide rod is slidably installed with the opening on the fixing plate.

[0013] Furthermore, the protective rod consists of a solid metal rod and an outer rubber sleeve, a spiral spring is embedded in the fixing ring, and a fixing ring is provided on one side of the spiral spring and sleeved on the protective rod.

[0014] Furthermore, a first locking shaft is welded to the outer wall of the fixing ring, and a second locking shaft is welded to the inner wall of the fixing ring, with the first locking shaft and the second locking shaft engaging in a locking action.

[0015] Furthermore, the part of the protective rod that contacts the fixed ring is limited to rotate by a bearing.

[0016] The beneficial technical effects of this utility model are as follows:

[0017] This invention incorporates an anti-rollover mechanism into a traditional traffic collision avoidance device. A first and second buffer spring provide initial collision buffering protection. When the second buffer spring is subjected to an excessive impact, the guide rod extends outward along the fixed plate to its maximum stroke, pushing the locking rod away from the locking handle. The protective rod rotates due to the elastic deformation of the spiral spring until the first locking shaft is blocked by the second locking shaft, stopping in a vertical position. This increases the protection height above the mounting frame, effectively protecting the vehicle from rollover and improving the protective effect of the collision avoidance device. Attached Figure Description

[0018] Figure 1 This is a front view structural schematic diagram of a preferred embodiment of a collision avoidance device for transportation facilities according to the present utility model;

[0019] Figure 2 This is a rear view structural schematic diagram of a preferred embodiment of a collision avoidance device for transportation facilities according to the present invention;

[0020] Figure 3 This is a schematic diagram of the internal structure of the mounting frame after it is opened in a preferred embodiment of a collision avoidance device for transportation facilities according to the present invention;

[0021] Figure 4This is an exploded view of a portion of the protective rod in a preferred embodiment of a collision avoidance device for transportation facilities according to the present invention;

[0022] Figure 5 In a preferred embodiment of the anti-collision device for transportation facilities according to the present invention Figure 2 Enlarged view of point A in the middle.

[0023] The annotations in the attached figures are explained as follows:

[0024] 1. Mounting bracket; 2. Buffer pad; 3. Anti-rollover mechanism; 301. Protective rod; 301a. Lock handle; 301b. Snail spring; 301c. First locking pin; 301d. Fixing ring; 302. Fixing ring; 302a. Second locking pin; 4. First buffer spring component; 5. Buffer plate; 6. Second buffer spring component; 7. Guide rod; 8. Fixing plate; 9. Locking rod. Detailed Implementation

[0025] To enable those skilled in the art to understand the technical solution of this utility model more clearly, the present utility model will be further described in detail below with reference to the embodiments and accompanying drawings, but the implementation of this utility model is not limited thereto.

[0026] like Figures 1-5 As shown, this embodiment provides a traffic facility anti-collision device, including a mounting frame 1. A buffer pad 2 is provided on the outer side of the mounting frame 1. A first buffer spring 4 is fixed on the inner side wall of the buffer pad 2. A buffer plate 5 is fixed on the end of the first buffer spring 4 away from the buffer pad 2. A second buffer spring 6 and a guide rod 7 are fixed on the inner side wall of the buffer plate 5. A locking rod 9 is welded to the outer end of the guide rod 7. An anti-rollover mechanism 3 is provided on the locking rod 9. The anti-rollover mechanism 3 includes a fixing ring 302 fixedly installed on the back wall of the mounting frame 1. A protective rod 301 is rotatably connected to the fixing ring 302. A locking handle 301a is integrally formed at one end of the protective rod 301 and slidably inserted into the locking rod 9.

[0027] In the above structure, the buffer pad 2 is aligned with the outer opening of the fixed frame, which can buffer the entry into the mounting frame 1 after a large impact; the lock handle 301a is provided with a latch, which is slidably connected to the lock rod 9 without obstruction. After the guide rod 7 triggers the over-limit stroke, it pushes the lock rod 9 out of the lock handle 301a, thereby opening the anti-rollover mechanism 3.

[0028] The buffer pad 2 is made of solid rubber, and the buffer plate 5 is made of solid metal. The buffer plate 5 slides against the inner wall of the mounting bracket 1 through a groove. The rubber material of the buffer pad 2 itself can effectively buffer and protect, while the buffer plate 5 is a structure used to support the buffer pad 2.

[0029] Both the first buffer spring 4 and the second buffer spring 6 are composed of a spring, a guide rod, and a sleeve. The spring resistance on the second buffer spring 6 is greater than that on the first buffer spring 4. The spring is sleeved on the guide rod, and one end is stuck on the top edge of the sleeve. The guide rod extends and retracts inside the sleeve to compress the spring. The spring of the second buffer spring 6 has a larger resistance, and it will only compress more when the vehicle impacts it with a larger force.

[0030] The guide rod 7 is located between the second buffer springs 6 and is detachably installed with the buffer plate 5. The end of the second buffer spring 6 away from the buffer plate 5 is fixed with a fixing plate 8 placed horizontally in the mounting bracket 1. The guide rod 7 is slidably installed with the opening on the fixing plate 8.

[0031] The protective rod 301 consists of a solid metal rod and an outer rubber sleeve. A spiral spring 301b is embedded in the fixing ring 302. A fixing ring 301d is provided on one side of the spiral spring 301b and is sleeved on the protective rod 301. The spiral spring 301b is in a compressed state in the initial state. The protective rod 301 locks the potential energy of the spiral spring 301b through the locking handle 301a and the locking rod 9. After the protective rod 301 is released, the elastic energy release flips the protective rod 301 upward to achieve vertical protection.

[0032] A first locking shaft 301c is welded to the outer wall of the fixing ring 301d, and a second locking shaft 302a is welded to the inner wall of the fixing ring 302. The first locking shaft 301c and the second locking shaft 302a cooperate to lock and limit the protective bar 301 to be in a vertical state, so as to prevent it from flipping to the other side and affecting the protection against vehicle rollover.

[0033] The part of the guard rod 301 that contacts the fixing ring 302 is limited to rotate by a bearing.

[0034] The working principle of this device is as follows: When the vehicle collides with the buffer pad 2 at a low speed, the first buffer spring 4 provides the first layer of buffer protection and at the same time slightly compresses the second buffer spring 6; when the vehicle collides with the buffer pad 2 at a high speed, the first buffer spring 4 is compressed and the second buffer spring 6 is squeezed significantly. The buffer plate 5 moves along the groove on the inner wall of the mounting bracket 1, which drives the guide rod 7 to extend out from the inside of the fixed plate 8, and together with the locking rod 9, it is pushed out from the locking handle 301a.

[0035] When the guard bar 301 loses its limiting structure, the internal spiral spring 301b returns to its elastic deformation, and the two sets of guard bars 301 rotate in the direction until the first clamping shaft 301c and the second clamping shaft 302a limit and block it. The two sets of guard bars 301 stand vertically on the back of the protective frame to block and protect the overturned car, further improving the protective effect of the anti-collision facility and reducing vehicle damage.

[0036] The above structure can effectively mitigate the damage to a car after a collision and rollover, preventing the vehicle from being thrown out at high speed and minimizing accident damage.

[0037] The above are merely further embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope disclosed by this utility model, based on the technical solution and concept of this utility model, shall fall within the protection scope of this utility model.

[0038] All standard parts used in this application can be purchased from the market, and can be customized according to the description and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the prior art. The machinery, parts and equipment adopt conventional models in the prior art. The control method is automatic control through a controller. The control circuit of the controller can be implemented by simple programming by those skilled in the art and is common knowledge in the field. Since this application is mainly used to protect mechanical devices, the control method and circuit connection will not be explained in detail in this application.

Claims

1. A traffic transport facility anti-collision device comprising a mounting frame (1), characterized in that: The mounting frame (1) is provided with a buffer pad (2) on the outer side, a first buffer spring member (4) is fixed on the inner side wall of the buffer pad (2), a buffer plate (5) is fixed on the end of the first buffer spring member (4) away from the buffer pad (2), a second buffer spring member (6) and a guide rod (7) are fixed on the inner side wall of the buffer plate (5), a lock rod (9) is welded on the outer end of the guide rod (7), and an anti-rollover mechanism (3) is arranged on the lock rod (9). The anti-rollover mechanism (3) comprises a fixed ring (302) fixedly installed on the back wall of the mounting frame (1), and a protection rod (301) is rotatably connected in the fixed ring (302).

2. A crash barrier according to claim 1, wherein: The buffer pad (2) is solid rubber, the buffer plate (5) is solid metal material, and the buffer plate (5) and the inner wall of the mounting frame (1) are limitedly slid through a channel.

3. A crash barrier according to claim 2, wherein: The first buffer spring member (4) and the second buffer spring member (6) are both composed of a spring, a guide rod and a sleeve, and the spring resistance of the second buffer spring member (6) is greater than that of the first buffer spring member (4).

4. A crash barrier according to claim 3, wherein: The guide rod (7) is located between the second buffer spring members (6) and is detachably installed with the buffer plate (5), one end of the second buffer spring member (6) away from the buffer plate (5) is fixed with a fixed plate (8) transversely arranged in the mounting frame (1), and the guide rod (7) is slidably installed with the opening on the fixed plate (8).

5. A crash barrier according to claim 4, wherein: The protection rod (301) is composed of a solid metal rod and an outer rubber sleeve, a volute spring (301b) is clamped in the fixed ring (302), and a fixed ring (301d) is sleeved on one side of the volute spring (301b).

6. A crash barrier according to claim 5, wherein: A first clamping shaft (301c) is welded on the outer wall of the fixed ring (301d), a second clamping shaft (302a) is welded on the inner wall of the fixed ring (302), and the first clamping shaft (301c) and the second clamping shaft (302a) are matched and clamped.

7. A crash barrier according to claim 6, wherein: The part where the protection rod (301) contacts the fixed ring (302) is limitedly rotatable through a bearing.

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