A collision avoidance system for road transportation engineering

Abstract

This invention discloses a collision avoidance system for road transportation engineering in the field of transportation technology, including a mounting plate and a protective frame. The protective frame is located on the front side of the mounting plate. Two first telescopic rods distributed vertically are fixedly connected to the middle of the front side of the mounting plate. The free ends of the two first telescopic rods are fixedly connected to a drive shaft. The drive shaft is rotatably connected to the middle of the rear side of the protective frame. Several equidistantly distributed anti-collision wheels are rotatably connected to the front side of the protective frame. Second telescopic rods are fixedly connected to the four corners of the front side of the mounting plate. When a vehicle collides from the side, the protective frame can tilt in the direction of the impact, and the tilting amplitude of the protective frame can be further increased by the action of the buffer amplification mechanism. This allows the protective frame, in cooperation with the anti-collision wheels, to more easily guide the vehicle in the tilting direction, thereby more easily avoiding direct vehicle impact.

Description

Technical Field

[0001] This invention relates to the field of transportation technology, specifically to a collision avoidance system applied to road transportation engineering. Background Technology

[0002] Road transport is the main mode of transportation in transportation engineering. When vehicles travel on the road, collisions are inevitable, especially at road bends, bridge railing ends, and bridge piers of overpasses, where traffic collisions are more likely to occur. Therefore, many places now install anti-collision devices in front of buildings or equipment that are prone to vehicle collisions. Most traffic anti-collision devices use springs to achieve buffering, so as to buffer vehicles and protect important buildings or equipment.

[0003] Most existing traffic collision avoidance devices use the method of fully absorbing the impact of the vehicle to buffer the impact. However, most vehicles hit one side of the front panel of the collision avoidance device, and rarely hit it directly. As a result, the collision avoidance device is prone to damage due to excessive impact force on one side. In addition, some collision avoidance devices use thick springs with excessive buffer strength to buffer the impact in order to prevent high-speed vehicles from hitting buildings or equipment behind them. However, excessive buffer strength can cause the vehicle to decelerate too quickly at the time of impact, resulting in injury to the people in the vehicle.

[0004] Based on this, the present invention designs a collision avoidance system for road transportation engineering to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide a collision avoidance system for road transportation engineering, so as to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a collision avoidance system for road transportation engineering, comprising a mounting plate and a protective frame. The protective frame is located on the front side of the mounting plate. Two first telescopic rods distributed vertically are fixedly connected to the middle of the front side of the mounting plate. The free ends of the two first telescopic rods are jointly fixedly connected to a drive shaft. The drive shaft is rotatably connected to the middle of the rear side of the protective frame. Several equidistantly distributed collision avoidance wheels are rotatably connected to the front side of the protective frame. Second telescopic rods are fixedly connected to the four corners of the front side of the mounting plate. Limiting discs are fixedly connected to the free ends of the second telescopic rods. Slider blocks are hinged to the limiting discs. The sliders are slidably connected to the protective frame in the left-right direction. Limiting rings are slidably connected to the outer walls of the fixed ends of the second telescopic rods in the front-back direction. Buffer springs are sleeved on the outer side of the second telescopic rods between the limiting rings and the limiting discs. Buffer amplification mechanisms are provided between the limiting rings and the limiting discs on another second telescopic rod at the same height.

[0007] As a further embodiment of the present invention, the buffer amplification mechanism includes a first lead screw, which is rotatably connected to a mounting plate and threadedly connected to a limiting ring. A first bevel gear is fixedly connected to the first lead screw, and the first bevel gear meshes with a second bevel gear. The second bevel gear is rotatably connected to the mounting plate, and a first gear is fixedly connected to the rotating shaft of the second bevel gear. The first gear meshes with a first rack, and a sliding sleeve is slidably connected to the outer side of the first rack. The sliding sleeve is rotatably connected to the rotating shaft of the second bevel gear. The end of the first rack away from the mounting plate is rotatably connected to a limiting disc on another second telescopic rod at the same height as the limiting ring.

[0008] As a further embodiment of the present invention, a one-way braking mechanism is provided between the first rack and the sliding sleeve. The one-way braking mechanism includes a second lead screw and a turntable. The second lead screw is rotatably connected to the outer wall of the sliding sleeve. A lifting block is threadedly connected to the outer side of the second lead screw. The lifting block is slidably connected to the sliding sleeve in the vertical direction. A brake pad is slidably connected to the side of the lifting block away from the sliding sleeve in the vertical direction. A compression spring is fixedly connected between the lifting block and the brake pad. The turntable is rotatably connected to the outer side of the sliding sleeve. The side of the turntable near the sliding sleeve can contact the side of the brake pad away from the sliding sleeve. The rotation shaft of the second lead screw and the rotation shaft of the turntable both extend into the sliding sleeve. A transmission assembly is provided between the rotation shaft of the second lead screw, the rotation shaft of the turntable and the first rack.

[0009] As a further embodiment of the present invention, the transmission assembly includes a one-way bearing, the inner ring of which is fixedly connected to the rotation shaft of the turntable, the outer ring of which is fixedly connected to a second gear, the second gear being located inside a sliding sleeve, a third gear meshing on one side of the second gear, the third gear being fixedly connected to the rotation shaft of the second lead screw, and a second rack meshing on the other side of the third gear, the second rack being fixedly mounted on a first rack.

[0010] As a further embodiment of the present invention, a slide groove is fixedly connected to the lower end of the drive shaft, the slide groove is located below the protective frame, and a slide rail is slidably connected to the lower side of the slide groove in the front-back direction, the rear end of the slide rail being fixedly connected to the mounting plate.

[0011] As a further embodiment of the present invention, fixing holes are provided on the bottom wing plates on both sides of the slide rail, and the slide rail can be fixedly connected to the ground by expansion bolts at the fixing holes.

[0012] As a further embodiment of the present invention, the mounting plate is provided with protrusions at both ends of the upper left and right sides and the lower ends of both sides, and each protrusion is provided with a mounting hole.

[0013] As a further embodiment of the present invention, the compression spring is provided with a sliding rod, one end of which is fixedly connected to the brake pad and the other end is slidably connected to the lifting block.

[0014] As a further aspect of the present invention, a plurality of evenly distributed reinforcing plates are fixedly connected between the outer wall of the fixed end of the first telescopic rod and the mounting plate.

[0015] As a further aspect of the present invention, a bearing is provided between the rotating shaft of the anti-collision wheel and the protective frame.

[0016] Compared with the prior art, the beneficial effects of the present invention are:

[0017] The protective frame in this invention can tilt in the direction of the impact when a vehicle is hit from the side, and the tilting range of the protective frame can be further increased by the buffer amplification mechanism. This makes it easier for the protective frame, in conjunction with the anti-collision wheels, to guide the vehicle in the tilting direction, thereby making it easier to avoid direct impact from the vehicle.

[0018] When the protective frame of this invention is used to receive a head-on collision with a vehicle, it can gradually increase the buffering strength of the buffer spring on the vehicle from the relatively mild level at the moment of impact through the buffer amplification mechanism. This avoids the excessive load on the vehicle and the people inside the vehicle due to the excessively strong buffering strength at the beginning, and also ensures the buffering and anti-collision effect of the system in the later stage of the impact.

[0019] When the protective frame and anti-collision wheel in this invention reset under the elastic force of the buffer spring, they can form frictional resistance on the first rack through the one-way braking mechanism, thereby greatly reducing the reset speed of the protective frame and anti-collision wheel. As the protective frame and anti-collision wheel gradually reset, the elastic force of the buffer spring and the frictional resistance of the one-way braking mechanism gradually decrease accordingly. The frictional resistance of the one-way braking mechanism is always kept less than the elastic force of the buffer spring to a certain extent, so that the reset speed of the protective frame and anti-collision wheel is always kept at a certain slow range, thereby preventing the protective frame and anti-collision wheel from resetting too quickly and causing secondary damage to the vehicle and personnel. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of the invention from a front right downward angle.

[0021] Figure 2 This is a schematic diagram of the overall structure of the invention from a right rearward tilting perspective;

[0022] Figure 3 for Figure 2 A magnified view of a section at point A in the middle;

[0023] Figure 4 This is a front view of the sliding sleeve and its internal structure.

[0024] Figure 5 This is a schematic diagram of the cross-sectional structure from the right rearward angle of the present invention.

[0025] The attached diagram lists the components represented by each number as follows:

[0026] 1. Mounting plate; 2. First telescopic rod; 3. Drive shaft; 4. Protective frame; 5. Anti-collision wheel; 6. Second telescopic rod; 7. Limiting plate; 8. Slider; 9. Limiting ring; 10. Buffer spring; 11. First lead screw; 12. First bevel gear; 13. Second bevel gear; 14. First gear; 15. First rack; 16. Sliding sleeve; 17. Second lead screw; 18. Lifting block; 19. Brake pad; 20. Compression spring; 21. Turntable; 22. One-way bearing; 23. Second gear; 24. Third gear; 25. Second rack; 26. Slide groove; 27. Slide rail; 28. Slide rod; 29. ​​Reinforcing plate. Implementation

[0027] Please see Figure 1-5 This invention provides a technical solution: a collision avoidance system applied to road transportation engineering, comprising a mounting plate 1 and a protective frame 4. The protective frame 4 is located on the front side of the mounting plate 1. Two first telescopic rods 2, arranged vertically, are fixedly connected to the middle of the front side of the mounting plate 1. The free ends of the two first telescopic rods 2 are jointly fixedly connected to a drive shaft 3. The drive shaft 3 is rotatably connected to the middle of the rear side of the protective frame 4. Several equidistantly distributed anti-collision wheels 5 are rotatably connected to the front side of the protective frame 4. Second telescopic rods 6 are fixedly connected to the four corners of the front side of the mounting plate 1. The free ends of the second telescopic rods 6 are fixedly connected to limit plates 7. Each limit plate 7 is hinged to a slider 8. The slider 8 is slidably connected to the protective frame 4 in the left-right direction. Limit rings 9 are slidably connected to the outer wall of the fixed end of the second telescopic rod 6 in the front-back direction. A buffer spring 10 is sleeved between the limit ring 9 and the limit plate 7 on the outer side of the second telescopic rod 6. A buffer amplification mechanism is provided between the limit ring 9 and the limit plate 7 on another second telescopic rod 6 at the same height.

[0028] When the above scheme is put into actual use, when a vehicle hits the left side bumper wheel 5 of the protective frame 4, the protective frame 4 moves backward and rotates clockwise to a certain extent. This causes the contraction of the second telescopic rod 6 and the buffer spring 10 on the left side to be significantly greater than that on the right side. The limiting plate 7 moves backward as the free end of the second telescopic rod 6 contracts. The backward-moving limiting plate 7 pushes the limiting ring 9 on the other second telescopic rod 6 of the same height to move forward through the buffer amplification mechanism. This further compresses the buffer spring 10 on the other second telescopic rod 6, and the extent of this further compression is similar to that of the backward-moving limiting plate 7. The movement distance of disc 7 is proportional, causing the compression of the right-side buffer spring 10 by the buffer amplification mechanism to be significantly greater than that of the left-side buffer spring 10. This further increases the clockwise rotation of the protective frame 4, causing it to tilt further to the left. The leftward tilt of the protective frame 4, in conjunction with the anti-collision wheel 5, guides oncoming vehicles to the left, thus avoiding direct impact. When a vehicle hits the right-side anti-collision wheel 5 of the protective frame 4, the same principle applies: the frame rotates in the opposite direction. The protective frame 4 moves backward while tilting to the right, and the buffer amplification mechanism further increases the rightward tilt of the protective frame 4, facilitating the deflection of oncoming vehicles. The system guides vehicles to the right to avoid direct impact. When a vehicle directly hits the center of the protective frame 4, the second telescopic rods 6 and buffer springs 10 on both sides contract synchronously. The contracted buffer springs 10 provide initial, relatively mild buffering for the vehicle that is about to collide head-on. As the second telescopic rods 6 on both sides gradually contract, the limiting discs 7 on both sides, through the buffer amplification mechanism, cause the limiting rings 9 on both sides to gradually slide forward, thereby further compressing the buffer springs 10 on both sides. This further increases the buffering strength of the system against head-on collisions until the vehicle stops moving. In this way, the protective frame 4 in the system can effectively buffer against side impacts from vehicles. The protective frame 4 tilts in the direction of the vehicle impact, and the tilting amplitude can be further increased by the buffer amplification mechanism. This allows the protective frame 4, in conjunction with the anti-collision wheel 5, to more easily guide the vehicle in the tilting direction, thereby more easily avoiding direct impact. When the protective frame 4 in this system is used to receive a head-on collision, the buffer amplification mechanism can gradually increase the buffering strength of the buffer spring 10 on the vehicle from the relatively mild level at the moment of impact. This avoids the excessive load on the vehicle and the people inside the vehicle due to the excessively strong buffering strength at the beginning, and also ensures the buffering and anti-collision effect of the system in the later stage of the impact.

[0029] like Figure 2 and 3As shown, as a further embodiment of the present invention, the buffer amplification mechanism includes a first lead screw 11, which is rotatably connected to the mounting plate 1 and threadedly connected to the limiting ring 9. A first bevel gear 12 is fixedly connected to the first lead screw 11, and the first bevel gear 12 meshes with a second bevel gear 13. The second bevel gear 13 is rotatably connected to the mounting plate 1, and a first gear 14 is fixedly connected to the rotation shaft of the second bevel gear 13. The first gear 14 meshes with a first rack 15, and a sliding sleeve 16 is slidably connected to the outer side of the first rack 15. The sliding sleeve 16 is rotatably connected to the rotation shaft of the second bevel gear 13. The end of the first rack 15 away from the mounting plate 1 is rotatably connected to a limiting disk 7 on another second telescopic rod 6 at the same height as the limiting ring 9.

[0030] When the above scheme is put into actual use, when the limiting plate 7 moves backward as the free end of the second telescopic rod 6 retracts, the limiting plate 7 pushes the first rack 15 to slide backward relative to the sliding sleeve 16. The first rack 15 drives the first gear 14 to rotate, the first gear 14 drives the second bevel gear 13 to rotate, the second bevel gear 13 drives the first bevel gear 12 to rotate, the first bevel gear 12 drives the first lead screw 11 to rotate, and the first lead screw 11 drives the limiting ring 9, which is at the same height as the limiting plate 7 and located on the other second telescopic rod 6, to slide forward. This causes the buffer spring 10 on the outside of the other second telescopic rod 6 to gradually increase its compression amplitude beyond its original compression amplitude. After the vehicle impact ends, under the elastic force of the buffer spring 10, the transmission reverses in the same way, causing the second telescopic rod 6, the limiting plate 7, the limiting ring 9, and the buffer spring 10 to gradually return to their original positions.

[0031] like Figure 2 , 3 As shown in Figure 4, as a further embodiment of the present invention, a one-way braking mechanism is provided between the first rack 15 and the sliding sleeve 16. The one-way braking mechanism includes a second lead screw 17 and a turntable 21. The second lead screw 17 is rotatably connected to the outer wall of the sliding sleeve 16. A lifting block 18 is threadedly connected to the outer side of the second lead screw 17. The lifting block 18 is slidably connected to the sliding sleeve 16 in the vertical direction. A brake pad 19 is slidably connected to the side of the lifting block 18 away from the sliding sleeve 16 in the vertical direction. A compression spring 20 is fixedly connected between the lifting block 18 and the brake pad 19. The turntable 21 is rotatably connected to the outer side of the sliding sleeve 16. The side of the turntable 21 near the sliding sleeve 16 can contact the side of the brake pad 19 away from the sliding sleeve 16. The rotation shafts of the second lead screw 17 and the turntable 21 both extend into the sliding sleeve 16. A transmission assembly is provided between the rotation shafts of the second lead screw 17 and the turntable 21 and the first rack 15.

[0032] When the above scheme is put into actual use, during a vehicle collision, the first rack 15 drives the second lead screw 17 to rotate through the transmission assembly, while the turntable 21 does not rotate. Under the transmission action of the threaded structure, the second lead screw 17 drives the lifting block 18 to slide towards the turntable 21. The lifting block 18 gradually compresses the spring 20, thereby gradually increasing the pressure of the brake pads 19 on the turntable 21. When the vehicle collision ends or is guided away laterally, the first rack 15 slides forward relative to the buffer spring 10. At this time, the first rack 15 drives the second lead screw 17 and the turntable 21 to rotate in opposite directions through the transmission assembly. The slowly rotating turntable 21 greatly reduces the speed at which the first rack 15 slides forward relative to the buffer spring 15 through the transmission assembly, thereby greatly reducing the reset speed of the protective frame 4 and the anti-collision wheel 5. When the protective frame 4 and the anti-collision wheel 5 reset, the elastic force of the buffer spring 10 gradually decreases. The reverse-rotating second lead screw 17 drives the lifting block 18 to gradually move away from the turntable 21, causing the elastic force of the compression spring 20 to gradually decrease. As the friction between the brake pads 19 and the turntable 21 decreases, the friction between the brake pads 19 and the turntable 21 is always less than the elastic force of the buffer spring 10. This keeps the protective frame 4 and the anti-collision wheel 5 at a relatively slow speed when resetting, preventing the protective frame 4 and the anti-collision wheel 5 from resetting too quickly and causing secondary damage to the vehicle. In this system, when the protective frame 4 and the anti-collision wheel 5 reset under the elastic force of the buffer spring 10, the frictional resistance formed by the one-way braking mechanism on the first rack 15 can greatly reduce the reset speed of the protective frame 4 and the anti-collision wheel 5. As the protective frame 4 and the anti-collision wheel 5 gradually reset, the elastic force of the buffer spring 10 and the frictional resistance of the one-way braking mechanism gradually decrease accordingly. The frictional resistance of the one-way braking mechanism is always kept less than the elastic force of the buffer spring 10 to a certain extent, so that the reset speed of the protective frame 4 and the anti-collision wheel 5 is always at a certain slow range, thereby preventing the protective frame 4 and the anti-collision wheel 5 from resetting too quickly and causing secondary damage to the vehicle and personnel.

[0033] like Figure 3 and 4 As shown, as a further embodiment of the present invention, the transmission assembly includes a one-way bearing 22. The inner ring of the one-way bearing 22 is fixedly connected to the rotation shaft of the turntable 21. The outer ring of the one-way bearing 22 is fixedly connected to a second gear 23. The second gear 23 is located inside the sliding sleeve 16. A third gear 24 meshes with one side of the second gear 23. The third gear 24 is fixedly connected to the rotation shaft of the second lead screw 17. A second rack 25 meshes with the other side of the third gear 24. The second rack 25 is fixedly mounted on the first rack 15.

[0034] When the above scheme is put into actual use, when the first rack 15 slides backward, the second rack 25, which moves with the first rack 15, drives the multi-functional second gear 23 to rotate. The turntable 21 does not rotate with the second gear 23 under the action of the one-way bearing 22. The second gear 23 drives the second lead screw 17 to rotate through the third gear 24. When the first rack 15 slides forward, the second rack 25, which moves with the first rack 15, drives the second gear 23 to rotate in the opposite direction. The second gear 23 drives the turntable 21 to rotate synchronously through the one-way bearing 22. The second gear 23 drives the second lead screw 17 to rotate in the opposite direction through the third gear 24, thereby gradually reducing the friction force of the brake pad 19 on the turntable 21.

[0035] like Figure 5 As shown, as a further embodiment of the present invention, a slide groove 26 is fixedly connected to the lower end of the drive shaft 3. The slide groove 26 is located below the protective frame 4. A slide rail 27 is slidably connected to the lower side of the slide groove 26 in the front-back direction. The rear end of the slide rail 27 is fixedly connected to the mounting plate 1. During operation, the slide groove 26 and the slide rail 27 can improve the stability of the first telescopic rod 2 during extension and retraction, and prevent the first telescopic rod 2 from deviating when the vehicle is hit.

[0036] like Figure 5 As shown, as a further embodiment of the present invention, fixing holes are provided on the bottom wing plates on both sides of the slide rail 27, and the slide rail 27 can be fixedly connected to the ground by expansion bolts at the fixing holes; during operation, the slide rail 27, which is firmly fixed to the ground, can further ensure the stability of the first telescopic rod 2 when it extends and retracts.

[0037] like Figure 1 As shown, as a further embodiment of the present invention, the mounting plate 1 has protrusions at both ends of the upper left and right sides and at the lower ends of both sides, and each protrusion has a mounting hole; in operation, the mounting holes facilitate the fixed installation of the system.

[0038] like Figure 4 As shown, as a further embodiment of the present invention, the compression spring 20 is provided with a slide rod 28, one end of which is fixedly connected to the brake pad 19 and the other end is slidably connected to the lifting block 18; during operation, the slide rod 28 can prevent the compression spring 20 from twisting when it is compressed.

[0039] like Figure 1 , 2 As shown in Figure 5, as a further embodiment of the present invention, a plurality of uniformly distributed reinforcing plates 29 are fixedly connected between the outer wall of the fixed end of the first telescopic rod 2 and the mounting plate 1; during operation, the connection strength between the first telescopic rod 2 and the mounting plate 1 can be improved by setting the reinforcing plates 29.

[0040] like Figure 1and 2 As shown, as a further embodiment of the present invention, a bearing is provided between the rotation shaft of the anti-collision wheel 5 and the protective frame 4; during operation, the bearing improves the sensitivity of the rotation of the anti-collision wheel 5.

Claims

1. A collision avoidance system applied to road traffic engineering, comprising, characterized in that: Includes a mounting plate (1) and a protective frame (4). The protective frame (4) is located on the front side of the mounting plate (1). Two first telescopic rods (2) are fixedly connected to the middle of the front side of the mounting plate (1) and are arranged vertically. The free ends of the two first telescopic rods (2) are fixedly connected to a drive shaft (3). The drive shaft (3) is rotatably connected to the middle of the rear side of the protective frame (4). Several anti-collision wheels (5) are rotatably connected to the front side of the protective frame (4). Second telescopic rods (6) are fixedly connected to the four corners of the front side of the mounting plate (1). The free ends of the telescopic rod (6) are all fixedly connected to the limiting disk (7), and the limiting disk (7) is hinged with the slider (8). The slider (8) is slidably connected to the protective frame (4) in the left and right direction. The outer wall of the fixed end of the second telescopic rod (6) is slidably connected to the limiting ring (9) in the front and back direction. The outer side of the second telescopic rod (6) is fitted with a buffer spring (10) between the limiting ring (9) and the limiting disk (7). The limiting ring (9) and the limiting disk (7) on another second telescopic rod (6) of the same height are both provided with a buffer amplification mechanism. The buffer amplification mechanism includes a first lead screw (11), which is rotatably connected to the mounting plate (1). The first lead screw (11) is threadedly connected to the limiting ring (9). The first lead screw (11) is fixedly connected to a first bevel gear (12). The first bevel gear (12) meshes with a second bevel gear (13). The second bevel gear (13) is rotatably connected to the mounting plate (1). The rotating shaft of the second bevel gear (13) is fixedly connected to a first gear (14). The first gear (14) meshes with a first rack (15). A sliding sleeve (16) is slidably connected to the outside of the first rack (15). The sliding sleeve (16) is rotatably connected to the rotating shaft of the second bevel gear (13). The end of the first rack (15) away from the mounting plate (1) is rotatably connected to a limiting disk (7) on another second telescopic rod (6) at the same height as the limiting ring (9). A one-way braking mechanism is provided between the first rack (15) and the sliding sleeve (16). The one-way braking mechanism includes a second lead screw (17) and a turntable (21). The second lead screw (17) is rotatably connected to the outer wall of the sliding sleeve (16). A lifting block (18) is threadedly connected to the outer side of the second lead screw (17). The lifting block (18) is slidably connected to the sliding sleeve (16) in the vertical direction. A brake pad (19) is slidably connected to the side of the lifting block (18) away from the sliding sleeve (16) in the vertical direction. A compression spring (20) is fixedly connected between the block (18) and the brake pad (19). The turntable (21) is rotatably connected to the outside of the sliding sleeve (16). The side of the turntable (21) near the sliding sleeve (16) can contact the side of the brake pad (19) away from the sliding sleeve (16). The rotation shaft of the second lead screw (17) and the rotation shaft of the turntable (21) both extend into the sliding sleeve (16). A transmission assembly is provided between the rotation shaft of the second lead screw (17), the rotation shaft of the turntable (21), and the first rack (15).

2. The collision avoidance system applied to road transportation engineering according to claim 1, characterized in that: The transmission assembly includes a one-way bearing (22), the inner ring of which is fixedly connected to the rotating shaft of the turntable (21), and the outer ring of which is fixedly connected to a second gear (23). The second gear (23) is located inside the sliding sleeve (16). A third gear (24) meshes with one side of the second gear (23). The third gear (24) is fixedly connected to the rotating shaft of the second lead screw (17). A second rack (25) meshes with the other side of the third gear (24). The second rack (25) is fixedly mounted on the first rack (15).

3. The collision avoidance system applied to road transportation engineering according to claim 1, characterized in that: The lower end of the drive shaft (3) is fixedly connected to a slide groove (26), which is located below the protective frame (4). A slide rail (27) is slidably connected to the lower side of the slide groove (26) in the front-back direction. The rear end of the slide rail (27) is fixedly connected to the mounting plate (1).

4. A collision avoidance system for road transportation engineering according to claim 3, characterized in that: Fixing holes are provided on the bottom wing plates on both sides of the slide rail (27), and the slide rail (27) can be fixedly connected to the ground by expansion bolts at the fixing holes.

5. A collision avoidance system for road transportation engineering according to claim 1, characterized in that: The mounting plate (1) has protrusions at both ends of the upper left and right sides and at the lower ends of both sides, and each protrusion has a mounting hole.

6. A collision avoidance system for road transportation engineering according to claim 1, characterized in that: The compression spring (20) is fitted with a slide rod (28), one end of which is fixedly connected to the brake pad (19) and the other end is slidably connected to the lifting block (18).

7. A collision avoidance system for road transportation engineering according to claim 1, characterized in that: A number of evenly distributed reinforcing plates (29) are fixedly connected between the outer wall of the fixed end of the first telescopic rod (2) and the mounting plate (1).

8. A collision avoidance system for road transportation engineering according to claim 1, characterized in that: A bearing is provided between the rotating shaft of the anti-collision wheel (5) and the protective frame (4).

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