A tire retaining wall for preventing vehicle and ship collision and its damage assessment system

Abstract

The present invention discloses a tire retaining wall for preventing collision between vehicles and ships and a damage assessment system thereof, comprising a non-collision area and a collision area, wherein the non-collision area adopts a back pack control stabilization reinforcement method to stabilize the retaining wall structure, and the collision area is equipped with an energy absorption component to mitigate the damage caused by vehicle collision, the energy absorption component comprises a lower tire, an upper tire, a coaxial rotation mechanism and a roller transmission device, the lower tire and the upper tire are connected by a coaxial rotation mechanism, the roller transmission device is arranged between the lower tire and the upper tire, and the coaxial rotation mechanism comprises a lower blade bevel gear, a middle blade bevel gear, an upper blade bevel gear and a main shaft. The present invention can not only effectively cope with large-scale and frequent impact loads, reduce the damage caused by collision between vehicles and ships, but also monitor the energy absorption work efficiency of the tire retaining wall structure in real time, and accurately assess its damage state, so as to ensure the continuous stability and safety of the structure.

Description

Technical Field

[0001] The invention relates to retaining wall anti-collision facilities and tests, in particular to a tire retaining wall for preventing vehicle and ship collisions and a damage assessment system thereof. Background Art

[0002] With the continuous development and improvement of the transportation network, while promoting economic development, transportation facilities such as roads, bridges and ports are also facing increasingly severe safety challenges. Traditional retaining wall structures often adopt a rigid design with poor toughness. When facing vehicle and ship collisions, due to the high peak value and short duration of the impact load, it often causes serious structural damage, resulting in huge casualties and property losses. This rigid design is powerless to resist sudden impacts and lacks sufficient buffering and energy absorption capacity. In order to improve this situation, tire retaining walls have emerged as a new type of flexible retaining wall structure. Its unique energy absorption effect makes it show significant advantages in high-risk areas such as complex road turns, bridge piers, and port berthing areas. The tire retaining wall can effectively reduce the damage caused by vehicle and ship collisions through its internal elastic and plastic deformation.

[0003] When facing multiple cycles of impact loads, the energy absorption of existing tire retaining walls will inevitably decay. What is more serious is that when the impact force exceeds the bearing capacity of the tire retaining wall, due to the lack of timely and effective assessment of its structural damage status, the tire retaining wall may be severely deformed or even unable to recover to its original state, which will not only cause the tire retaining wall to lose its energy absorption capacity, but also weaken its overall bearing capacity, thereby increasing the risk of local damage, collapse and even continuous collapse. Summary of the invention

[0004] Purpose of the invention: In order to overcome the deficiencies in the prior art, the purpose of the present invention is to provide a tire retaining wall structure and its damage assessment system that can effectively cope with large-scale and frequent impact loads, reduce the damage caused by vehicle and ship collisions, and thereby reduce economic and life and property losses, and can also monitor the energy absorption efficiency of the tire retaining wall structure in real time and accurately assess its damage status to ensure the continued stability and safety of the structure.

[0005] Technical solution: The tire retaining wall for preventing collisions between vehicles and ships of the present invention includes a non-collision area and an impact area. The non-collision area uses a back pack control stabilization reinforcement method to stabilize the retaining wall structure. The impact area is equipped with an energy absorption component to mitigate the damage caused by vehicle collision. By dividing the non-collision area and the impact area, the retaining wall structure is both stable and has energy absorption capacity. The energy absorption component includes a lower tire, an upper tire, a coaxial rotation mechanism and a roller transmission. The lower tire and the upper tire are connected by a coaxial rotation mechanism, and the roller transmission is arranged between the lower tire and the upper tire. By setting the coaxial rotation mechanism, the collision energy can be effectively consumed, reducing damage to the vehicle and the retaining wall. At the same time, the roller transmission facilitates the relative displacement and rotation between the tires, further enhancing the energy absorption performance of the energy absorption component.

[0006] Furthermore, the coaxial rotating mechanism comprises a lower blade bevel gear, a middle blade bevel gear, an upper blade bevel gear and a main rotating shaft, the lower blade bevel gear is meshed and connected with the upper blade bevel gear through the middle blade bevel gear, and the main rotating shaft runs through the axis of the lower blade bevel gear and the upper blade bevel gear. The top of the main rotating shaft is connected to the upper tire, and the bottom is connected to the lower tire.

[0007] The present invention also provides a damage assessment system for a tire retaining wall for preventing collisions between vehicles and ships, comprising an impact test data acquisition unit, an energy absorption effect assessment unit and a damage state assessment unit.

[0008] The impact test data acquisition unit collects and analyzes data during the vehicle impact with the tire retaining wall;

[0009] The energy absorption effect evaluation unit evaluates the energy absorption effect of the energy absorption component during the collision;

[0010] The damage state assessment unit assesses the damage state of the energy absorbing component after the impact.

[0011] Furthermore, the impact test data acquisition unit includes an image acquisition unit, an impact force test unit and a speed test unit. The image acquisition unit detects the collision position between the tire retaining wall and the vehicle through multiple cameras, and transmits the detection data to a remote computer terminal for analysis. The impact force test unit combines with the image acquisition unit to perform dynamic data acquisition through a force sensor. The speed test unit forms a speed counter through a photoelectric sensor installed on the vehicle to record the speed change of the vehicle after it hits the tire retaining wall.

[0012] Furthermore, the energy absorption effect of the energy absorption component is calculated by the kinetic energy formula to calculate the energy absorption and specific energy absorption of the tire retaining wall after impact, and the energy absorption capacity of the energy absorption component is evaluated. The concept of elastic modulus is introduced, and the energy absorption characteristics of the energy absorption structure are comprehensively analyzed by calculating the elastic modulus of the energy absorption component.

[0013] Furthermore, the evaluation steps of the energy absorption effect are as follows:

[0014] a. Calculate the energy absorbed by the tire wall after impact based on the kinetic energy formula :

[0015]

[0016] in, Indicates the speed of the vehicle before it hits the tire barrier. represents the speed of the vehicle after it hits the tire barrier, and m represents the mass of the vehicle;

[0017] b. Specific energy absorption : Define the energy absorbed by the tire retaining wall of the impact zone equipment energy absorption component Energy of the tire barrier without energy-absorbing components in the impact zone The ratio is called the specific energy absorption of the energy absorption component. The greater the specific energy absorption, the greater the energy absorption capacity of the energy absorption component of the tire retaining wall.

[0018] Specific energy absorption The calculation formula is:

[0019]

[0020] in, Indicates the energy absorbed by the tire retaining wall equipped with energy absorbing components. Represents the energy absorbed by the tire retaining wall without energy absorbing components;

[0021] c. Analogously to the elastic modulus of the spring, reversely define the elastic modulus K value of the energy absorption component and calculate the specific energy absorption modulus :

[0022]

[0023] in, represents the elastic modulus of the tire retaining wall equipped with energy absorbing components, Represents the elastic modulus of the tire retaining wall without energy absorption components.

[0024] After comprehensive analysis, it is concluded from the energy absorption characteristics of the energy absorption structure that to design an ideal energy absorption component, it is necessary to obtain a larger specific energy absorption Es and elastic modulus ratio. .

[0025] Furthermore, the damage state of the energy-absorbing component is evaluated by introducing the cross-sectional damage factor and the damage state threshold, taking into account the energy absorption and deformation displacement, and evaluating whether the energy-absorbing component in the impact area needs maintenance and replacement after repeated impacts.

[0026] Furthermore, the damage status assessment threshold comprises the following steps:

[0027] a. After the test, the damage factor threshold value p of the wall section at which the tire retaining wall has excellent energy absorption effect and can still return to its original state after the vehicle hits the tire retaining wall is calculated;

[0028] b. After the test, the damage factor threshold value q of the wall section where the energy absorption effect of the tire retaining wall impact area is poor and the wall is deformed and cannot return to its original state after the vehicle impacts the tire retaining wall is calculated;

[0029] c. When the cross-sectional damage factor When p and q are respectively, substitute the cross-sectional damage factor and impact energy , strain rate Mathematical Model , the strain rate-impact kinetic energy E damage state judgment threshold expression is obtained as follows:

[0030] .

[0031] Working principle: The non-impact area adopts the back-pack control and reinforcement technology to enhance the stability of the retaining wall structure to withstand the load caused by non-direct impact. The impact area is equipped with an energy absorption component, which consists of a lower tire, an upper tire, a coaxial rotating mechanism and a roller driver. When a vehicle or ship collides, the impact force is transmitted to the coaxial rotating mechanism through the lower tire, and the meshing action of the bevel gears is used to make the upper tire and the lower tire rotate relative to each other. At the same time, the roller driver rolls between the two to absorb and disperse the energy generated by the impact. The impact test data acquisition unit collects and analyzes data in real time during the vehicle impact with the tire retaining wall through the image acquisition unit, the impact force test unit and the speed test unit. The energy absorption effect evaluation unit calculates the energy absorption and specific energy absorption of the tire retaining wall after the impact based on the data collected by the impact test data acquisition unit using the kinetic energy formula, and evaluates the energy absorption ability of the energy absorption component. The damage status evaluation unit evaluates the damage status of the energy absorption component after the impact based on the above evaluation data.

[0032] Beneficial effects: Compared with the prior art, the present invention has the following significant features:

[0033] 1. The energy-absorbing components set in the impact area of ​​the tire retaining wall can utilize the rotation effect of the tire to effectively convert part of the impact force of the car into rotational kinetic energy, thereby reducing the direct impact force on the vehicle and the retaining wall. In addition, the rotatability of the rotating tire can guide the vehicle to change its movement trajectory after the impact, provide guidance for the out-of-control vehicle, and effectively prevent the occurrence of adverse situations such as overturning, riding and collision "stuck". The multi-level energy-absorbing structure design of this component shows a significant energy-absorbing effect during the vehicle collision process. Combined with the guidance and buffering functions, it significantly reduces the damage during the vehicle collision process and improves safety;

[0034] 2. The impact test data collection unit provides accurate and easy-to-use evaluation standards, making data extraction and calculation more convenient, significantly improving test efficiency and data accuracy. This unit not only fills the gap in the existing test and evaluation system in the field of anti-collision facilities, but also provides a unified evaluation platform for waste tire retaining wall anti-collision facilities of different sizes and structural arrangements, providing strong data support for the research and development and improvement of anti-collision facilities. It also has good economy and scalability, providing strong technical support for the research and development and application of road safety facilities.

[0035] 3. The energy absorption effect evaluation unit focuses on the plastic deformation characteristics of the retaining wall during the impact process. This characteristic is the effective absorption of collision energy by the retaining wall structure, which is of great significance to improving the passive safety performance of the vehicle. Through this unit, the energy absorption effect of the retaining wall during the collision process can be accurately evaluated, providing key technical support for vehicle safety design, helping to improve vehicle safety performance and reduce casualties in traffic accidents;

[0036] 4. The damage status assessment unit integrates multiple characteristic indicators to form an assessment system with clear standards, clear steps and strong operability, which provides a powerful tool for the performance evaluation of the energy-absorbing components in the collision zone of the tire retaining wall. The unit can accurately evaluate the performance changes of the energy-absorbing components after multiple collisions, and promptly discover the weakening or loss of performance, providing a scientific basis for the maintenance and replacement of anti-collision facilities, ensuring the long-term effectiveness and reliability of anti-collision facilities. Through the damage status assessment unit, it can also ensure that the energy-absorbing components of the tire retaining wall continue to play a role during the collision, effectively absorb the collision energy, protect the safety of the occupants, and further improve the safety of road use. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a schematic diagram of the structure of the present invention;

[0038] Figure 2 is a top view of the impact zone energy absorbing assembly of the present invention;

[0039] Figure 3 It is a schematic structural diagram of the energy absorbing component in the impact zone of the present invention;

[0040] Figure 4 It is a structural schematic diagram of the roller transmission device 4 of the present invention;

[0041] Figure 5 It is a structural schematic diagram of the coaxial rotating mechanism 3 of the present invention;

[0042] Figure 6 It is a flow chart of the impact test data acquisition unit of the present invention. DETAILED DESCRIPTION

[0043] like Figures 1 to 4The tire retaining wall for preventing vehicle and ship collisions includes a non-collision area and an impact area. The non-collision area adopts the return bag control and reinforcement method to stabilize the retaining wall structure. In order to ensure the overall stability of the retaining wall, the filler in the tire of the non-collision area is filled with soil, sand and gravel and other high-density fillers to increase the weight. The impact area is equipped with an energy-absorbing component to reduce the damage caused by vehicle collision. The tire is injected with foamed foam material (such as EVA, TPU material). After the foam material is plasticized and formed, the volume expands, so that the waste tire and the energy-absorbing component are firmly bonded into a whole.

[0044] The energy absorbing assembly includes a lower tire 1, an upper tire 2, a coaxial rotating mechanism 3 and a roller driver 4. The lower tire 1 is fixedly connected to the upper tire 2 through the coaxial rotating mechanism 3, and the roller driver 4 is arranged between the lower tire 1 and the upper tire 2. After the lower tire 1 is hit laterally by the vehicle, the coaxial rotating mechanism 3 causes the upper tire 2 to rotate.

[0045] like Figure 5 The coaxial rotating mechanism 3 includes a lower blade bevel gear 301, a middle blade bevel gear 302, an upper blade bevel gear 303 and a main rotating shaft 304. The lower blade bevel gear 301 is meshed and connected with the upper blade bevel gear 303 through the middle blade bevel gear 302. The main rotating shaft 304 runs through the middle part of the lower blade bevel gear 301 and the upper blade bevel gear 303. The top of the main rotating shaft 304 is fixedly connected to the upper tire 2, and the bottom is fixedly connected to the lower tire 1. The lower tire 1 drives the lower blade bevel gear 301 to rotate, and the lower blade bevel gear 301 transmits the rotational kinetic energy to the middle blade bevel gear 302. The middle blade bevel gear 302 further transmits the rotational kinetic energy to the upper blade bevel gear 303. The upper blade bevel gear 303 then transmits the reverse rotation to the upper tire 2 fixedly connected to the main rotating shaft 304 through the main rotating shaft 304. In order to ensure the smooth coaxial reversal between the tires, a roller driver 4 is added between the tires in the impact zone. This structure allows the tires at the energy absorbing assembly to have better relative displacement, thereby enhancing the energy absorbing performance of the energy absorbing assembly, and further allowing the upper and lower tires to produce coaxial reversal after being hit by a vehicle or ship to achieve better energy absorption effect.

[0046] Example 1

[0047] A family car with a vehicle mass of 2.0t was selected, and the thickness of the used tires was 20cm. The impact zone was set on the third to fourth layers and the fifth to sixth layers of the tire retaining wall, and the wall height of the impact zone was 60cm-120cm.

[0048]

[0049] Tire Max is 4, at this time , p=0.2 ;

[0050] δ takes the passenger car tire empirical coefficient of 1.0, when the maximum deformation of the tire ,at this time =2, =1.5, q=0.33 The deformation of waste tires was evaluated by compression test and the established finite element model. The maximum deformation of waste tires is .

[0051] The damage factor threshold p of the wall section with excellent energy absorption effect and still able to return to its original state is 0.2 ;

[0052] The damage factor threshold q of the wall section with poor energy absorption, deformation and inability to return to its original shape is 0.33 ;

[0053] The vehicle speed is 40km / h. , calculated 0.17 ;

[0054] The energy absorption device is in excellent condition;

[0055] The vehicle speed is 60km / h. , calculated 0.25 ;

[0056] The energy absorber is in good condition and needs to be closely monitored.

[0057] like Figure 6 A damage assessment system for a tire retaining wall for preventing collisions between vehicles and ships comprises an impact test data acquisition unit, an energy absorption effect assessment unit and a damage state assessment unit.

[0058] The impact test data acquisition unit collects and analyzes data during the vehicle impact with the tire retaining wall;

[0059] The energy absorption effect evaluation unit evaluates the energy absorption effect of the energy absorption component during the collision;

[0060] The damage state assessment unit assesses the damage state of the energy absorbing component after the impact.

[0061] The impact test data acquisition unit is composed of an image acquisition unit, an impact force test unit and a speed test unit working together. By installing multiple high-definition cameras to provide all-round coverage of the collision point between the tire retaining wall and the vehicle, the image acquisition unit can collect detailed data of the tire retaining wall, the vehicle and its surrounding environment in real time. The data captured by the camera will be instantly transmitted to the remote computer terminal, and the image data will be automatically processed and analyzed by the efficient terminal software. Subsequently, using advanced three-dimensional reconstruction technology, based on these test data, the terminal software can accurately generate a 3D simulation model of the vehicle impacting the tire retaining wall. This 3D model not only provides an intuitive and accurate basis for evaluating the energy absorption efficiency and damage degree of the retaining wall, but also significantly reduces unnecessary repeated tests, thereby effectively reducing the testing cost.

[0062] The impact force test unit divides the tire retaining wall into a non-impact area and an impact area to improve structural stability. In the impact area, two tires are arranged as a unit. Each unit is equipped with an energy-absorbing component to reduce damage during vehicle collision. Combined with the image acquisition unit, a high-precision force sensor is installed in each impact unit to collect dynamic data during the impact process in real time. The impact force data will be analyzed synchronously with the image data to provide accurate data support for the energy absorption efficiency evaluation.

[0063] The speed test unit forms an accurate speed measurement system by installing photoelectric sensors on the test vehicle. The photoelectric sensors will record the speed changes of the vehicle before and after it hits the tire retaining wall in real time, generate a speed change curve, combine images and impact force data, and comprehensively analyze the impact of vehicle speed changes on energy absorption efficiency, providing comprehensive data support for performance evaluation.

[0064] The energy absorption effect of the energy absorption component is calculated by the kinetic energy formula to calculate the energy absorption and specific energy absorption of the tire retaining wall after impact, and the energy absorption capacity of the energy absorption component is evaluated. The concept of elastic modulus is introduced, and the energy absorption characteristics of the energy absorption structure are comprehensively analyzed by calculating the elastic modulus of the energy absorption component. The evaluation steps of the energy absorption effect are as follows:

[0065] a. Calculate the energy absorbed by the tire wall after impact based on the kinetic energy formula :

[0066]

[0067] in, Indicates the speed of the vehicle before it hits the tire barrier. It is the speed of the vehicle after it hits the tire barrier, and m is the mass of the vehicle.

[0068] b. Specific energy absorption : Define the energy absorbed by the tire retaining wall of the impact zone equipment energy absorption component Energy of the tire barrier without energy-absorbing components in the impact zone The ratio is called the specific energy absorption of the energy absorption component. The greater the specific energy absorption, the greater the energy absorption capacity of the energy absorption component of the tire retaining wall.

[0069] Calculated by the kinetic energy formula :

[0070]

[0071] in, Indicates the energy absorbed by the tire retaining wall equipped with energy absorbing components. Represents the energy absorbed by a tire barrier without energy-absorbing components.

[0072] c. Analogous to the elastic modulus of a spring, E represents the absorbed energy, k represents the elastic coefficient, Indicates the deformation displacement of the retaining wall after the tire hits the retaining wall;

[0073]

[0074] Reverse definition of the elastic modulus K value of the energy absorbing component:

[0075]

[0076]

[0077] in, represents the elastic modulus of the tire retaining wall equipped with energy absorbing components, Represents the elastic modulus of the tire retaining wall without energy absorption components.

[0078] Specific energy absorption :

[0079] .

[0080] After comprehensive analysis, it is concluded from the energy absorption characteristics of the energy absorption structure that to design an ideal energy absorption component, it is necessary to obtain a larger specific energy absorption Es and elastic modulus ratio. .

[0081] The damage state of the energy-absorbing component is evaluated by introducing the cross-sectional damage factor and damage state threshold, comprehensively considering the energy absorption and deformation displacement, and assessing whether the energy-absorbing component in the impact area needs maintenance and replacement after repeated impacts. The evaluation steps of the damage state assessment are as follows:

[0082] Introduction Section damage factor and damage state threshold;

[0083] Energy absorption with tire retaining wall , deformation displacement , establish the cross-sectional damage factor and impact energy , deformation displacement The mathematical model expression is as follows:

[0084]

[0085] is the deformation displacement of the tire, is the empirical coefficient, and the values ​​for passenger car tires, bus tires, and truck tires are 1.0, 1.1, and 1.2 respectively. is the specific energy absorption and specific energy absorption modulus .

[0086] The damage status assessment threshold, the steps are as follows:

[0087] a. After the test, the damage factor threshold value p of the wall section at which the tire retaining wall has excellent energy absorption effect and can still return to its original state after the vehicle hits the tire retaining wall is calculated;

[0088] b. After the test, the damage factor threshold value q of the wall section where the energy absorption effect of the tire retaining wall impact area is poor and the wall is deformed and cannot return to its original state after the vehicle impacts the tire retaining wall is calculated;

[0089] c. When the cross-sectional damage factor When p and q are respectively, substitute the cross-sectional damage factor The mathematical model between the impact kinetic energy E and the strain rate is used to obtain the strain rate-impact kinetic energy E damage state judgment threshold expression as follows:

[0090] .

Claims

1. A tire retaining wall for preventing collisions between vehicles and ships, characterized in that: The invention comprises a non-impact area and an impact area, wherein the retaining wall structure is stabilized by a back pack control and reinforcement method, and the impact area is equipped with an energy absorbing component to mitigate damage caused by a vehicle impact; the energy absorbing component comprises a lower tire (1), an upper tire (2), a coaxial rotating mechanism (3) and a roller transmission (4), wherein the lower tire (1) and the upper tire (2) are connected via the coaxial rotating mechanism (3), and the roller transmission (4) is arranged between the lower tire (1) and the upper tire (2); The coaxial rotating mechanism (3) comprises a lower blade bevel gear (301), a middle blade bevel gear (302), an upper blade bevel gear (303) and a main rotating shaft (304); the lower blade bevel gear (301) is meshedly connected with the upper blade bevel gear (303) via the middle blade bevel gear (302); and the main rotating shaft (304) passes through the axis of the lower blade bevel gear (301) and the upper blade bevel gear (303); The top of the main rotating shaft (304) is connected to the upper tire (2), and the bottom is connected to the lower tire (1).

2. A damage assessment system for a tire retaining wall for preventing vehicle and vessel collisions as claimed in claim 1, characterized in that: It includes impact test data acquisition unit, energy absorption effect evaluation unit and damage status evaluation unit. The impact test data acquisition unit collects and analyzes data during the vehicle impact with the tire retaining wall; The energy absorption effect evaluation unit evaluates the energy absorption effect of the energy absorption component during the collision; The damage state assessment unit assesses the damage state of the energy absorbing component after the impact; The energy absorption effect of the energy absorption component is calculated by using the kinetic energy formula to calculate the energy absorption and specific energy absorption of the tire retaining wall after impact, and to evaluate the energy absorption capacity of the energy absorption component; The steps for evaluating the energy absorption effect are as follows: a. Calculate the energy absorbed by the tire retaining wall after impact based on the kinetic energy formula : in, Indicates the speed of the vehicle before it hits the tire retaining wall. represents the speed of the vehicle after it hits the tire retaining wall, and m represents the mass of the vehicle; b. Specific energy absorption The calculation formula is: in, Indicates the energy absorbed by the tire retaining wall equipped with energy absorbing components. It represents the energy absorbed by the tire retaining wall without energy absorbing components; c. Analogously to the elastic modulus of the spring, reversely define the elastic modulus K value of the energy absorption component and calculate the specific energy absorption modulus : in, represents the elastic modulus of the tire retaining wall equipped with energy-absorbing components, It represents the elastic modulus of the tire retaining wall without energy absorption components; The damage state of the energy-absorbing component is evaluated by introducing the cross-sectional damage factor and the damage state assessment threshold, taking into account the energy absorption and deformation displacement, and assessing whether the energy-absorbing component in the impact area needs maintenance and replacement after repeated impacts. The injury status assessment includes the following steps: a. After the test, the damage factor threshold p of the wall section where the tire retaining wall has excellent energy absorption effect and can still return to its original state after the vehicle impact is calculated; b. After the test, the damage factor threshold q of the wall section where the tire retaining wall has poor energy absorption effect and deforms and cannot return to its original shape is calculated; c. Section damage factor The calculation formula is: is the deformation displacement of the tire, is the empirical coefficient, and the values ​​for passenger car tires, bus tires, and truck tires are 1.0, 1.1, and 1.2 respectively. is the specific energy absorption, is the specific energy absorption modulus, and the specific energy absorption-specific energy absorption modulus damage state assessment threshold expression is as follows: 。 3. The damage assessment system for tire retaining walls against vehicle and vessel collisions according to claim 2 is characterized in that: The impact test data acquisition unit includes an image acquisition unit, an impact force test unit and a speed test unit.

4. The damage assessment system for tire retaining walls against vehicle and vessel collisions according to claim 3 is characterized in that: The image acquisition unit detects the collision position between the tire retaining wall and the vehicle through multiple cameras, and transmits the detection data to a remote computer terminal for analysis. The impact force testing unit combines with the image acquisition unit to perform dynamic data acquisition through a force sensor. The speed testing unit forms a speed counter through a photoelectric sensor installed on the vehicle to record the speed change of the vehicle after it hits the tire retaining wall.

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