Bumpers with control systems and methods of controlling the same

Abstract

The application relates to a collision prevention pad with a control system and a control method thereof, and relates to the technical field of a collision prevention pad with a warning device. The collision prevention pad comprises a moving frame, a driving assembly, an alarm mechanism and a collision prevention mechanism. The alarm mechanism comprises a detection piece used for detecting the speed of a vehicle and electrically connected with the driving assembly; a warning assembly used for displaying the position to an oncoming vehicle and projecting a warning word on a road on one side of the oncoming vehicle; and the collision prevention mechanism buffers the vehicle and rotates under the impact of the vehicle, so that the vehicle moves to the side of the unblocked road under the rotation and elastic pushing actions and the collision prevention mechanism is separated from the vehicle and then rotates back to the original position. Through cooperation of the detection piece and the driving assembly, the vehicle speed and the length of the collision prevention mechanism are matched, meanwhile, the warning assembly projects the warning word on the road in advance, so that the vehicle can know the position of the construction area in advance, and the safety during construction is improved.

Description

Technical Field

[0001] This application relates to the technical field of anti-collision pads with warning devices, and in particular to anti-collision pads with control systems and control methods thereof. Background Technology

[0002] Currently, during road construction, to minimize the impact on vehicle traffic, a portion of the road in the same direction is typically closed, allowing vehicles to continue passing through the unclosed section. Because of the presence of passing vehicles, for safety reasons, a vehicle with a rear-end crash pad is placed in the construction area. The crash pad absorbs energy and, in the event of a rear-end collision, creates a buffer zone between the offending vehicle and the construction area. Through mechanical deformation, it absorbs the impact energy, minimizing the chance of collision to protected personnel and equipment, thus improving safety during construction.

[0003] The existing crash barriers have a fixed length. If the crash barriers are longer along the length of the road, although they can improve the buffering effect when hit by high-speed vehicles, when a slower vehicle realizes it is about to hit the crash barriers and changes lanes, the longer crash barriers will greatly reduce the space for the vehicle to change lanes, making it easier for the vehicle to hit the crash barriers, reducing the safety during construction. Moreover, the warning effect of the crash barriers is poor, making it difficult for vehicles to see them, thus also reducing the safety during construction. Summary of the Invention

[0004] To improve safety during construction, this application provides a crash pad with a control system and a control method thereof.

[0005] Firstly, the anti-collision pad with a control system provided in this application adopts the following technical solution:

[0006] A crash pad with a control system includes a movable frame for sliding on a vehicle body, and further includes a drive assembly, an alarm mechanism, and a crash protection mechanism. The drive assembly is used to drive the movable frame to move, and the alarm mechanism includes:

[0007] A detection component used to detect vehicle speed and electrically connected to the drive assembly;

[0008] Warning components are mounted on a mobile frame and are used to display the location to oncoming vehicles and project warning messages onto the road on the side of the oncoming vehicle.

[0009] The anti-collision mechanism is mounted on a mobile frame and cushions the vehicle under the action of elasticity. The anti-collision mechanism can also rotate under the impact of the vehicle, so that the vehicle moves towards the side of the unclosed road under the action of rotation and elasticity, and the anti-collision mechanism returns to its original position after separating from the vehicle.

[0010] By adopting the above technical solution, the warning component will project a visible warning message onto the ground on the side of the oncoming vehicle, allowing the driver to know in advance that the lane ahead is under construction and to quickly move the vehicle to an unclosed lane. Especially in foggy weather or other times when visibility is poor, the warning message on the road can let the vehicle know the situation ahead as soon as possible and change lanes in advance to avoid it, thereby greatly reducing the risk of collision with the anti-collision mechanism or even the construction area and improving the safety during construction.

[0011] Meanwhile, the detection component is used to detect the vehicle's speed. The drive assembly drives the moving frame and anti-collision mechanism to move according to the vehicle's speed. When the vehicle speed is high, the moving frame and anti-collision mechanism extend, increasing the distance between the collision point and the construction area and reducing the impact damage to the construction area. When the vehicle speed is low, the moving frame and anti-collision mechanism retract, reducing the outward extension length of the anti-collision mechanism. This allows for more space when the vehicle needs to change to another lane after being detected, reducing the risk of collision due to insufficient space and improving safety during construction.

[0012] Furthermore, after a vehicle collides with the anti-collision mechanism, the mechanism rotates under the impact. Due to the rotation, the direct impact force of the vehicle on the anti-collision mechanism is greatly reduced. The anti-collision mechanism can rebound under the action of elasticity, and the rebound force can push the vehicle to one side of the unclosed road. Compared with a direct impact, this design can greatly reduce the risk of the vehicle impacting into the construction area and the damage to the vehicle, and also reduce the damage caused by direct impact, further improving the safety of construction and vehicles.

[0013] Optionally, the alert component includes:

[0014] High-altitude warning lights and infrared reflectors are installed on the vehicle body and are used to indicate the location to oncoming vehicles.

[0015] Multiple projection devices are used to project multiple visible warning messages onto the road surface on the side of oncoming vehicles, arranged along the length of the road.

[0016] By adopting the above technical solution, high-altitude warning lights and infrared reflectors are used to allow drivers to know the location of the construction area in advance. However, in weather conditions such as heavy fog, when visibility is poor, it is difficult for drivers to spot the construction area. Therefore, multiple projectors project multiple warning messages along the length of the road surface to show the location of the construction area to oncoming vehicles. At the same time, individual projectors can be set with different parameters as needed so that warning messages that are far away from the vehicle can also be clearly seen by the driver. This greatly improves the warning effect on the driver, allowing vehicles to change lanes in advance to avoid the construction area and further improves the safety during construction.

[0017] Optionally, the projection element includes a first projection lamp and a plurality of second projection lamps spaced vertically apart. The distance between the warning sign projected onto the ground by the first projection lamp and the vehicle body gradually increases. The second projection lamps are rotatably mounted on the vehicle body. Adjacent second projection lamps are connected by a synchronization component. The vehicle body is provided with a drive component for driving one of the second projection lamps to rotate. After the drive component is activated, it drives the plurality of second projection lamps to rotate through the synchronization component and is used to adjust the angle between the first projection lamp and the adjacent second projection lamp and the angle between two adjacent second projection lamps to keep the two angles consistent.

[0018] By adopting the above technical solution, the first projection light projects warning messages onto the road surface closest to the vehicle body, and multiple second projection lights project warning messages onto the road surface in sequence. However, the weather is subject to change. When visibility is good, multiple reminders with short intervals are needed to enable drivers to quickly understand the construction situation ahead and change lanes to avoid it. However, when visibility is poor, especially in foggy weather, the warning messages need to be placed further away from the construction area, and the earlier the reminder, the better, so that drivers can understand the construction area situation earlier. Therefore, the position of the warning messages needs to be changed in real time according to weather changes to further improve the warning effect and thus improve the safety during construction.

[0019] The driving component drives one of the second projection lights to rotate. The second projection light then drives another second projection light to rotate synchronously via a synchronization component, and so on, to achieve the rotation of multiple second projection lights. This ensures that the angle between the first projection light and the adjacent second projection light, as well as the angle between any two adjacent second projection lights, remains consistent. This allows for adjustment of the position of the warning messages projected by the first projection light and the multiple second projection lights, while maintaining a consistent distance between adjacent warning messages. This adjustment of the warning message distribution based on weather conditions achieves a better warning effect and improves safety during construction.

[0020] Optionally, the synchronization component includes:

[0021] The first gear and the second gear are disposed on two adjacent second projection lamps, and the number of teeth of the first gear is greater than the number of teeth of the second gear. The second projection lamp connected to the first gear is located on the side of the second projection lamp connected to the second gear that is closer to the first projection lamp.

[0022] An intermediate gear is rotatably mounted on the vehicle body and located between and meshes with both the first gear and the second gear. The number of teeth on the intermediate gear is less than the number of teeth on the first gear and greater than the number of teeth on the second gear.

[0023] By adopting the above technical solution, the rotation of the first gear drives the rotation of the middle gear, and the rotation of the middle gear drives the rotation of the second gear, so as to realize that the two adjacent projection lamps can rotate at the same time. The number of teeth of the first gear is greater than the number of teeth of the second gear, so that the rotation angle of the second projection lamp that is farther away from the first projection lamp is larger, thereby making the angle between the first projection lamp and the adjacent second projection lamp and the angle between the two adjacent second projection lamps consistent.

[0024] Optionally, the anti-collision mechanism includes:

[0025] The crash barrier is rotatably mounted on a movable frame;

[0026] The anti-collision component is mounted on the anti-collision frame and is flexible to cushion the impact on the vehicle.

[0027] An adjustment component is mounted on a movable frame and connected to a crash barrier. When impacted by a vehicle, the crash barrier rotates, causing the vehicle to move toward the unclosed road under the combined action of the rotating crash barrier and the elastic force of the crash barrier. After the vehicle leaves the area, the crash barrier returns to its original position under the elastic force of the adjustment component.

[0028] By adopting the above technical solution, when a vehicle collides with the anti-collision component, the anti-collision component first buffers the impact of the vehicle to reduce the impact damage. After receiving the impact force from the anti-collision component, the anti-collision frame rotates, and the rotation of the anti-collision frame can divide the impact force of the vehicle into forces in multiple directions, thereby reducing the impact force on the anti-collision component. The anti-collision component can move back under the action of elastic force. The movement of the anti-collision component can generate a thrust on the vehicle in the direction of the unclosed road, so that the vehicle can quickly detach from the anti-collision component and enter the unclosed road, which greatly reduces the risk of the vehicle entering the construction area and the degree of damage to the vehicle. After the vehicle detaches, the anti-collision frame can rotate back to its original position under the action of the elastic force of the adjusting component to prepare for the continued impact of subsequent vehicles, thereby improving the safety of construction and vehicles.

[0029] Optionally, the anti-collision frame includes a rotating part rotatably mounted on a movable frame via a rotating shaft and a movable part slidably disposed on the rotating part. A fixed disk is provided on the rotating part. The anti-collision assembly includes:

[0030] The main body of the anti-collision pad is located on the end of the moving part that is away from the rotating part.

[0031] The anti-collision frame is set on a movable frame and contains multiple sandbags for anti-collision. The movable frame, the anti-collision pad body, the rotating part, and the moving part cooperate to form a clearance cavity for avoiding collisions when the anti-collision frame rotates.

[0032] Anti-collision spring, which connects to the anti-collision pad body and the fixing plate and works with the anti-collision pad body to buffer and prevent collisions;

[0033] The blocking block is set on the movable frame and abuts against the rotating part, so that the crash barrier can only rotate toward the side of the unclosed road.

[0034] By adopting the above technical solution, the main body of the anti-collision pad can first buffer the impact force of the vehicle. Then, the main body of the anti-collision pad pushes the moving part to move, thereby pushing and squeezing the anti-collision spring and the adjusting component, thereby further buffering. Under the action of the main body of the anti-collision pad and the moving part, the rotating part is pushed to rotate. At the same time, the impact force of the vehicle will continue to act on the anti-collision frame and the sandbag. The sandbag can provide gravity and achieve buffering, thereby better buffering the impact force of the vehicle.

[0035] The impact force causes the crash barrier to become unbalanced, and due to the setting of the blocking blocks, it drives the rotating part to rotate towards the side of the unclosed road. Especially when the point of impact between the vehicle and the main body of the crash barrier is located on the side of the rotating shaft closer to the unclosed road, the rotation effect of the rotating part is more obvious. The rotation of the rotating part also pushes the moving part and the main body of the crash barrier to rotate. The rotation reduces the impact force of the vehicle on the main body of the crash barrier and the moving part, while the main body of the crash barrier, the crash spring and the adjusting components all move back under the action of elasticity, thereby pushing the vehicle away from the vehicle body, that is, the vehicle moves towards the unclosed road surface. Moreover, the design of the crash barrier frame and sandbag can improve the buffering effect, and at the same time, it can also prevent the vehicle from moving towards the vehicle body, thereby moving the vehicle to the unclosed lane, thus improving the safety of construction and vehicles.

[0036] Optionally, the adjustment component includes:

[0037] The first spring and the second spring are respectively mounted on the movable frame and located on both sides of the rotating shaft and in an inclined state. The other ends of the first spring and the second spring are connected to the fixed plate and used to maintain the stability of the rotating part. After the anti-collision pad body is separated from the vehicle, the first spring and the second spring drive the anti-collision frame and the anti-collision pad body to rotate back to the original position.

[0038] Both rod one and rod two are provided with two springs respectively at the first spring and the second spring. One end of rod one and rod two are slidably connected and the other end is rotatably connected to the moving frame and the fixed plate respectively. The first spring and the second spring are both sleeved on rod one and rod two.

[0039] By adopting the above technical solution, the rotating part rotates upon vehicle impact, exerting force on the first and second springs. The first and second springs first buffer the impact force of the vehicle. Secondly, after the vehicle separates from the main body of the anti-collision pad, the rotating part can rotate back to its original position under the elastic force of the first and second springs, and then continue to buffer the next vehicle. This directly buffers the impact force of the vehicle, and also allows the anti-collision frame to rotate back to its original position after rotation, thus achieving the above two different effects and improving the safety during construction. The first and second rods move relative to each other when the rotating part rotates, and can guide the deformation of the first and second springs, making the deformation of the first and second springs more stable. This reduces the risk of the springs protruding outward and being damaged when subjected to force, especially pressure, and improves the stability of the anti-collision mechanism during operation, further improving the safety during construction.

[0040] Optionally, the second spring is located on the side of the first spring closer to the unclosed road and its elastic force is less than that of the first spring.

[0041] By adopting the above technical solution, when a vehicle impacts the main body of the crash pad, the main body of the crash pad can only move in the direction of approaching or moving away from the moving frame. This causes an imbalance of forces on both sides of the rotating part, making it easier for the main body of the crash pad and the rotating part to rotate toward the side of the unclosed road. This further improves the effect of pushing the vehicle to the side of the unclosed road and improves the safety during construction.

[0042] Optionally, the driving component includes:

[0043] Movable component one, used to drive the moving frame to move;

[0044] Toothed bar one is mounted on the movable frame;

[0045] The second toothed rack is slidably mounted on the vehicle body and engages with the first toothed rack for positioning;

[0046] The second moving part is used to drive the second toothed rack to move.

[0047] By adopting the above technical solution, the driving component drives the toothed rack two to disengage from the toothed rack one. Then, the moving component one drives the moving frame, the toothed rack one, and the anti-collision mechanism to move. After the movement is completed, the moving component two drives the toothed rack two to approach and engage with the toothed rack one, thereby achieving the positioning of the moving frame and thus realizing the adjustment of the position of the moving frame. Moreover, by the cooperation of the moving component two itself, the moving component one, the toothed rack one, and the toothed rack two, positioning is achieved from two mutually perpendicular directions. Compared with a single direction, this improves the positioning effect of the moving frame and the anti-collision mechanism, and further improves the safety during construction.

[0048] Secondly, the control method for the anti-collision pad provided in this application adopts the following technical solution:

[0049] The method for controlling anti-collision pads includes the following steps:

[0050] High-altitude warning lights and infrared reflectors are used to display the location of the construction area. At the same time, multiple projectors are activated to project multiple warning messages along the road onto oncoming traffic, which in turn display the location of the construction area and warn vehicles.

[0051] The detection component is used to detect the speed of oncoming vehicles. The drive assembly is activated according to the vehicle speed to adjust the length of the anti-collision mechanism so that the length of the anti-collision mechanism is adapted to the speed of oncoming vehicles. The anti-collision mechanism is activated to help reduce the impact damage of vehicles on the construction area.

[0052] By adopting the above technical solution, high-altitude warning lights and infrared reflectors are used to display the location of the construction area. At the same time, multiple projection devices are activated to project multiple warning messages along the road onto the roadside, thereby cooperating to display the location of the construction area and to warn vehicles. The detection device is used to detect the speed of oncoming vehicles, and the drive component is activated according to the vehicle speed to adjust the length of the anti-collision mechanism so that the length of the anti-collision mechanism is adapted to the speed of oncoming vehicles. The anti-collision mechanism is activated to help reduce the impact damage of vehicles to the construction area.

[0053] In summary, this application includes at least one of the following beneficial technical effects:

[0054] 1. By coordinating the detection components and drive assembly, the anti-collision mechanism extends when the vehicle speed is high, increasing the distance between the collision point and the construction area and reducing impact damage to the construction area. When the vehicle speed is low, the moving frame and anti-collision mechanism retract, reducing the outward extension length of the anti-collision mechanism. This provides more space when the vehicle needs to change to another lane after a collision, reducing the risk of collision due to insufficient space and improving safety during construction.

[0055] 2. By projecting warning messages onto the road in advance using warning components, vehicles can anticipate the location of the construction area and change lanes to avoid it. This is especially important in situations with poor visibility, such as heavy fog, where the warning messages allow drivers to be informed of the situation earlier, thus greatly reducing the risk of vehicles colliding with the construction area and improving safety during construction.

[0056] 3. When a vehicle collides with the anti-collision mechanism, the mechanism rotates under the impact. Due to the rotation, the direct impact force of the vehicle on the anti-collision mechanism is greatly reduced. The anti-collision mechanism can rebound under the action of elasticity. The rebound force can push the vehicle to one side of the unclosed road. This design can greatly reduce the risk of the vehicle impacting into the construction area and the vehicle being damaged, and further improve the safety of construction and vehicles. Attached Figure Description

[0057] Figure 1 This is a structural diagram of the crash pad and the vehicle body;

[0058] Figure 2 This is a schematic diagram of the drive component in the anti-collision pad;

[0059] Figure 3 yes Figure 2 Enlarged diagram of section A in the middle;

[0060] Figure 4 This is a structural diagram of the gantry and alarm mechanism in the anti-collision pad;

[0061] Figure 5 yes Figure 4 Enlarged diagram of section B;

[0062] Figure 6 This is a structural diagram of the movable frame, rotating seat, lifting component, and anti-collision mechanism in the anti-collision pad;

[0063] Figure 7 This is a structural diagram of the rotating seat and anti-collision mechanism in the anti-collision pad.

[0064] Reference numerals: 1. Movable frame; 11. Gantry; 12. Protective sleeve; 13. Mounting port; 14. Mounting plate; 15. Vehicle body; 2. Drive assembly; 21. Movable component one; 22. Toothed rack one; 23. Toothed rack two; 24. Movable component two; 3. Alarm mechanism; 31. Detection component; 32. Warning assembly; 33. Height warning light; 34. Infrared reflector; 35. Projection component; 36. First projection light; 37. Second projection light; 38. Rotating shaft; 39. Drive assembly; 4. Rotating seat; 41. Lifting component; 5. Synchronization component; 51. First gear; 52. Second gear; 53. Intermediate gear; 6. Anti-collision mechanism; 61. Anti-collision frame; 62. Rotating part; 621. Inclined section; 622. Horizontal section; 623. Fixed plate; 63. Moving part; 64. Rotating shaft; 65. Alternating cavity; 7. Anti-collision component; 71. Anti-collision pad body; 72. Anti-collision frame; 73. Anti-collision spring; 74. Blocking block; 75. Sandbag; 8. Adjustment component; 81. First spring; 82. Second spring; 83. Rod body one; 84. Rod body two. Detailed Implementation

[0065] The following provides a further detailed description of this application.

[0066] This application discloses an anti-collision pad with a control system.

[0067] Reference Figure 1 and Figure 2 The anti-collision pad with a control system includes a movable frame 1 for horizontal sliding on the vehicle body 15, a drive assembly 2, an alarm mechanism 3, and an anti-collision mechanism 6. The drive assembly 2 drives the movable frame 1 to move. The alarm mechanism 3 detects the vehicle speed and is electrically connected to the drive assembly 2. The anti-collision mechanism 6 is mounted on the movable frame 1 and is used to buffer the vehicle under the action of elasticity and is electrically connected to the detection component 31. The drive assembly 2 drives the movable frame 1 and the anti-collision mechanism 6 to move according to the vehicle speed, so that the length of the anti-collision mechanism 6 extends or shortens, that is, moves closer to or away from the vehicle, in order to adapt to different vehicle speeds. At the same time, the alarm mechanism 3 can also project warning messages on the road surface, thereby reminding the driver in advance to know the construction area and change lanes in advance to avoid it. The anti-collision mechanism 6 can also rotate under the impact of the vehicle, so that the vehicle moves towards the side of the unclosed road under the action of rotation and elasticity. After the vehicle separates from the anti-collision mechanism 6, the anti-collision mechanism 6 returns to its original position under the action of elasticity.

[0068] The sliding direction of the mobile frame 1 is parallel to the direction of travel of the vehicle body 15 along the road. The mobile frame 1 is located on the side closer to the ground, so that the anti-collision mechanism 6 is used to buffer the vehicle and reduce the risk of the vehicle going under the vehicle and being damaged.

[0069] Reference Figure 2 and Figure 3 The drive assembly 2 includes a first movable component 21, a first toothed rack 22, a second toothed rack 23, and a second movable component 24. The first movable component 21 and the second movable component 24 can be electric actuators. The first movable component 21 is fixedly installed on the vehicle body 15, and the piston rod of the first movable component 21 is connected to the side wall of the moving frame 1. The first toothed rack 22 is fixedly installed on the side wall of the moving frame 1 and is arranged along the sliding direction of the moving frame 1. The second toothed rack 23 is slidably installed on the vehicle body 15 and its sliding direction is perpendicular to the sliding direction of the moving frame 1. The second movable component 24 is fixedly installed on the vehicle body 15, and its piston rod is fixedly connected to the second toothed rack 23. The second movable component 24 is used to drive the second toothed rack 23 to mesh with the first toothed rack 22, thereby realizing the positioning of the moving frame 1. When the moving frame 1 needs to move, the second movable component 24 drives the second toothed rack 23 to disengage from the first toothed rack 22, and the first movable component 21 can then drive the moving frame 1 to move.

[0070] Reference Figure 1 , Figure 3 and Figure 4The alarm mechanism 3 includes a detection element 31 and a warning component 32. A vertical mast 11 is fixedly installed on the vehicle body 15 and located on the side close to the anti-collision mechanism 6. The detection element 31 is fixedly installed on the top of the mast 11. The detection element 31 is a speed detector and is used to detect the speed of the vehicle. A control box for controlling the start and stop of the first moving part 21 and the second moving part 24 is fixedly installed on the vehicle body 15. The detection element 31 is used to transmit the detected vehicle speed data to the control box. The control box controls the start and stop of the first moving part 21 and the second moving part 24 according to the vehicle speed, thereby controlling the extension length of the anti-collision mechanism 6.

[0071] The detection component 31 is used to detect vehicle speed. Once the detected oncoming vehicle speed reaches a certain threshold (e.g., 60 km / h), the control box immediately activates the control components 21 and 24, causing the anti-collision mechanism 6 to extend. For example, the anti-collision mechanism 6 extends from its initial retracted state (50% of its total length) to 75% of its length. When the speed of the following vehicle continues to increase to 120 km / h or above, the anti-collision mechanism 6 extends to its full length (100%), thereby increasing the buffer space in the construction area and reducing the impact damage from vehicles. The above data can also be adjusted as needed to better match the actual situation. If the detection component 31 detects that the vehicle speed is below a certain threshold, the anti-collision mechanism 6 shortens, leaving more space in front of the anti-collision mechanism 6 for vehicles to change lanes, further reducing the impact damage from vehicles to the construction area and improving safety during construction.

[0072] Reference Figure 1 , Figure 4 The warning component 32 is installed on the mobile frame 1 and is used to display the position to the vehicle and project warning messages onto the road on the side of the oncoming vehicle. The warning component 32 includes a height warning light 33 and an infrared reflector 34, and multiple projectors 35. The height warning light 33 and the infrared reflector 34 are fixedly installed on the side wall of the gantry 11 near the oncoming vehicle and are used to display the position to the vehicle for warning. The infrared reflector 34 has a through hole at the height warning light 33 for the height warning light 33 to pass through. The height warning light 33 and the infrared reflector 34 are existing structures and will not be described in detail here.

[0073] Multiple projectors 35 are used to project multiple visible warning messages onto the road surface on the side of oncoming vehicles. These warning messages are arranged along the length of the road and are used to warn vehicles, allowing them to understand the situation of the construction area ahead in advance. Especially in weather conditions such as heavy fog, the light projected by the projectors 35 can penetrate the fog and be projected onto the ground, allowing drivers to know the location of the construction area and other conditions in advance, and to change lanes and avoid it in advance, thus improving the safety of construction and vehicles.

[0074] Reference Figure 4 and Figure 5The multiple projection elements 35 include vertically spaced first projection lamps 36 and multiple second projection lamps 37. The first projection lamps 36 are located at the lowest point and are fixedly mounted on the gantry 11, so that the distance between the warning signs on the ground illuminated by the first projection lamps 36 and the multiple second projection lamps 37 and the vehicle body 15 gradually increases. The multiple second projection lamps 37 are rotatably mounted on the gantry 11 via rotating shafts 38. The rotating shafts 38 on adjacent second projection lamps 37 are connected by a synchronization component 5. The gantry 11 is provided with a drive element 39 for driving one of the second projection lamps 37 to rotate. The drive element 39 is a drive motor. The output shaft of the drive element 39 is connected to the rotating shaft 38 located at the lowest point. After the drive element 39 is started, it drives the multiple second projection lamps 37 to rotate via the synchronization component 5, and is used to adjust the angle between the first projection lamp 36 and the adjacent second projection lamp 37 and the angle between two adjacent second projection lamps 37, so that the two angles are the same.

[0075] The synchronization component 5 includes a first gear 51, a second gear 52, and an intermediate gear 53. The first gear 51 and the second gear 52 are keyed to two rotating shafts 38, respectively. The first gear 51 has more teeth than the second gear 52. The second projection lamp 37 connected to the first gear 51 is located on the side of the second projection lamp 37 connected to the second gear 52 closer to the first projection lamp 36, that is, the first gear 51 is located below the second gear 52. The intermediate gear 53 is rotatably mounted on the gantry 11 and is located between the first gear 51 and the second gear 52, meshing with both. The intermediate gear 53 has more teeth than the second gear 52 but less teeth than the first gear 51. The number of teeth of the first gear 51, the second gear 52, and the intermediate gear 53 is designed according to actual needs, as long as the requirements are met.

[0076] The driving component 39 drives the rotating shaft 38 to rotate, the rotating shaft 38 drives the first gear 51 and the second projection lamp 37 to rotate, the first gear 51 drives the intermediate gear 53 to rotate, the intermediate gear 53 drives the second gear 52 to rotate, and the second gear 52 drives the rotating shaft 38 and the second projection lamp 37 connected to it, thereby realizing the rotation of two adjacent second projection lamps 37, and making the angle between the first projection lamp 36 and the adjacent second projection lamp 37 and the angle between two adjacent second projection lamps 37 consistent.

[0077] Reference Figure 1 , Figure 6The mobile frame 1 has a rotating seat 4 horizontally mounted at one end away from the vehicle body 15. The mobile frame 1 is rotatably mounted with a lifting member 41 that rotates with the rotating seat 4. The lifting member 41 can be an electric push rod. The anti-collision mechanism 6 is set on the rotating seat 4. The lifting member 41 is used to drive the anti-collision mechanism 6 to rotate upward away from the ground, so that the vehicle body 15 can transport the anti-collision mechanism 6. When it is necessary to protect the construction area from collision, after the vehicle body 15 transports the anti-collision mechanism 6 to the position, the lifting member 41 drives the anti-collision mechanism 6 to be placed on the ground, so as to facilitate the protection of the construction area from collision.

[0078] Reference Figure 6 , Figure 7 The anti-collision mechanism 6 includes an anti-collision frame 61, an anti-collision component 7, and an adjustment component 8. The anti-collision frame 61 includes a rotating part 62 and a moving part 63. Multiple rotating parts 62 and moving parts 63 are spaced apart on the same horizontal plane, and two rotating parts 62 and moving parts 63 are vertically spaced apart on the same vertical plane.

[0079] The rotating part 62 includes an inclined section 621 and a horizontal section 622. Multiple inclined sections 621 on the same horizontal plane are rotatably mounted on the side wall of the rotating seat 4 away from the moving frame 1 via a vertical rotating shaft 64. The other end of the inclined section 621 is inclined away from the rotating shaft 64 and the rotating seat 4. The horizontal section 622 is integrally mounted on the inclined section 621 and is parallel to the sliding direction of the moving frame 1. A fixed plate 623 is fixedly mounted at the connection between the inclined section 621 and the horizontal section 622. The moving part 63 slides through the end of the horizontal section 622 away from the inclined section 621 and the rotating seat 4, and the sliding direction of the moving part 63 is parallel to the sliding direction of the moving frame 1. The anti-collision component 7 is mounted on the anti-collision frame 61 and is elastic, and is used to buffer the impact of the vehicle.

[0080] The anti-collision assembly 7 includes an anti-collision pad body 71, an anti-collision frame 72, an anti-collision spring 73, and a blocking block 74. The anti-collision pad body 71 is fixedly installed on the end of the plurality of moving parts 63 away from the rotating part 62. The anti-collision pad body 71 is an elastic plate-shaped structure that extends perpendicular to the sliding direction of the moving part 63. The moving frame 1, the two vertically arranged rotating parts 62 and the two moving parts 63 cooperate with the anti-collision pad body 71 to form a relief cavity 65. The anti-collision frame 72 is fixedly installed on the side wall of the moving frame 1 and located in the relief cavity 65. The upper surface of the anti-collision frame 72 is open, and a plurality of sandbags 75 are placed inside the anti-collision frame 72. The plurality of sandbags 75 fill and position the anti-collision frame 72 to achieve counterweight and reduce impact force.

[0081] A deformable protective sleeve 12 is fixedly installed on the side wall of the anti-collision pad body 71 near the rotating seat 4. The protective sleeve 12 has an installation opening 13 on its upper surface. A deformable mounting plate 14 is installed in the installation opening 13. The mounting plate 14 blocks the installation opening 13. Opening the installation opening 13 allows sandbags 75 to be put into or taken out of the anti-collision frame 72. The deformable protective sleeve 12 and the mounting plate 14 facilitate the anti-collision pad body 71 to avoid collisions when it rotates.

[0082] Multiple anti-collision springs 73 are provided, each corresponding to a different moving part 63. The protective springs are sleeved on the moving parts 63 and the horizontal section 622, with both ends fixedly connected to the fixed plate 623 and the anti-collision pad body 71, respectively. Two blocking blocks 74 are vertically spaced, each corresponding to a different rotating part 62. The blocking blocks 74 are detachably mounted on the side wall of the rotating seat 4 and positioned against the inclined section 621, thereby allowing adjustment of the rotation direction of the rotating part 62 so that the rotating part 62 can only rotate towards the side closer to the unclosed road.

[0083] The adjustment assembly 8 is mounted on the rotating seat 4 and connected to the anti-collision frame 61. The adjustment assembly 8 includes a first spring 81 and a second spring 82, a first rod 83 and a second rod 84. One end of the first spring 81 and the second spring 82 are respectively fixedly mounted on the side wall of the rotating seat 4 located on both sides of the rotating shaft 64 and the anti-collision frame 61. The other end of the first spring 81 and the second spring 82 face the anti-collision pad body 71 and are set towards the two fixed plates 623 near the corresponding positions and are fixedly connected to the fixed plates 623. That is, the distance between the two ends of the first spring 81 and the second spring 82 near the rotating seat 4 is greater than the distance between the two ends of the first spring 81 and the second spring 82 near the anti-collision pad body 71. The second spring 82 is located on the side of the first spring 81 closer to the unclosed road, that is, the second spring 82 is closer to the unclosed road.

[0084] The second spring 82 has the same elastic force as the first spring 81, or the second spring 82 has a smaller elastic force than the first spring 81, making the second spring 82 more easily deformable and the anti-collision pad body 71 more easily rotate toward the unclosed road. At the same time, the difference in elastic force between the second spring 82 and the first spring 81 is less than the elastic force of the protective sleeve 12, so that the anti-collision pad body 71 can maintain a stable state under the action of the protective sleeve 12 in the initial state.

[0085] Simultaneously, two inclined sections 621 arranged vertically are each equipped with a first spring 81, and two other inclined sections 621 are each equipped with a second spring 82. Each of the first spring 81 and the second spring 82 is equipped with a rod 83 and a rod 84. The rods 83 and 84 are slidably fitted together and their opposite ends are rotatably connected to the side wall of the rotating seat 4 and the side wall of the fixed plate 623 opposite to the side wall of the anti-collision spring 73, respectively. The diameters of the rods 83 and 84 are smaller than the inner diameters of the first spring 81 and the second spring 82. The sliding connection between the rods 83 and 84 guides the deformation of the first spring 81 and the second spring 82, ensuring that they deform along a predetermined path. This increases the deformation force of the first spring 81 and the second spring 82 after deformation and reduces the risk of damage to both.

[0086] When a vehicle impacts the main body 71 of the crash pad, the main body 71 first buffers the impact force of the vehicle. Then, the main body 71 compresses multiple crash springs 73, multiple first springs 81, and multiple second springs 82 to buffer the impact force. At the same time, the impact force also causes the rotating part 62 and the moving part 63 to rotate towards the side of the unclosed road. The rotation reduces the impact force of the vehicle. Under the action of itself, the crash springs 73, the first springs 81, and the second springs 82, the main body 71 pushes the vehicle to move towards the unclosed road, so that the vehicle moves to the unclosed road and separates from the main body 71.

[0087] The rotation of the anti-collision pad body 71 exerts a force on the first spring 81 and the second spring 82, generating a tension force on the first spring 81 and a pressure force on the second spring 82. After the vehicle separates from the anti-collision pad body 71, the first spring 81 and the second spring 82 push the anti-collision pad body 71 back to its original position under the action of their own elastic restoring force, thereby continuing to buffer subsequent vehicles and improving the safety during construction.

[0088] The working principle of this application embodiment is as follows:

[0089] The detection component 31 is used to detect vehicle speed. When the speed of the oncoming vehicle reaches a certain threshold, the control box immediately activates the control of moving component 1 21 and moving component 24, causing the anti-collision mechanism 6 to extend, thereby increasing the buffer space of the construction area and reducing the impact damage of the vehicle on the construction area. If the detection component 31 detects that the vehicle speed is lower than a certain threshold, the anti-collision mechanism 6 will shorten, leaving a larger space in front of the anti-collision mechanism 6 for the vehicle to change lanes, further reducing the impact damage of the vehicle on the construction area and improving the safety during construction.

[0090] The high-altitude warning light 33 and the infrared reflector 34 are used to display the location of the construction area to oncoming vehicles. At the same time, the drive unit 39 starts to adjust the angle of multiple second projection lights 37, so that multiple first projection lights 36 work together to project multiple warning messages at intervals on the road of oncoming vehicles. This allows drivers to know the location of the construction area in advance and change lanes to avoid it, thereby further reducing the risk of vehicles colliding with the construction area and improving safety during construction.

[0091] When a vehicle impacts the main body 71 of the crash barrier, the main body 71, multiple crash springs 73, multiple first springs 81, and multiple second springs 82 buffer the impact force. At the same time, the impact force also causes the rotating part 62 and the moving part 63 to rotate towards the side of the unclosed road. The rotation reduces the impact force of the vehicle. Under the action of itself, the crash springs 73, the first springs 81, and the second springs 82, the main body 71 pushes the vehicle towards the unclosed road, so that the vehicle moves to the unclosed road and separates from the main body 71. Under the action of its own elastic restoring force, the first springs 81 and the second springs 82 push the main body 71 back to its original position, thereby continuing to buffer subsequent vehicles and improving the safety during construction.

[0092] This application discloses a method for controlling anti-collision pads.

[0093] Reference Figures 1-3 The control method for anti-collision pads includes the following steps:

[0094] The high-altitude warning light 33 and the infrared reflector 34 are used to display the location of the construction area. At the same time, multiple projectors 35 are activated to project multiple warning messages along the road onto oncoming traffic, thereby cooperating to display the location of the construction area and to warn vehicles.

[0095] The detection component 31 is used to detect the speed of the oncoming vehicle. The drive component 2 is activated according to the vehicle speed to adjust the length of the anti-collision mechanism 6 so that the length of the anti-collision mechanism 6 is adapted to the speed of the oncoming vehicle. The anti-collision mechanism 6 is activated to help reduce the impact damage of the vehicle on the construction area.

[0096] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A crash cushion having a control system, characterized by: The utility model relates to a movable frame (1) for sliding on a vehicle body (15), further comprising a drive assembly (2) for driving the movable frame (1) to move, an alarm mechanism (3) comprising: a detection member (31) for detecting the speed of the vehicle and electrically connected to the drive assembly (2); a warning assembly (32) arranged on the movable frame (1) and used for displaying the position to the oncoming vehicle and projecting warning words on the road on the side of the oncoming vehicle; the anti-collision mechanism (6) is arranged on the movable frame (1) and buffers the vehicle under the action of elastic force, and the anti-collision mechanism (6) can also rotate under the impact of the vehicle to make the vehicle move towards the side of the unblocked road under the action of rotation and elastic force and make the anti-collision mechanism (6) separate from the vehicle and then return to the original position; the drive assembly (2) drives the movable frame (1) and the anti-collision mechanism (6) to move according to the vehicle speed, so that the length of the anti-collision mechanism (6) is extended or shortened, that is, the anti-collision mechanism (6) is close to or away from the vehicle, so as to adapt to different vehicle speeds.

2. A crash cushion with control system according to claim 1, characterized in that: the warning assembly (32) comprises: a height warning lamp (33) and an infrared reflecting member (34) arranged on the vehicle body (15) and used for warning the oncoming vehicle of the position; a plurality of projection members (35) for projecting a plurality of warning words arranged along the length direction of the road and visible on the road surface on the side of the oncoming vehicle.

3. A crash cushion with control system according to claim 2, characterized in that: the projection member (35) comprises vertically spaced first projection lamps (36) and a plurality of second projection lamps (37), the distance between the warning words irradiated on the ground by the first projection lamp (36) and the plurality of second projection lamps (37) and the vehicle body (15) gradually increases, the second projection lamp (37) is rotatably installed on the vehicle body (15), adjacent two second projection lamps (37) are connected through a synchronous assembly (5), a driving member (39) for driving one of the second projection lamps (37) to rotate is arranged on the vehicle body (15), and the driving member (39) drives a plurality of second projection lamps (37) to rotate through the synchronous assembly (5) after being started and is used for adjusting the angle between the first projection lamp (36) and the adjacent second projection lamp (37) and the angle between adjacent two second projection lamps (37) and making the two angles consistent.

4. A crash cushion with control system according to claim 3, characterized in that: the synchronous assembly (5) comprises: a first gear (51) and a second gear (52) arranged on adjacent two second projection lamps (37), the number of teeth of the first gear (51) is greater than that of the second gear (52), and the second projection lamp (37) connected with the first gear (51) is located on the side close to the first projection lamp (36) of the second projection lamp (37) connected with the second gear (52); an intermediate gear (53) rotatably installed on the vehicle body (15) and located between and meshed with the first gear (51) and the second gear (52), the number of teeth of the intermediate gear (53) is less than that of the first gear (51) and greater than that of the second gear (52).

5. The crash cushion with control system of claim 1, wherein: the anti-collision mechanism (6) comprises: an anti-collision frame (61) rotatably arranged on the movable frame (1); an anti-collision assembly (7) arranged on the anti-collision frame (61) and having elasticity and used for buffering the vehicle. The adjusting assembly (8) is arranged on the moving frame (1) and connected with the anti-collision frame (61), the anti-collision assembly (7) drives the anti-collision frame (61) to rotate after being impacted by the vehicle, and the vehicle moves towards the unblocked road under the action of the rotation of the anti-collision frame (61) and the elastic force of the anti-collision assembly (7), and the anti-collision assembly (7) rotates to the original position under the elastic force of the adjusting assembly (8) after the vehicle is separated.

6. A crash cushion with control system according to claim 5, characterized in that: The anti-collision frame (61) comprises a rotating part (62) rotatably arranged on the moving frame (1) through a rotating shaft (64) and a moving part (63) slidably arranged on the rotating part (62), and a fixing disc (623) is arranged on the rotating part (62). The anti-collision pad body (71) is arranged on one end of the moving part (63) away from the rotating part (62), The anti-collision frame (72) is arranged on the moving frame (1) and internally placed with a plurality of sandbags (75) for anti-collision, and the moving frame (1), the anti-collision pad body (71), the rotating part (62) and the moving part (63) cooperatively form an avoiding cavity (65) for avoiding when the anti-collision frame (72) rotates; The anti-collision spring (73) is connected with the anti-collision pad body (71) and the fixing disc (623) and cooperates with the anti-collision pad body (71) to buffer the anti-collision; The blocking block (74) is arranged on the moving frame (1) and abuts against the rotating part (62) to enable the anti-collision frame (61) to only rotate towards the unblocked road side.

7. A crash cushion with control system according to claim 6, characterized in that: The adjusting assembly (8) comprises: The first spring (81) and the second spring (82) are arranged on the moving frame (1) and located on both sides of the rotating shaft (64) in an inclined state, one ends of the first spring (81) and the second spring (82) are connected with the fixing disc (623) and used for maintaining the stable state of the rotating part (62), and the first spring (81) and the second spring (82) drive the anti-collision frame (61) and the anti-collision pad body (71) to rotate to the original position after the anti-collision pad body (71) is separated from the vehicle; The rod body one (83) and the rod body two (84) are both provided with two and respectively arranged at the first spring (81) and the second spring (82), one ends of the rod body one (83) and the rod body two (84) are slidably connected, and the other ends are respectively rotatably connected with the moving frame (1) and the fixing disc (623), and the first spring (81) and the second spring (82) are both sleeved on the rod body one (83) and the rod body two (84).

8. A crash cushion with control system according to claim 7, characterized in that: The second spring (82) is located on the side of the first spring (81) close to the unblocked road and has an elastic force smaller than that of the first spring (81).

9. The crash cushion with control system of claim 1, wherein: The driving assembly (2) comprises: The moving part one (21) is used for driving the moving frame (1) to move; The toothed strip one (22) is arranged on the moving frame (1); The toothed strip two (23) is slidably arranged on the vehicle body (15) and is in engagement with the toothed strip one (22) to be positioned; The moving part two (24) is used for driving the toothed strip two (23) to move.

10. A control method applied to the crash pad as claimed in claim 2, characterized in that: The method comprises the following steps: The high warning light (33) and the infrared reflecting member (34) are used for displaying the position of the construction area, and the multiple projection members (35) are used for projecting multiple warning words along the road to cooperate with the display of the position of the construction area and to warn the vehicles; The detection member (31) is used for detecting the speed of the incoming vehicle, and the driving assembly (2) is used for adjusting the length of the anti-collision mechanism (6) according to the speed of the vehicle, so that the length of the anti-collision mechanism (6) is adapted to the speed of the incoming vehicle.

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