Road drainage ditch construction anti-collision wall and anti-collision method

Abstract

The invention provides an anti-collision wall for road drainage ditch construction. The anti-collision wall comprises a wall frame assembly, a wall body assembly and a speed reduction assembly. The wall frame assembly comprises symmetrical I-shaped plates, and the symmetrical I-shaped plates are fixedly connected with guide grooves correspondingly. The wall body assembly comprises an anti-collision wall body, the anti-collision wall body is connected with symmetrical track rods, and the symmetrical track rods are embedded in the corresponding guide grooves respectively; the speed reduction assembly comprises a U-shaped groove plate. The invention relates to the technical field of anti-collision walls, in particular to a road drainage ditch construction anti-collision wall and an anti-collision method. Aiming at the defects in the prior art, the road drainage ditch construction anti-collision wall and the anti-collision method are developed, kinetic energy generated when a vehicle collides with the anti-collision wall body is conveniently converted into elastic potential energy of a spring, damage to the vehicle is reduced, a speed brake inclines forwards, wheels collide with the speed brake, the speed brake is reset, and the wheels are used for extruding wheel plates; kinetic energy is counteracted by means of the gravity of the vehicle, and vehicle collision prevention is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of anti-collision walls, and in particular to an anti-collision wall and an anti-collision method for road drainage ditch construction. Background Art

[0002] Road drainage ditch is an important part of highway drainage system. Its main function is to guide the water flowing on the road surface, shoulder and slope, as well as the water in the low-lying areas near the roadbed to the outside of the roadbed, to ensure smooth drainage of the road and protect the road surface and roadbed from water damage. It is an important task of road ancillary projects. In order to ensure construction safety, crash barriers are required.

[0003] Prior art, for example, a utility model of a crash barrier for highway construction, with the authorization announcement number CN221877895U. When the baffle is impacted and moves toward the crash barrier body, the second spring rod and the third spring rod are compressed by force, thereby buffering and shock absorbing the baffle, and then the third connecting rod drives the two first connecting rods to move toward each other, so that the tooth plates on the first connecting rods move up, and then the rotating shaft and the railings thereon are driven to rotate through the gears, and the rotation of the railings provides additional protection for the impacting vehicle, thereby enhancing the buffering effect after the vehicle impact, and preventing the vehicle from deviating from the road and causing more serious damage.

[0004] At present, there is still a lack of a crash barrier that can easily convert the kinetic energy of a vehicle hitting the crash barrier into the elastic potential energy of the spring, reduce damage to the vehicle, make the speed brake tilt forward, and the wheels hit the speed brake to reset it. The wheels are used to squeeze the wheel plate, and the vehicle's own gravity is relied upon to offset the kinetic energy to achieve vehicle crash prevention.

[0005] Therefore, in view of the above problems, a road drainage ditch construction anti-collision wall and an anti-collision method are proposed to solve the above problems. Summary of the invention

[0006] In view of the deficiencies in the prior art, the present invention develops a crash barrier and a crash prevention method for road drainage ditch construction. The invention conveniently realizes converting the kinetic energy of a vehicle hitting the crash barrier into the elastic potential energy of a spring, thereby reducing damage to the vehicle, causing the speed brake to tilt forward, and the wheels to hit the speed brake to reset it, and the wheels are used to squeeze the wheel plate, relying on the vehicle's own gravity to offset the kinetic energy and achieve vehicle crash prevention.

[0007] The technical solution to the technical problem solved by the present invention is as follows: The present invention provides a road drainage ditch construction crash barrier, comprising: a wall frame assembly, a wall assembly and a deceleration assembly; the wall frame assembly comprises symmetrical I-shaped plates, and the symmetrical I-shaped plates are respectively fixedly connected to guide grooves; the wall assembly comprises a crash barrier, and the crash barrier is connected to symmetrical track rods, and the symmetrical track rods are respectively nested in the corresponding guide grooves; the deceleration assembly comprises a U-groove plate, and the symmetrical track rods are respectively nested in the U-groove plate, and the U-groove plate is connected to a ramp. The I-shaped plate is fixed in a preset position by using expansion bolts and the like. By using a ramp, the front wheel is lifted, and the front of the vehicle is tilted to hit the crash barrier, so that the vehicle is decelerated and stopped.

[0008] As an optimization, it also includes a linkage component, which includes a U-frame, the U-frame is connected to a symmetrical U-shaped shaft, the symmetrical U-shaped shafts are respectively rotatably connected to symmetrical swing arms, the symmetrical I-shaped plates are respectively connected to symmetrical hanging plates, each of the hanging plates is respectively rotatably connected to a rotating shaft, each of the rotating shafts is respectively rotatably connected to the bending part of the V-shaped rod, each of the swing arms is respectively rotatably connected to the corresponding V-shaped rod, each of the V-shaped rods is respectively nested in a U-groove, each of the U-groove is respectively connected to a mounting shaft, the two front mounting shafts are respectively rotatably connected to the U-groove plates, and the two rear mounting shafts are respectively rotatably connected to the corresponding track rods. By adopting the linkage component, the wall component and the deceleration component can be reversely moved, so that when the front of the vehicle hits the anti-collision wall, the ramp contacts the vehicle chassis to achieve deceleration.

[0009] As an optimization, it also includes a speed reducer assembly, which includes a group of speed reducers, each of which is connected to a long shaft, and the U-slot plate is provided with an installation long groove corresponding to each of the speed reducers, each of the long shafts is connected to the U-slot plate by a bearing, each of the long shafts is connected to a power gear, the U-slot plate is connected to a mounting bar, and the mounting bar is connected to the central axis of a group of driving gears by a bearing, the front end of a track rod is connected to a rack, the driving gear matches the rack, the central axis of each driving gear is connected to a transmission gear, each transmission gear meshes with the corresponding power gear, and the eccentric part of each transmission gear is rotatably connected to a front round rod, the mounting bar is connected to a group of rear round rods by a bearing, each of the front round rods is connected to one end of a strong transverse spring, and each of the rear round rods is connected to the other end of the corresponding strong transverse spring. The system composed of the strong transverse spring, the front round rod and the rear round rod includes two natural state positions. The strong transverse spring is in the upper side position and maintains the natural state, so that the speed brake is flush with the U-groove plate. When the vehicle hits the anti-collision wall, the rack moves backward following the track rod, so that the speed brake swings up. When the rack is disengaged from the driving gear, the strong transverse spring swings from the upper natural state to the lower natural state, so that the speed brake tilts toward the front. After colliding with the tire, the speed brake is forced to swing in the opposite direction, so that the strong transverse spring moves in the opposite direction, and the speed brake is horizontal. Deceleration is achieved by overcoming the elastic force of the strong transverse spring. If the front wheel of the vehicle hits the swinging speed brake, it causes the rack to move in the opposite direction, and then the anti-collision wall hits the front of the vehicle in the opposite direction, which has a good deceleration effect. When the vehicle continues to move forward, the anti-collision wall will move backward again, and the speed brake will swing up again. When the front of the vehicle is damaged and shortened or the anti-collision wall is deformed, it will be separated from the speed brake.

[0010] As an optimization, it also includes a front wheel contact assembly, the front wheel contact assembly includes a wheel plate, the front end of the wheel plate is arc-shaped, the U-groove plate is provided with a wide groove corresponding to the wheel plate, the wheel plate is connected to a group of lower guide rods, the ramp is connected to the lower mounting plate, the lower mounting plate is connected to a group of lower guide tubes, each of the lower guide tubes is respectively connected to a strong lower spring, each of the lower guide rods is respectively arranged in the corresponding lower guide tube, each of the lower guide rods is respectively connected to the corresponding strong lower spring, one of the lower guide rods is connected to the lower T-axis, one of the lower guide tubes is provided with a vertical track corresponding to the lower T-axis, the anti-collision wall is connected to the upper T-axis, the upper T-axis is rotatably connected to the upper end of the symmetrical lower connecting rod, and the lower T-axis is rotatably connected to the lower end of the symmetrical lower connecting rod. When the vehicle hits the anti-collision wall, the wheel plate moves upward, and after the front wheel contacts the wheel plate, under the vehicle's own gravity, the wheel plate is driven to move downward, prompting the anti-collision wall to hit the front of the vehicle in the opposite direction, which has a good deceleration effect, and when the front wheel presses down the wheel plate to contact the wide groove, the wide groove clamps the front wheel and also has a deceleration effect.

[0011] As an optimization, the two V-shaped rods on the front side are respectively connected to the forearms, and the symmetrical forearms are respectively connected to the front push rods. The V-shaped rod drives the forearms to swing, and the forearms drive the front push rods to swing. When they contact the chassis, they push the chassis to swing upward, so that the rear wheels are suspended off the ground, which plays a deceleration role, and uses the kinetic energy of the vehicle to overcome its own gravity, so the deceleration effect is more effective.

[0012] As an optimization, the U-frame is connected to a group of guide vertical rods, each of which is arranged in a guide cylinder, each of which is connected to a strong vertical spring, each of which is connected to a corresponding guide vertical rod, each of which is connected to a cross plate, and the two ends of the cross plate are connected to a corresponding I-shaped plate. By using a strong vertical spring, when the front of the vehicle tilts up and hits the anti-collision wall, the strong vertical spring is stretched to offset the kinetic energy of the vehicle.

[0013] As an optimization, the front end of the track rod is connected to a shear pin corresponding to the guide groove. When the speed of the vehicle is too fast, the shear pin is sheared and broken, which also plays a role in offsetting the kinetic energy of the vehicle.

[0014] A collision prevention method for constructing a collision prevention wall in a road drainage ditch, comprising the following steps: S1: The vehicle rushes onto the ramp, the front of the vehicle hits the anti-collision wall, the anti-collision wall moves backward, the guide vertical rod moves along the guide cylinder, and the strong vertical spring is stretched; S2: The track rod drives the rack to move, and the rack is disengaged from the power gear, so that the speed brake tilts toward the front side. After colliding with the tire, the speed brake is forced to swing in the opposite direction, so that the strong transverse spring moves in the opposite direction, and the speed brake is leveled; S3: The lower T-axis drives the lower guide rod to move along the lower guide tube, stretching the strong lower spring to make the wheel plate move upward. After the front wheel contacts the wheel plate, the wheel plate is driven downward by the vehicle's own gravity, causing the lower connecting rod to swing in the opposite direction, driving the anti-collision wall to move in the opposite direction. S4: When the front wheel presses down the wheel plate to contact the wide groove, the wide groove clamps the front wheel and also plays a deceleration role.

[0015] The effects provided in the content of the invention are only the effects of the embodiments, rather than all the effects of the invention. The above technical solution has the following advantages or beneficial effects: 1. This device uses multiple sets of strong springs. When a vehicle hits the anti-collision wall, the strong springs are deformed to offset the kinetic energy of the vehicle. The anti-collision wall and the ramp move in the opposite direction, so that the anti-collision wall remains in contact with the front of the vehicle, and the ramp contacts the vehicle chassis to achieve deceleration. Then, the front push rod is coordinated with the front push rod. When the front push rod swings and contacts the chassis, it pushes the chassis to swing upward, so that the rear wheels are suspended off the ground, which plays a deceleration role. The kinetic energy of the vehicle is used to overcome its own gravity, and the deceleration effect is more effective.

[0016] 2. The strong transverse spring of the device includes two natural states, upper and lower, so that the strong transverse spring swings from the upper natural state to the lower natural state, so that the speed brake changes from a horizontal position to an inclination toward the front side. After colliding with the tire, the speed brake is forced to swing in the opposite direction, so that the strong transverse spring moves in the opposite direction, so that the speed brake is horizontal, and deceleration is achieved by overcoming the elastic force of the strong transverse spring. If the front wheel of the vehicle hits the swinging speed brake, it causes the rack to move in the opposite direction, and then the anti-collision wall hits the front of the vehicle in the opposite direction, which has a good deceleration effect. When the vehicle continues to move forward, the anti-collision wall will move backward again, and the speed brake will swing up again. When the front of the vehicle is damaged and shortened or the anti-collision wall is deformed, it will be separated from the speed brake. After the front wheel contacts the wheel plate, under the vehicle's own gravity, it drives the wheel plate to move downward, causing the anti-collision wall to hit the front of the vehicle in the opposite direction. The front of the vehicle continues to move forward, so that the wheel plate plays a role similar to when the front wheel of the vehicle hits the swinging speed brake, which has a good deceleration effect. When the front wheel presses down the wheel plate to contact the wide groove, the wide groove clamps the front wheel and also plays a deceleration role. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention.

[0018] Figure 1 The three-dimensional structure of the present invention is shown in FIG. Figure 1 .

[0019] Figure 2 The three-dimensional structure of the present invention is shown in FIG. Figure 2 .

[0020] Figure 3 It is a schematic diagram of a partial three-dimensional structure of a wall frame assembly of the present invention.

[0021] Figure 4 It is a schematic diagram of the partial three-dimensional structure of the wall frame assembly and the linkage assembly of the present invention.

[0022] Figure 5 It is a schematic diagram of the partial three-dimensional structure of the linkage assembly of the present invention.

[0023] Figure 6 It is a schematic diagram of the local three-dimensional structure of the present invention Figure 1 .

[0024] Figure 7 It is a schematic diagram of the partial three-dimensional structure of the deceleration assembly and the deceleration plate assembly of the present invention.

[0025] Figure 8 The schematic diagram of the local three-dimensional structure of the speed brake assembly of the present invention is shown in FIG. Figure 1 .

[0026] Fig. 9 The schematic diagram of the local three-dimensional structure of the speed reducer assembly of the present invention is shown in FIG. Figure 2 .

[0027] Fig.10 The three-dimensional structure of the present invention is shown in FIG. Figure 3 .

[0028] Fig.11 It is a schematic diagram of the partial three-dimensional structure of the front wheel contact assembly of the present invention.

[0029] Fig.12 It is a schematic diagram of the three-dimensional structure of the deceleration assembly of the present invention.

[0030] Fig.13 It is a schematic diagram of the local three-dimensional structure of the present invention Figure 2 .

[0031] In the figure: 1. Wall frame assembly, 11. Horizontal plate, 12. Guide cylinder, 13. I-shaped plate, 14. Hanging plate, 15. Strong vertical spring, 16. Guide groove; 2. Wall assembly, 21. Anti-collision wall, 22. Track rod, 23. Rack, 24. Upper T-axis; 3. linkage assembly, 31. U frame, 32. guide vertical rod, 33. U-shaped shaft, 34. swing arm, 35. rotating shaft, 36. V-shaped rod, 37. U groove, 38. mounting shaft, 39. forearm, 310. front push rod; 4. deceleration assembly, 41. U-groove plate, 42. ramp, 43. long mounting groove, 44. mounting strip, 45. wide groove, 46. lower guide tube, 47. lower mounting plate, 48. strong lower spring, 49. vertical track; 5. deceleration plate assembly, 51. long shaft, 52. deceleration plate, 53. driving gear, 54. power gear, 55. transmission gear, 56. front round rod, 57. strong transverse spring, 58. rear round rod; 6. front wheel contact assembly, 61. wheel plate, 62. lower guide rod, 63. lower T-axis, 64. lower connecting rod. DETAILED DESCRIPTION

[0032] In order to clearly illustrate the technical features of the present solution, the present invention is described in detail below through specific implementation methods and in combination with the accompanying drawings. The disclosure below provides many different embodiments or examples for realizing different structures of the present invention. In order to simplify the disclosure of the present invention, the components and settings of specific examples are described below. In addition, the present invention may repeat reference numbers and / or letters in different examples. This repetition is for the purpose of simplification and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. It should be noted that the components illustrated in the accompanying drawings are not necessarily drawn to scale. The present invention omits the description of known components and processing technologies and processes to avoid unnecessary limitations on the present invention. The orientation or position relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first", "second", and "third" are used only for descriptive purposes and cannot be understood as indicating or implying relative importance. In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0033] like Figures 1 to 13 As shown, embodiment 1: a road drainage ditch construction crash barrier, comprising: a wall frame assembly 1, a wall assembly 2 and a deceleration assembly 4; the wall frame assembly 1 comprises a symmetrical I-shaped plate 13, and the symmetrical I-shaped plates 13 are respectively fixedly connected to the guide grooves 16; the wall assembly 2 comprises a crash barrier 21, and the crash barrier 21 is connected to symmetrical track rods 22, and the symmetrical track rods 22 are respectively nested in the corresponding guide grooves 16; the deceleration assembly 4 comprises a U-groove plate 41, and the symmetrical track rods 22 are respectively nested in the U-groove plate 41, and the U-groove plate 41 is connected to a ramp 42. The I-shaped plate 13 is fixed in a preset position by using expansion bolts and the like. By using the ramp 42, the front wheel is lifted, and the front of the vehicle is tilted to hit the crash barrier 21, so that the vehicle is decelerated and stopped.

[0034] It also includes a linkage assembly 3, which includes a U frame 31, the U frame 31 is connected to a symmetrical U-shaped shaft 33, the symmetrical U-shaped shaft 33 is respectively rotatably connected to a symmetrical swing arm 34, the symmetrical I-shaped plate 13 is respectively connected to a symmetrical hanging plate 14, each hanging plate 14 is respectively rotatably connected to a rotating shaft 35, each rotating shaft 35 is respectively rotatably connected to the bending part of a V-shaped rod 36, each swing arm 34 is respectively rotatably connected to a corresponding V-shaped rod 36, each V-shaped rod 36 is respectively nested in a U groove 37, each U groove 37 is respectively connected to a mounting shaft 38, the two mounting shafts 38 on the front side are respectively rotatably connected to the U groove plate 41, and the two mounting shafts 38 on the rear side are respectively rotatably connected to the corresponding track rod 22. By adopting the linkage assembly 3, the wall assembly 2 and the deceleration assembly 4 are respectively rotatably connected to the reverse movement, so that when the front of the vehicle hits the anti-collision wall 21, the ramp 42 contacts the vehicle chassis to achieve deceleration.

[0035] The U frame 31 is connected to a group of guide vertical rods 32, each of which is disposed in a guide cylinder 12, each of which is connected to a strong vertical spring 15, each of which is connected to a corresponding guide vertical rod 32, each of which is connected to a cross plate 11, and both ends of the cross plate 11 are connected to a corresponding I-shaped plate 13. By using the strong vertical spring 15, when the front of the vehicle tilts up and hits the anti-collision wall 21, the strong vertical spring 15 is stretched to offset the kinetic energy of the vehicle.

[0036] The front end of the track rod 22 is connected to a shear pin corresponding to the guide groove 16. When the speed of the vehicle is too fast, the shear pin is sheared and broken, which also plays a role in offsetting the kinetic energy of the vehicle.

[0037] The workflow of this embodiment is: The vehicle rushes onto the ramp 42, and the front of the vehicle hits the anti-collision wall 21. The anti-collision wall 21 drives the track rod 22 to move along the U-groove plate 41 and the guide groove 16. The track rod 22 drives the rear mounting shaft 38 to move backward. The rear mounting shaft 38 drives the rear U-groove 37 to swing and moves along the rear V-shaped rod 36. The rear U-groove 37 drives the rear V-shaped rod 36 to swing. The rear V-shaped rod 36 drives the rear swing arm 34 to swing. The rear swing arm 34 drives the U-shaped shaft 33 to move. The U-shaped shaft 33 drives The front swing arm 34 is driven to swing, and the front swing arm 34 drives the front V-shaped rod 36 to swing and swing along the front U-groove 37 at the same time, the V-shaped rod 36 drives the rotating shaft 35 to rotate, the front V-shaped rod 36 drives the front U-groove 37 to swing, the front U-groove 37 drives the front mounting shaft 38 to move, the front mounting shaft 38 drives the U-groove plate 41 and the inclined platform 42 to move, the U-shaped shaft 33 drives the U frame 31 to move, the U frame 31 drives the guide vertical rod 32 to move along the guide cylinder 12, stretching the strong vertical spring 15.

[0038] Embodiment 2: This embodiment is further elaborated on the basis of embodiment 1, and further includes a deceleration plate assembly 5, wherein the deceleration plate assembly 5 includes a group of deceleration plates 52, each of which is respectively connected to a long shaft 51, and the U-groove plate 41 is respectively provided with a mounting long groove 43 corresponding to each of the deceleration plates 52, each of which is respectively connected to the U-groove plate 41 by a bearing, and each of which is respectively connected to a power gear 54, and the U-groove plate 41 is connected to a mounting bar 44, and the mounting bar 44 is respectively connected to a central axis of a group of driving gears 53 by a bearing, and a The front end of the track rod 22 is connected to the rack 23, and the driving gear 53 matches the rack 23. The central axis of each driving gear 53 is respectively connected to the transmission gear 55, and each transmission gear 55 meshes with the corresponding power gear 54. The eccentric part of each transmission gear 55 is respectively rotatably connected to the front round rod 56. The mounting bar 44 is bearing-connected to a group of rear round rods 58. Each front round rod 56 is respectively connected to one end of a strong transverse spring 57, and each rear round rod 58 is respectively connected to the other end of the corresponding strong transverse spring 57. The system composed of the strong transverse spring 57, the front round rod 56 and the rear round rod 58 includes two natural state positions. The strong transverse spring 57 is in the upper side position, maintaining the natural state, so that the speed reducer 52 is flush with the U-groove plate 41. When the vehicle hits the anti-collision wall 21, the rack 23 moves backward following the track rod 22, so that the speed reducer 52 swings and rises. When the rack 23 is disengaged from the driving gear 53, the strong transverse spring 57 swings from the upper natural state to the lower natural state, so that the speed reducer 52 tilts toward the front side. After colliding with the tire, the speed reducer 52 is prompted to swing in the opposite direction, so that the strong transverse spring 57 moves in the opposite direction, and the speed reducer 52 is horizontal. The elastic force of the strong transverse spring 57 is overcome to achieve deceleration. If the front wheel of the vehicle hits the swinging speed bump 52, the rack 23 will move in the opposite direction, and the anti-collision wall 21 will hit the front of the vehicle in the opposite direction, which will have a good deceleration effect. When the vehicle continues to move forward, the anti-collision wall 21 will move backward again, and the speed bump 52 will swing up again. When the front of the vehicle is damaged and shortened or the anti-collision wall 21 is deformed, it will detach from the speed bump 52.

[0039] The workflow of this embodiment is: In the initial state, the strong transverse spring 57 is in the upper side position, maintaining a natural state, so that the deceleration plate 52 is flush with the U-groove plate 41.

[0040] The front of the vehicle hits the anti-collision wall 21, the track rod 22 drives the rack 23 to move, the rack 23 contacts the power gear 54, drives the power gear 54 to rotate, the power gear 54 drives the transmission gear 55 to rotate, the transmission gear 55 drives the power gear 54 to rotate, the power gear 54 drives the long shaft 51 to rotate, the long shaft 51 drives the speed reducer 52 to swing, the transmission gear 55 drives the front round rod 56 to swing, the front round rod 56 drives the strong transverse spring 57 to swing, the strong transverse spring 57 drives the rear round rod 58 to rotate, so that the strong transverse spring 57 swings from the upper natural state to the lower natural state, the rack 23 disengages from the power gear 54, so that the speed reducer 52 tilts toward the front side, and after colliding with the tire, the speed reducer 52 is prompted to swing in the opposite direction, so that the strong transverse spring 57 moves in the opposite direction, so that the speed reducer 52 is horizontal.

[0041] When the front wheel of the vehicle hits the swinging speed brake 52, the rack 23 is prompted to move in the reverse direction, thereby enabling the anti-collision wall 21 to hit the front of the vehicle in the reverse direction, achieving a good deceleration effect.

[0042] Embodiment 3: This embodiment is further elaborated on the basis of embodiment 1 or 2, and also includes a front wheel contact component 6, the front wheel contact component 6 includes a wheel plate 61, the front end of the wheel plate 61 is arc-shaped, the U-groove plate 41 is provided with a wide groove 45 corresponding to the wheel plate 61, the wheel plate 61 is connected to a group of lower guide rods 62, the inclined platform 42 is connected to the lower mounting plate 47, the lower mounting plate 47 is connected to a group of lower guide tubes 46, each of the lower guide tubes 46 is respectively connected to a strong lower spring 48, each of the lower guide rods 62 is respectively arranged in the corresponding lower guide tubes 46, each of the lower guide rods 62 is respectively connected to the corresponding strong lower spring 48, one of the lower guide rods 62 is connected to the lower T-axis 63, and one of the lower guide tubes 46 is provided with a vertical track 49 corresponding to the lower T-axis 63, the anti-collision wall 21 is connected to the upper T-axis 24, the upper T-axis 24 is rotatably connected to the upper end of the symmetrical lower connecting rod 64, and the lower T-axis 63 is rotatably connected to the lower end of the symmetrical lower connecting rod 64. When the vehicle hits the anti-collision wall 21, the wheel plate 61 moves upward. After the front wheel contacts the wheel plate 61, the vehicle's own gravity drives the wheel plate 61 to move downward, causing the anti-collision wall 21 to hit the front of the vehicle in the opposite direction, achieving a good deceleration effect. When the front wheel presses down the wheel plate 61 to contact the wide groove 45, the wide groove 45 clamps the front wheel and also achieves a deceleration effect.

[0043] The workflow of this embodiment is: When the vehicle hits the crash wall 21, the upper T-axis 24 drives the lower connecting rod 64 to swing, and the lower connecting rod 64 drives the lower T-axis 63 to move along the vertical track 49, and the lower T-axis 63 drives the lower guide rod 62 to move along the lower guide tube 46, stretching the strong lower spring 48 to make the wheel plate 61 move upward, and after the front wheel contacts the wheel plate 61, under the vehicle's own gravity, it drives the wheel plate 61 to move downward, causing the lower connecting rod 64 to swing in the opposite direction, driving the crash wall 21 to move in the opposite direction, and when the front wheel presses down the wheel plate 61 to contact the wide groove 45, the wide groove 45 jams the front wheel and also plays a deceleration role.

[0044] Embodiment 4: This embodiment is further described on the basis of Embodiment 1, 2 or 3, wherein the two V-shaped rods 36 on the front side are respectively connected to the front arms 39, and the symmetrical front arms 39 are respectively connected to the front push rods 310. The V-shaped rods 36 drive the front arms 39 to swing, and the front arms 39 drive the front push rods 310 to swing. When they contact the chassis, they push the chassis to swing upward, so that the rear wheels are suspended off the ground, which plays a deceleration role, and uses the kinetic energy of the vehicle to overcome its own gravity, and the deceleration effect is more effective.

[0045] The workflow of this embodiment is: The V-shaped rod 36 drives the front arm 39 to swing, and the front arm 39 drives the front push rod 310 to swing. When it contacts the chassis, it pushes the chassis to swing upward, so that the rear wheel is suspended off the ground, which plays a deceleration role.

[0046] A collision prevention method for constructing a collision prevention wall in a road drainage ditch, comprising the following steps: S1: The vehicle rushes onto the ramp 42, the front of the vehicle hits the anti-collision wall 21, the anti-collision wall 21 moves backward, the guide vertical rod 32 moves along the guide cylinder 12, and the strong vertical spring 15 is stretched; S2: The track rod 22 drives the rack 23 to move, and the rack 23 is disengaged from the power gear 54, so that the deceleration plate 52 tilts toward the front side. After colliding with the tire, the deceleration plate 52 is forced to swing in the reverse direction, so that the strong transverse spring 57 moves in the reverse direction, and the deceleration plate 52 is horizontal; S3: The lower T-axis 63 drives the lower guide rod 62 to move along the lower guide tube 46, stretching the strong lower spring 48 to make the wheel plate 61 move upward. After the front wheel contacts the wheel plate 61, the wheel plate 61 is driven to move downward under the vehicle's own gravity, causing the lower connecting rod 64 to swing in the opposite direction, driving the anti-collision wall 21 to move in the opposite direction. S4: When the front wheel presses down the wheel plate 61 to contact the wide groove 45, the wide groove 45 clamps the front wheel and also plays a deceleration role.

[0047] This device uses multiple groups of strong springs. When the vehicle hits the anti-collision wall 21, the strong springs are deformed to offset the kinetic energy of the vehicle. The anti-collision wall 21 and the ramp 42 achieve reverse movement, so that the anti-collision wall 21 keeps in contact with the front of the vehicle, and the ramp 42 contacts the vehicle chassis to achieve deceleration. Then, the front push rod 310 cooperates with the front push rod 310. When the front push rod 310 swings and contacts the chassis, it pushes the chassis to swing upward, so that the rear wheels are suspended off the ground, which plays a deceleration role. The kinetic energy of the vehicle is used to overcome its own gravity, and the deceleration effect is more effective.

[0048] The strong transverse spring 57 of the device includes two natural states, upper and lower, so that the strong transverse spring 57 swings from the upper natural state to the lower natural state, so that the speed brake 52 changes from a horizontal position to an inclination toward the front side. After colliding with the tire, the speed brake 52 is forced to swing in the opposite direction, so that the strong transverse spring 57 moves in the opposite direction, so that the speed brake 52 is horizontal, and the deceleration is achieved by overcoming the elastic force of the strong transverse spring 57. If the front wheel of the vehicle hits the swinging speed brake 52, the rack 23 is forced to move in the opposite direction, and then the anti-collision wall 21 is reversely hit against the front of the vehicle, which has a good deceleration effect. When the vehicle continues to move forward, the anti-collision wall 21 will move backward again, and the speed brake 52 will swing up again. When the front of the vehicle is damaged and shortened or the anti-collision wall 21 is deformed, it will be separated from the speed brake 52. After the front wheel contacts the wheel plate 61, the vehicle's own gravity drives the wheel plate 61 downward, prompting the anti-collision wall 21 to hit the front of the vehicle in the opposite direction. The front of the vehicle continues to move forward, so that the wheel plate 61 plays a role similar to when the front wheel of the vehicle hits the swinging speed reducer 52, achieving a good deceleration effect. When the front wheel presses down the wheel plate 61 to contact the wide groove 45, the wide groove 45 clamps the front wheel and also plays a deceleration role.

[0049] Although the above describes the specific implementation mode of the invention in conjunction with the drawings, it is not intended to limit the scope of protection of the invention. Based on the technical solution of the present invention, various modifications or variations that can be made by those skilled in the art without creative work are still within the scope of protection of the present invention.

Claims

1. A road drainage ditch construction crash wall, characterized in that: include: A wall frame assembly (1), a wall assembly (2) and a speed reduction assembly (4); The wall frame assembly (1) comprises symmetrical I-shaped plates (13), wherein the symmetrical I-shaped plates (13) are respectively fixedly connected to guide grooves (16); The wall assembly (2) comprises an anti-collision wall (21), the anti-collision wall (21) being connected to symmetrical track rods (22), and the symmetrical track rods (22) being respectively nested in corresponding guide grooves (16); The deceleration assembly (4) comprises a U-groove plate (41), the symmetrical track rods (22) are respectively nested in the U-groove plates (41), and the U-groove plates (41) are connected to the ramp (42).

2. A road drainage ditch construction crash wall according to claim 1, characterized in that: The invention also comprises a linkage assembly (3), wherein the linkage assembly (3) comprises a U frame (31), the U frame (31) is connected to a symmetrical U-shaped shaft (33), the symmetrical U-shaped shafts (33) are respectively rotatably connected to symmetrical swing arms (34), the symmetrical I-shaped plates (13) are respectively connected to symmetrical hanging plates (14), each hanging plate (14) is respectively rotatably connected to a rotating shaft (35), each rotating shaft (35) is respectively rotatably connected to a bending part of a V-shaped rod (36), each swing arm (34) is respectively rotatably connected to a corresponding V-shaped rod (36), each V-shaped rod (36) is respectively nested in a U groove (37), each U groove (37) is respectively connected to a mounting shaft (38), the two mounting shafts (38) on the front side are respectively rotatably connected to the U groove plate (41), and the two mounting shafts (38) on the rear side are respectively rotatably connected to a corresponding track rod (22).

3. A road drainage ditch construction crash wall according to claim 2, characterized in that: The invention also comprises a deceleration plate assembly (5), wherein the deceleration plate assembly (5) comprises a group of deceleration plates (52), each of the deceleration plates (52) is respectively connected to a long shaft (51), the U-groove plate (41) is respectively provided with a mounting long groove (43) corresponding to each of the deceleration plates (52), each of the long shafts (51) is respectively connected to the U-groove plate (41) by a bearing, each of the long shafts (51) is respectively connected to a power gear (54), the U-groove plate (41) is connected to a mounting bar (44), the mounting bar (44) is respectively connected to a central axis of a group of driving gears (53) by a bearing, and a front end of the track rod (22) The rack (23) is connected to the driving gear (53), the driving gear (53) matches the rack (23), the central axis of each driving gear (53) is respectively connected to a transmission gear (55), each transmission gear (55) meshes with the corresponding power gear (54), the eccentric part of each transmission gear (55) is respectively rotatably connected to a front round rod (56), the mounting bar (44) is bearing-connected to a group of rear round rods (58), each front round rod (56) is respectively connected to one end of a strong transverse spring (57), and each rear round rod (58) is respectively connected to the other end of the corresponding strong transverse spring (57).

4. A road drainage ditch construction crash wall according to claim 3, characterized in that: The invention also comprises a front wheel contact assembly (6), wherein the front wheel contact assembly (6) comprises a wheel plate (61), the front end of the wheel plate (61) is arc-shaped, the U-groove plate (41) is provided with a wide groove (45) corresponding to the wheel plate (61), the wheel plate (61) is connected to a group of lower guide rods (62), the inclined platform (42) is connected to a lower mounting plate (47), the lower mounting plate (47) is connected to a group of lower guide tubes (46), each of the lower guide tubes (46) is respectively connected to a strong lower spring (48), and each of the lower guide rods (62) is respectively The lower guide rods (62) are arranged in the corresponding lower guide tubes (46), each of the lower guide rods (62) is respectively connected to the corresponding strong lower springs (48), one of the lower guide rods (62) is connected to the lower T-axis (63), one of the lower guide tubes (46) is provided with a vertical track (49) corresponding to the lower T-axis (63), the anti-collision wall (21) is connected to the upper T-axis (24), the upper T-axis (24) is rotatably connected to the upper end of the symmetrical lower connecting rod (64), and the lower T-axis (63) is rotatably connected to the lower end of the symmetrical lower connecting rod (64).

5. A road drainage ditch construction crash wall according to claim 2, characterized in that: The two V-shaped rods (36) at the front side are respectively connected to the forearms (39), and the symmetrical forearms (39) are respectively connected to the front push rods (310).

6. A road drainage ditch construction crash barrier according to claim 2, characterized in that: The U frame (31) is connected to a group of guide vertical rods (32), each of the guide vertical rods (32) is respectively arranged in a guide cylinder (12), each of the guide cylinders (12) is respectively connected to a strong vertical spring (15), each of the strong vertical springs (15) is respectively connected to a corresponding guide vertical rod (32), each of the guide cylinders (12) is respectively connected to a transverse plate (11), and both ends of the transverse plate (11) are respectively connected to a corresponding I-shaped plate (13).

7. A road drainage ditch construction crash barrier according to claim 1, characterized in that: The front end of the track rod (22) corresponds to the guide groove (16) and is connected to a shear pin.

8. The anti-collision method for anti-collision walls in road drainage ditch construction according to claim 4, characterized in that: The following steps are involved: S1: the vehicle rushes onto the ramp (42), the front of the vehicle hits the anti-collision wall (21), the anti-collision wall (21) moves backward, the guide vertical rod (32) moves along the guide cylinder (12), and the strong vertical spring (15) is stretched; S2: the track rod (22) drives the rack (23) to move, the rack (23) is disengaged from the power gear (54), and the deceleration plate (52) tilts toward the front side. After colliding with the tire, the deceleration plate (52) is forced to swing in the reverse direction, causing the strong transverse spring (57) to move in the reverse direction, and making the deceleration plate (52) horizontal; S3: The lower T-axis (63) drives the lower guide rod (62) to move along the lower guide tube (46), stretching the strong lower spring (48) to cause the wheel plate (61) to move upward. After the front wheel contacts the wheel plate (61), the wheel plate (61) is driven downward by the vehicle's own weight, causing the lower connecting rod (64) to swing in the opposite direction, thereby driving the anti-collision wall (21) to move in the opposite direction. S4: When the front wheel presses down the wheel plate (61) to contact the wide groove (45), the wide groove (45) clamps the front wheel and also plays a deceleration role.

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