An anti-collision wall and anti-collision method for road drainage ditch construction

Abstract

The present invention provides a crash wall for road drainage ditch construction, comprising: a wall frame assembly, a wall body assembly and a deceleration assembly; the wall frame assembly includes symmetric I-shaped plates, and the symmetric I-shaped plates are respectively fixedly connected with guide grooves; the wall body assembly includes a crash wall body, the crash wall body is connected with symmetric track rods, and the symmetric track rods are respectively nested in the corresponding guide grooves; the deceleration assembly includes a U-shaped groove plate. The present invention relates to the technical field of crash walls, and particularly relates to a crash wall for road drainage ditch construction and a crash prevention method. Aiming at the deficiencies of the prior art, the present invention develops a crash wall for road drainage ditch construction and a crash prevention method. The invention facilitates converting the kinetic energy of a vehicle hitting the crash wall body into the elastic potential energy of a spring, reducing the damage to the vehicle, tilting the deceleration plate forward, hitting the deceleration plate with the wheels and resetting it, using the wheels to squeeze the wheel plate, and relying on the self-gravity of the vehicle to offset the kinetic energy, thereby achieving vehicle crash prevention.

Description

Technical Field

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

[0002] Road drainage ditches are an important part of the highway drainage system. Their main function is to divert the flowing water on the road surface, road shoulders and slopes, as well as the accumulated water in the low-lying areas near the roadbed, to the outside of the roadbed, ensuring smooth road drainage and protecting the road surface and roadbed from water damage. It is an important task of road ancillary works. In order to ensure construction safety, anti-collision walls are needed.

[0003] In the prior art, for example, a utility model of an anti-collision wall for highway construction, with the authorization announcement number CN221877895U. When the baffle is impacted and moves towards the inside of the anti-collision wall, the second spring rod and the third spring rod are compressed by the force, thereby buffering and damping the baffle. Subsequently, the third connecting rod drives the two first connecting rods to move towards each other, so that the toothed plate on the first connecting rod moves upward, and then drives the rotating shaft and the railing thereon to rotate through the gear. The rotation of the railing provides additional protection for the impacting vehicle, thereby enhancing the buffering effect after the vehicle is impacted, and further preventing the vehicle from deviating from the road and causing more serious damage.

[0004] Currently, there is still a lack of an anti-collision wall that can conveniently convert the kinetic energy of the vehicle impacting the anti-collision wall into the elastic potential energy of the spring, reduce the damage to the vehicle, make the deceleration plate tilt forward, the wheels impact the deceleration plate to reset it, use the wheels to squeeze the wheel plate, and rely on the vehicle's own gravity to offset the kinetic energy to achieve vehicle anti-collision.

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

[0006] In view of the deficiencies of the prior art, the present invention develops an anti-collision wall and an anti-collision method for road drainage ditch construction. This invention can conveniently convert the kinetic energy of the vehicle impacting the anti-collision wall into the elastic potential energy of the spring, reduce the damage to the vehicle, make the deceleration plate tilt forward, the wheels impact the deceleration plate to reset it, use the wheels to squeeze the wheel plate, and rely on the vehicle's own gravity to offset the kinetic energy to achieve vehicle anti-collision.

[0007] The technical solution for the present invention to solve the technical problem is as follows: The present invention provides a crash wall for road drainage ditch construction, including: a wall frame assembly, a wall body assembly and a deceleration assembly; the wall frame assembly includes symmetric I-shaped plates, and the symmetric I-shaped plates are respectively fixedly connected to guide grooves; the wall body assembly includes a crash wall body, the crash wall body is connected to symmetric track rods, and the symmetric track rods are respectively nested in the corresponding guide grooves; the deceleration assembly includes a U-shaped groove plate, the symmetric track rods are respectively nested in the U-shaped groove plate, and the U-shaped groove plate is connected to an inclined platform. By using expansion bolts, etc., the I-shaped plates are fixed at the preset positions. By using the inclined platform, the front wheels are lifted, and the front of the vehicle hits the crash wall body, realizing vehicle deceleration and stopping.

[0008] As an optimization, it further includes a linkage assembly. The linkage assembly includes a U-shaped frame, the U-shaped frame is connected to symmetric U-shaped shafts, the symmetric U-shaped shafts are respectively rotatably connected to symmetric swing arms, the symmetric I-shaped plates are respectively connected to symmetric hanging plates, each hanging plate is respectively rotatably connected to a rotating shaft, each rotating shaft is respectively rotatably connected to the bending part of a V-shaped rod, each swing arm is respectively rotatably connected to the corresponding V-shaped rod, each V-shaped rod is respectively nested in a U-shaped groove, each U-shaped groove is respectively connected to a mounting shaft, the front two mounting shafts are respectively rotatably connected to the U-shaped groove plate, and the rear two mounting shafts are respectively rotatably connected to the corresponding track rods. By using the linkage assembly, the reverse movement of the wall body assembly and the deceleration assembly is realized, so that when the front of the vehicle hits the crash wall body, the inclined platform contacts the vehicle chassis, realizing deceleration.

[0009] As an optimization, it further includes a spoiler assembly. The spoiler assembly includes a set of spoilers. Each spoiler is respectively connected to a long shaft. The U-groove plate is respectively provided with an installation long groove corresponding to each spoiler. Each long shaft is respectively connected to the U-groove plate by bearings. Each long shaft is respectively connected to a power gear. The U-groove plate is connected to an installation bar. The installation bar is connected to the central shaft of a set of driving gears by bearings. The front end of a track rod is connected to a rack. The driving gear matches the rack. The central shaft of each driving gear is respectively connected to a transmission gear. Each transmission gear meshes with the corresponding power gear. The eccentric part of each transmission gear is respectively rotatably connected to a front round rod. The installation bar is connected to a set of rear round rods by bearings. One end of each strong horizontal spring is respectively connected to each front round rod, and the other end of each strong horizontal spring is respectively connected to the corresponding rear round rod. The system composed of the strong horizontal spring, the front round rod and the rear round rod has two natural state positions. The strong horizontal spring is in the upper side position and keeps the natural state, making the spoiler flush with the U-groove plate. When the vehicle hits the anti-collision wall, the rack moves backward along with the track rod, causing the spoiler to swing up. When the rack disengages from the driving gear, the strong horizontal spring swings from the upper side natural state to the lower side natural state, making the spoiler tilt forward. After colliding with the tire, it causes the spoiler to swing in the reverse direction, making the strong horizontal spring move in the reverse direction, making the spoiler horizontal, and realizing deceleration by overcoming the elastic force of the strong horizontal spring. If the front wheel of the vehicle hits the swinging spoiler, it causes the rack to move in the reverse direction, and then realizes that the anti-collision wall hits the front of the vehicle in the reverse direction, achieving a good deceleration effect. When the vehicle continues to move forward, it will cause the anti-collision wall to move backward again, and the spoiler will swing up again. When the front of the vehicle is damaged and shortened or the anti-collision wall is deformed, it disengages from the spoiler.

[0010] As an optimization, it further includes a front wheel contact component. The front wheel contact component 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 set of lower guide rods. The inclined platform is connected to a lower mounting plate. The lower mounting plate is connected to a set of lower guide tubes. A strong lower spring is respectively connected inside each lower guide tube. Each lower guide rod is respectively arranged inside the corresponding lower guide tube. Each lower guide rod is respectively connected to the corresponding strong lower spring. One lower guide rod is connected to a lower T-axis. A vertical track is provided in a lower guide tube corresponding to the lower T-axis. The anti-collision wall is connected to an upper T-axis. The upper T-axis is rotatably connected to the upper ends of symmetric lower connecting rods. The lower T-axis is rotatably connected to the lower ends of symmetric lower connecting rods. When the vehicle hits the anti-collision wall, it causes the wheel plate to move upward. After the front wheel contacts the wheel plate, under the own gravity of the vehicle, it drives the wheel plate to move downward, prompting the anti-collision wall to hit the front of the vehicle in the reverse direction, achieving a good deceleration effect. When the front wheel presses down the wheel plate and contacts the wide groove, the wide groove catches the front wheel and also plays a role in deceleration.

[0011] As an optimization, the two V-shaped rods on the front side are respectively connected to the front arms, and the symmetric front arms are respectively connected to the front push rods. The V-shaped rods drive the front arms to swing, and the front arms drive the front push rods to swing. When they contact the chassis, they push the chassis to swing upward, making the rear wheels leave the ground and hang in the air, playing a role in deceleration. By using the kinetic energy of the vehicle to overcome its own gravity, the deceleration effect is more effective.

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

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

[0014] An anti-collision method for an anti-collision wall in the construction of a road drainage ditch includes the following steps:

[0015] S1: The vehicle rushes onto the inclined platform, and the front of the vehicle hits the anti-collision wall. The anti-collision wall moves backward, the guiding vertical rods move along the guiding cylinders, and the strong vertical springs are stretched;

[0016] S2: The track rod drives the rack to move, and the rack disengages from the driving gear, causing the deceleration plate to tilt forward. After colliding with the tire, it causes the deceleration plate to swing backward, making the strong horizontal spring move backward and making the deceleration plate horizontal;

[0017] S3: The lower T-axis drives the lower guiding rod to move along the lower guiding tube, stretching the strong lower spring, causing the wheel plate to move upward. After the front wheels contact the wheel plate, under the own gravity of the vehicle, it drives the wheel plate to move downward, causing the lower connecting rod to swing backward and driving the anti-collision wall to move backward;

[0018] S4: When the front wheels press down the wheel plate and contact the wide groove, the wide groove catches the front wheels and also plays a role in deceleration.

[0019] 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 solutions have the following advantages or beneficial effects:

[0020] 1. By adopting multiple groups of powerful springs, when the vehicle impacts the anti-collision wall, the powerful springs are deformed to offset the kinetic energy of the vehicle. The anti-collision wall and the inclined platform move in the opposite direction, keeping the anti-collision wall in contact with the vehicle head, and the inclined platform in contact with the vehicle chassis to achieve deceleration. Then, in cooperation with the front push rod, when the front push rod swings and contacts the chassis, it pushes the chassis to swing upward, making the rear wheels leave the ground and hang in the air, playing a role in deceleration. By using the kinetic energy of the vehicle to overcome its own gravity, the deceleration effect is more effective.

[0021] 2. The powerful horizontal spring of this device has two natural states, upper and lower. When the powerful horizontal spring swings from the upper natural state to the lower natural state, the deceleration plate changes from the horizontal position to a forward tilt. After colliding with the tire, it prompts the deceleration plate to swing in the opposite direction, making the powerful horizontal spring move in the opposite direction and the deceleration plate horizontal, achieving deceleration by overcoming the elastic force of the powerful horizontal spring. If the front wheels of the vehicle impact the swinging deceleration plate, it prompts the rack to move in the opposite direction, and then the anti-collision wall impacts the vehicle head in the opposite direction, achieving a good deceleration effect. When the vehicle continues to move forward, it will make the anti-collision wall move backward again, and the deceleration plate swings up again. When the vehicle head is damaged and shortened or the anti-collision wall is deformed, it disengages from the deceleration plate. After the front wheels contact the wheel plate, under the vehicle's own gravity, it drives the wheel plate to move downward, prompting the anti-collision wall to impact the vehicle head in the opposite direction. When the vehicle head continues to move forward, the wheel plate plays a role similar to when the front wheels of the vehicle impact the swinging deceleration plate, achieving a good deceleration effect. When the front wheels press down the wheel plate and contact the wide groove, the wide groove catches the front wheels and also plays a role in deceleration. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation to the present invention.

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

[0024] Figure 2 is a schematic three-dimensional structure of the present invention Figure 2 .

[0025] Figure 3 is a schematic partial three-dimensional structure diagram of the wall frame assembly of the present invention.

[0026] Figure 4 is a schematic partial three-dimensional structure diagram of the wall frame assembly and the linkage assembly of the present invention.

[0027] Figure 5 is a schematic partial three-dimensional structure diagram of the linkage assembly of the present invention.

[0028] Figure 6 is a schematic partial three-dimensional structure of the present invention Figure 1 .

[0029] Figure 7 Schematic partial three-dimensional structure diagram of the speed reduction component and speed reduction plate component of the present invention.

[0030] Figure 8 Schematic partial three-dimensional structure of the speed reduction plate component of the present invention Figure 1 .

[0031] Figure 9 Schematic partial three-dimensional structure of the speed reduction plate component of the present invention Figure 2 .

[0032] Figure 10 Schematic three-dimensional structure of the present invention Figure 3 .

[0033] Figure 11 Schematic partial three-dimensional structure diagram of the front wheel contact component of the present invention.

[0034] Figure 12 Schematic three-dimensional structure diagram of the speed reduction component of the present invention.

[0035] Figure 13 Schematic partial three-dimensional structure of the present invention Figure 2 .

[0036] In the figure:

[0037] 1. Wall frame component, 11. Horizontal plate, 12. Guide cylinder, 13. I-shaped plate, 14. Hanging plate, 15. Strong vertical spring, 16. Guide groove;

[0038] 2. Wall body component, 21. Anti-collision wall body, 22. Track rod, 23. Rack, 24. Upper T-axis;

[0039] 3. Linkage component, 31. U-shaped frame, 32. Guide vertical rod, 33. U-shaped shaft, 34. Swing arm, 35. Rotating shaft, 36. V-shaped rod, 37. U-shaped groove, 38. Mounting shaft, 39. Front arm, 310. Front push rod;

[0040] 4. Speed reduction component, 41. U-shaped groove plate, 42. Inclined platform, 43. Installation long groove, 44. Installation strip, 45. Wide groove, 46. Lower guide pipe, 47. Lower mounting plate, 48. Strong lower spring, 49. Vertical track;

[0041] 5. Speed reduction plate component, 51. Long shaft, 52. Speed reduction plate, 53. Driving gear, 54. Power gear, 55. Transmission gear, 56. Front round rod, 57. Strong horizontal spring, 58. Rear round rod;

[0042] 6. Front wheel contact component, 61. Wheel plate, 62. Lower guide rod, 63. Lower T-axis, 64. Lower connecting rod. Detailed implementation manners

[0043] In order to clearly illustrate the technical features of the present solution, the present invention will be described in detail below through specific embodiments and in conjunction with its accompanying drawings. The following disclosure provides many different embodiments or examples for implementing different structures of the present invention. 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 numerals 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 well-known components and processing techniques and processes to avoid unnecessarily limiting the present invention. The orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and 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 construed as a limitation of the present invention. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance. In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", "connected" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in specific situations.

[0044] As Figures 1 to 13 shown, Embodiment 1: A crash wall for road drainage ditch construction, comprising: a wall frame assembly 1, a wall body assembly 2 and a deceleration assembly 4; the wall frame assembly 1 includes symmetric I-shaped plates 13, and symmetric I-shaped plates 13 are respectively fixedly connected to guide grooves 16; the wall body assembly 2 includes a crash wall body 21, the crash wall body 21 is connected to symmetric track rods 22, and symmetric track rods 22 are respectively nested in corresponding guide grooves 16; the deceleration assembly 4 includes a U-shaped groove plate 41, and symmetric track rods 22 are respectively nested in the U-shaped groove plate 41, and the U-shaped groove plate 41 is connected to a slope 42. By using expansion bolts, etc., the I-shaped plates 13 are fixed at preset positions. By using the slope 42, the front wheels are lifted, the front of the vehicle is tilted up to hit the crash wall body 21, so as to realize vehicle deceleration and parking.

[0045] It further includes a linkage assembly 3. The linkage assembly 3 includes a U-shaped frame 31. The U-shaped frame 31 is connected to symmetric U-shaped shafts 33. The symmetric U-shaped shafts 33 are respectively rotatably connected to symmetric swing arms 34. The symmetric I-shaped plates 13 are respectively connected to symmetric suspension plates 14. Each suspension plate 14 is respectively rotatably connected to a rotating shaft 35. Each rotating shaft 35 is respectively rotatably connected to the bent portion of a V-shaped rod 36. Each swing arm 34 is respectively rotatably connected to the corresponding V-shaped rod 36. Each V-shaped rod 36 is respectively nested in a U-shaped groove 37. Each U-shaped groove 37 is respectively connected to a mounting shaft 38. The front two mounting shafts 38 are respectively rotatably connected to the U-shaped groove plate 41. The rear two mounting shafts 38 are respectively rotatably connected to the corresponding track rods 22. By adopting the linkage assembly 3, the reverse movement of the wall assembly 2 and the deceleration assembly 4 is realized. When the vehicle head hits the anti-collision wall 21, the inclined platform 42 contacts the vehicle chassis to achieve deceleration.

[0046] The U-shaped frame 31 is connected to a group of guiding vertical rods 32. Each guiding vertical rod 32 is respectively arranged in a guiding cylinder 12. Each guiding cylinder 12 is respectively connected to a strong vertical spring 15. Each strong vertical spring 15 is respectively connected to the corresponding guiding vertical rod 32. Each guiding cylinder 12 is respectively connected to a cross plate 11. The two ends of the cross plate 11 are respectively connected to the corresponding I-shaped plates 13. By adopting the strong vertical spring 15, when the vehicle head tilts up and hits the anti-collision wall 21, the strong vertical spring 15 is stretched to offset the kinetic energy of the vehicle.

[0047] A shear pin is connected to the front end of the track rod 22 corresponding to the guiding groove 16. When the vehicle speed is too fast, the shear pin is sheared and broken, which also plays a role in offsetting the kinetic energy of the vehicle.

[0048] The working process of this embodiment is as follows:

[0049] The vehicle rushes onto the inclined platform 42, and the vehicle head hits the anti-collision wall 21. The anti-collision wall 21 drives the track rod 22 to move along the U-shaped groove plate 41 and the guiding groove 16. The track rod 22 drives the rear mounting shaft 38 to move backward. The rear mounting shaft 38 drives the rear U-shaped groove 37 to swing and move along the rear V-shaped rod 36 at the same time. The rear U-shaped 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 to swing. The front swing arm 34 drives the front V-shaped rod 36 to swing and swing along the front U-shaped 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-shaped groove 37 to swing. The front U-shaped groove 37 drives the front mounting shaft 38 to move. The front mounting shaft 38 drives the U-shaped groove plate 41 and the inclined platform 42 to move. The U-shaped shaft 33 drives the U-shaped frame 31 to move. The U-shaped frame 31 drives the guiding vertical rod 32 to move along the guiding cylinder 12, stretching the strong vertical spring 15.

[0050] Embodiment 2: This embodiment is further elaborated on the basis of Embodiment 1 and further includes a spoiler assembly 5. The spoiler assembly 5 includes a set of spoilers 52. Each spoiler 52 is respectively connected to a long shaft 51. The U-groove plate 41 is respectively provided with mounting long grooves 43 corresponding to each spoiler 52. Each long shaft 51 is respectively connected to the U-groove plate 41 by bearings. Each long shaft 51 is respectively connected to a power gear 54. The U-groove plate 41 is connected to a mounting strip 44. The mounting strip 44 is connected to the central shafts of a set of driving gears 53 by bearings. The front end of one track rod 22 is connected to a rack 23. The driving gear 53 is matched with the rack 23. The central shafts of each driving gear 53 are respectively connected to transmission gears 55. Each transmission gear 55 meshes with the corresponding power gear 54. The eccentric parts of each transmission gear 55 are respectively rotatably connected to front round rods 56. The mounting strip 44 is connected to a set of rear round rods 58 by bearings. One end of each strong horizontal spring 57 is respectively connected to each front round rod 56. The other end of each strong horizontal spring 57 is respectively connected to the corresponding rear round rod 58. The system composed of the strong horizontal spring 57, the front round rod 56 and the rear round rod 58 includes two natural state positions. The strong horizontal spring 57 is in the upper side position and maintains the natural state, making the spoiler 52 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, causing the spoiler 52 to swing up. When the rack 23 disengages from the driving gear 53, the strong horizontal spring 57 swings from the upper natural state to the lower natural state, causing the spoiler 52 to tilt forward. After colliding with the tire, it prompts the spoiler 52 to swing in the reverse direction, causing the strong horizontal spring 57 to move in the reverse direction, making the spoiler 52 horizontal, and realizing deceleration by overcoming the elastic force of the strong horizontal spring 57. If the front wheel of the vehicle hits the swinging spoiler 52, it prompts the rack 23 to move in the reverse direction, and further realizes the anti-collision wall 21 hitting the front of the vehicle in the reverse direction, achieving a good deceleration effect. When the vehicle continues to move forward, it will cause the anti-collision wall 21 to move backward again, and the spoiler 52 will swing up again. When the front of the vehicle is damaged and shortened or the anti-collision wall 21 is deformed, it disengages from the spoiler 52.

[0051] The working process of this embodiment is as follows:

[0052] In the initial state, the strong horizontal spring 57 is in the upper side position and maintains the natural state, making the spoiler 52 flush with the U-groove plate 41.

[0053] 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 reduction plate 52 to swing, the transmission gear 55 drives the front round rod 56 to swing, the front round rod 56 drives the strong horizontal spring 57 to swing, the strong horizontal spring 57 drives the rear round rod 58 to rotate, so that the strong horizontal spring 57 swings from the upper natural state to the lower natural state, the rack 23 disengages from the power gear 54, makes the speed reduction plate 52 tilt forward, and after colliding with the tire, prompts the speed reduction plate 52 to swing in the reverse direction, makes the strong horizontal spring 57 move in the reverse direction, and makes the speed reduction plate 52 horizontal.

[0054] When the front wheels of the vehicle hit the swinging speed reduction plate 52, it prompts the rack 23 to move in the reverse direction, and then realizes that the anti-collision wall 21 hits the front of the vehicle in the reverse direction, achieving a good deceleration effect.

[0055] Embodiment 3: This embodiment is further elaborated on the basis of Embodiment 1 or 2, and further 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 tube 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 a 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 an upper T-axis 24. The upper T-axis 24 is rotatably connected to the upper ends of a pair of lower connecting rods 64. The lower T-axis 63 is rotatably connected to the lower ends of the pair of lower connecting rods 64. When the vehicle hits the anti-collision wall 21, it makes the wheel plate 61 move upward. After the front wheels contact the wheel plate 61, under the own gravity of the vehicle, it drives the wheel plate 61 to move downward, prompting the anti-collision wall 21 to hit the front of the vehicle in the reverse direction, achieving a good deceleration effect. When the front wheels press down the wheel plate 61 and contact the wide groove 45, the wide groove 45 catches the front wheels and also plays a role in deceleration.

[0056] The working process of this embodiment is as follows:

[0057] When the vehicle impacts the anti-collision wall 21, the upper T-axis 24 drives the lower connecting rod 64 to swing. The lower connecting rod 64 drives the lower T-axis 63 to move along the vertical track 49. 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 and causing the wheel plate 61 to move upward. 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 and driving the anti-collision wall 21 to move in the opposite direction. When the front wheel presses down the wheel plate 61 and contacts the wide groove 45, the wide groove 45 catches the front wheel and also plays a role in deceleration.

[0058] Embodiment 4: This embodiment is further elaborated on the basis of Embodiment 1 or 2 or 3. The two front V-shaped rods 36 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, making the rear wheels leave the ground and hang in the air, playing a role in deceleration. Using the vehicle's kinetic energy to overcome its own gravity, the deceleration effect is more effective.

[0059] The working process of this embodiment is as follows:

[0060] 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, making the rear wheels leave the ground and hang in the air, playing a role in deceleration.

[0061] An anti-collision method for an anti-collision wall in road drainage ditch construction includes the following steps:

[0062] S1: The vehicle rushes onto the inclined platform 42, and the front of the vehicle impacts the anti-collision wall 21. The anti-collision wall 21 moves backward, and the guide vertical rod 32 moves along the guide cylinder 12, stretching the strong vertical spring 15;

[0063] S2: The track rod 22 drives the rack 23 to move. The rack 23 disengages from the power gear 54, causing the deceleration plate 52 to tilt forward. After colliding with the tire, it causes the deceleration plate 52 to swing in the opposite direction, causing the strong horizontal spring 57 to move in the opposite direction and making the deceleration plate 52 horizontal;

[0064] 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, causing the wheel plate 61 to move upward. 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 and driving the anti-collision wall 21 to move in the opposite direction;

[0065] S4: When the front wheel presses down the wheel plate 61 and contacts the wide groove 45, the wide groove 45 catches the front wheel and also plays a role in deceleration.

[0066] By adopting multiple groups of powerful springs, when the vehicle impacts the anti-collision wall 21, the powerful springs are deformed to offset the kinetic energy of the vehicle. The anti-collision wall 21 and the inclined platform 42 move in the reverse direction, keeping the anti-collision wall 21 in contact with the vehicle head, and the inclined platform 42 in contact with the vehicle chassis to achieve deceleration. Then, in cooperation with the front push rod 310, when the front push rod 310 swings and contacts the chassis, it pushes the chassis to swing upward, making the rear wheels leave the ground and hang in the air, playing a role in deceleration. By using the kinetic energy of the vehicle to overcome its own gravity, the deceleration effect is more effective.

[0067] The powerful horizontal spring 57 of this device includes two natural states, upper and lower. When the powerful horizontal spring 57 swings from the upper natural state to the lower natural state, the deceleration plate 52 changes from a horizontal position to a forward tilt. After colliding with the tire, it prompts the deceleration plate 52 to swing in the reverse direction, making the powerful horizontal spring 57 move in the reverse direction and the deceleration plate 52 become horizontal, achieving deceleration by overcoming the elastic force of the powerful horizontal spring 57. If the front wheels of the vehicle impact the swinging deceleration plate 52, it prompts the rack 23 to move in the reverse direction, and then the anti-collision wall 21 impacts the vehicle head in the reverse direction, achieving a good deceleration effect. When the vehicle continues to move forward, it will make the anti-collision wall 21 move backward again, and the deceleration plate 52 swings up again. When the vehicle head is damaged and becomes shorter or the anti-collision wall 21 is deformed, it will separate from the deceleration plate 52. After the front wheels contact the wheel plate 61, under the gravity of the vehicle itself, it drives the wheel plate 61 to move downward, prompting the anti-collision wall 21 to impact the vehicle head in the reverse direction. When the vehicle head continues to move forward, the wheel plate 61 plays a role similar to when the front wheels of the vehicle impact the swinging deceleration plate 52, achieving a good deceleration effect. When the front wheels press down the wheel plate 61 and contact the wide groove 45, the wide groove 45 catches the front wheels and also plays a role in deceleration.

[0068] Although the specific implementation manners of the invention are described above in conjunction with the drawings, it is not a limitation to the protection scope of the invention. Based on the technical solutions of the invention, various modifications or deformations that can be made by those skilled in the art without creative labor are still within the protection scope of the 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); The linkage assembly (3) further comprises a U-frame (31), wherein the U-frame (31) is connected to a symmetrical U-shaped shaft (33), wherein the symmetrical U-shaped shafts (33) are respectively rotatably connected to symmetrical swing arms (34), wherein the symmetrical I-shaped plates (13) are respectively connected to symmetrical hanging plates (14), wherein each hanging plate (14) is respectively rotatably connected to a rotating shaft (35), wherein each rotating shaft (35) is respectively rotatably connected to a bending portion of a V-shaped rod (36), wherein each swing arm (34) is respectively rotatably connected to a corresponding V-shaped rod (36), wherein each V-shaped rod (36) is respectively nested in a U-groove (37), wherein each U-groove (37) is respectively connected to a mounting shaft (38), wherein two mounting shafts (38) on the front side are respectively rotatably connected to the U-groove plate (41), and wherein two mounting shafts (38) on the rear side are respectively rotatably connected to a corresponding track rod (22); 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); 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).

2. A road drainage ditch construction crash wall according to claim 1, characterized in that: The two V-shaped rods (36) at 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).

3. A road drainage ditch construction crash wall according to claim 1, 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).

4. A road drainage ditch construction crash wall 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.

5. The anti-collision method for anti-collision walls in road drainage ditch construction according to claim 3, 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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