Road construction vehicle anti-collision buffer vehicle

Abstract

The application relates to the technical field of anti-collision vehicles, and discloses a road construction vehicle anti-collision buffer vehicle, which comprises a working vehicle body serving as a basic component of the whole device and used for bearing and assembling various processing mechanisms and subordinate substructure components thereof; a honeycomb buffer group arranged around the outer wall of the working vehicle body and forming an initial protective layer for the working vehicle body; a sensing trigger unit arranged at the tail and the side rear part of the working vehicle body and used for outputting a trigger signal; a composite buffer module arranged in the honeycomb buffer group and used for power conversion while protecting the working vehicle body; and a displacement execution module arranged at the bottom of the working vehicle body and connected with the composite buffer module. Through the buffer-gas-displacement integrated mechanism, when the vehicle is impacted, the vehicle is changed from a stationary collision target into a movable buffer body, the distance from the collision vehicle is actively widened, the time for releasing the collision energy is prolonged, and therefore the high peak impact force is converted into a relatively gentle action process.

Description

Technical Field

[0001] This invention relates to the field of collision avoidance vehicle technology, specifically to a road construction vehicle collision avoidance buffer vehicle. Background Technology

[0002] Road construction vehicles, especially small vehicles used for road sweeping, watering, and marking, often travel at low speeds or operate from fixed points within closed or semi-closed lanes. To protect the safety of construction personnel and equipment, dedicated crash cushioning vehicles are often parked or followed behind these vehicles. Existing mainstream crash cushioning technologies have the following limitations:

[0003] The current protection methods primarily rely on passive, static energy absorption, resulting in low energy management efficiency. Existing technologies often absorb collision kinetic energy by adding large metal structures or composite material energy-absorbing modules (such as honeycomb aluminum or foam aluminum crumple zones) to the rear of the vehicle. The core principle is to dissipate energy through the plastic deformation of the structure itself. Under high-speed or high-energy impacts, this "hard-hitting" method causes the collision force to reach its peak in a very short time. Although some energy is absorbed, the massive instantaneous impact can still cause severe collapse or even failure of the buffer structure, posing a threat to the protected vehicles and personnel in front. Essentially, existing solutions treat the vehicle as a fixed "collision target," failing to effectively utilize collision energy to proactively change the unfavorable situation.

[0004] Secondly, the high maintenance and replacement costs affect continuous operation. Traditional energy-absorbing modules often suffer irreversible and permanent deformation after a single effective collision, requiring complete replacement. The replacement process typically requires specialized tools, multiple personnel, and a considerable amount of time, leading to reduced vehicle availability and hindering construction progress. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a road construction vehicle anti-collision buffer vehicle, which solves the problem that traditional anti-collision buffer vehicles can only passively withstand impacts and cannot use impact energy to drive their own displacement to actively reduce the impact force.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a road construction vehicle anti-collision buffer vehicle, comprising:

[0007] The work vehicle body, as the basic component of the overall device, is used to support and assemble various processing mechanisms and their subordinate structural components;

[0008] The honeycomb buffer group is located around the outer wall of the work vehicle body to form an initial protective layer for the work vehicle body;

[0009] The sensing trigger unit is located at the rear and side rear of the work vehicle body and is used to output trigger signals;

[0010] The composite buffer module, located inside the honeycomb buffer group, protects the vehicle body while converting power.

[0011] The displacement execution module is located at the bottom of the work vehicle body and is connected to the composite buffer module to execute displacement commands for the work vehicle body;

[0012] The components can be quickly replaced by connecting the composite buffer module.

[0013] Preferably, the honeycomb buffer group includes a buffer plate, which is uniformly distributed in a honeycomb pattern around the outer wall of the work vehicle body, and the buffer plate is made of modified polypropylene.

[0014] Preferably, the sensing triggering unit includes a millimeter-wave radar, a pressure sensor array, and a control unit. The millimeter-wave radar and the pressure sensor array are both located at the rear and side rear of the work vehicle. The control unit is configured to make collision warning judgments based on sensor signals and output the trigger signal when a collision is confirmed.

[0015] Preferably, the composite buffer module includes a buffer airbag located inside the buffer plate. The airbag's outlet is connected to one end of a one-way valve, and the other end of the one-way valve is connected to the inlet of a gas collection manifold. The buffer airbag has a fixing layer and a gas-containing layer.

[0016] Preferably, the displacement execution module includes a vector jet nozzle, which is connected to the outlet end of the gas collection manifold, and the vector jet nozzle is directed toward the rear and lower part of the vehicle body.

[0017] Preferably, the displacement execution module further includes an impact turbine, a clutch, and a drive shaft. The airflow channel of the gas collection manifold points to the blades of the impact turbine. The output shaft of the impact turbine is connected to the drive shaft via the clutch. The drive shaft is linked to the drive wheel of the work vehicle body.

[0018] Preferably, the work vehicle body is equipped with an electronic parking brake system that is signal-connected to the control unit; the control unit is further configured to output a control signal to the electronic parking brake system to release the brake after making a collision warning judgment and before outputting the trigger signal.

[0019] Preferably, the quick-change assembly includes a receiving box, which is disposed on one side of the inner wall of the buffer plate. A sliding plate is slidably connected inside the receiving box. A groove is formed on one side of the outer wall of the sliding plate. The outer wall of the sliding plate is connected to the inner wall of the receiving box by a tension spring. One end of an L-shaped rod is slidably connected inside the groove. The other end of the L-shaped rod is rotatably connected to the inner wall of the receiving box. An extension plate is installed on one side of the outer wall of the sliding plate. A short post is provided on the outer wall of the extension plate. One end of the short post penetrates the fixing layer of the buffer airbag.

[0020] Preferably, the cross-section of the short column is triangular.

[0021] Working Principle: A complete collision protection closed loop is constructed through the synergy of intelligent early warning, active energy conversion, and mechanical maintenance. During system operation, a forward-looking collision risk assessment is first performed by a perception trigger unit deployed at the rear of the vehicle. This unit integrates information from multiple sensors and continuously calculates the collision risk and optimal warning timing for vehicles approaching from behind through dynamic probability assessment and real-time decision-making algorithms. Once the algorithm determines that a high-speed collision is unavoidable, the control system will issue a command to release the electronic parking brake of the work vehicle, pre-releasing constraints for subsequent vehicle movement. Subsequently, a collision occurs. The external honeycomb buffer structure is the first to be impacted, undergoing controlled collapse to absorb some energy. Simultaneously, the composite buffer module integrated within the buffer structure activates. Its core buffer airbag, after being subjected to severe compression, rapidly collects and diverts the high-pressure gas generated inside. This captured gas energy then enters a precisely controlled distribution and execution phase. The displacement execution module dynamically distributes high-pressure gas to different execution terminals in a very short time according to a preset optimal control algorithm: In the initial stage, the gas is mainly directed to the vector jet nozzles under the vehicle, generating a strong, directionally controllable jet thrust to overcome the vehicle's static inertia and instantly give it forward acceleration; after the vehicle begins to move, the system automatically adjusts the distribution strategy, directing some airflow to the impact turbine linked to the vehicle's transmission system. The rotational power generated by the turbine is transmitted to the drive wheels through a clutch, converting it into a more efficient and stable ground driving force. This process of sequentially distributing gas energy and coordinating with the chassis execution mechanism allows the work vehicle to actively generate a controlled forward displacement when subjected to a rear impact, thereby greatly extending the collision time and transforming the violent impact peak into a relatively gradual energy dissipation process. Finally, the system is designed with a convenient maintenance mechanism to address potential component damage after a collision. By operating the quick-release components on the vehicle body, maintenance personnel can replace damaged airbags without special tools: simply pull the external handle, and the airbag module can be unlocked and removed through the linkage of the internal linkage and spring mechanism; when installing a new module, simply reverse the operation to the locking position to automatically complete the mechanical fixation and air circuit connection. The entire system thus achieves full-process active safety protection from intelligent collision risk perception, active absorption and conversion of impact energy to rapid maintenance of damaged components.

[0022] This invention provides a road construction vehicle anti-collision buffer vehicle. It has the following beneficial effects:

[0023] 1. The integrated buffer-gas generation-displacement mechanism of this invention not only absorbs part of the energy through the honeycomb structure and buffer airbags upon impact, but also converts the gas pressure energy generated by the impact into the power to propel the vehicle forward. This process transforms the vehicle from a stationary collision target into a movable buffer, actively increasing the distance from the colliding vehicle and greatly extending the time for the release of collision energy, thereby transforming the instantaneous destructive peak impact force into a relatively gentle action process. This fundamentally changes the passive mode of traditional crash avoidance vehicles that rely solely on their own deformation to dissipate energy, providing significantly better safety protection for construction personnel and equipment inside the vehicle than static buffering.

[0024] 2. This invention integrates an intelligent perception and decision-making system based on multi-source information fusion. Its early warning algorithm can predict risks before a collision occurs and release the vehicle's brakes in advance, creating a crucial prerequisite for subsequent active displacement. The entire sequence from early warning and brake release to gas energy distribution and execution is the result of millisecond-level coordinated control, demonstrating the system's high-speed response and precise decision-making. This close integration of intelligent pre-emptive intervention and physical actuators forms a defensive closed loop with predictive and proactive response capabilities, significantly improving the reliability of responding to sudden dangers in complex road construction environments.

[0025] 3. This invention, through its quick-replacement structure, allows for rapid replacement of damaged airbags after a collision without the need for specialized tools, significantly reducing maintenance time and costs while ensuring continuous protective performance and high equipment uptime. Furthermore, the entire system is primarily a mechanical and pneumatic structure, offering advantages such as high reliability, durability, and environmental adaptability compared to solutions relying on complex electronic actuation or large-mass moving counterweights. This makes it highly suitable for long-term stable operation at harsh road construction sites. Attached Figure Description

[0026] Figure 1 This is a perspective view of the anti-collision buffer vehicle in this invention;

[0027] Figure 2 This is a schematic diagram of the anti-collision buffer vehicle in this invention;

[0028] Figure 3 This is an exploded view of the honeycomb buffer group in this invention;

[0029] Figure 4 This is a schematic diagram of the displacement execution module in this invention;

[0030] Figure 5 This is an exploded view of the displacement execution module in this invention;

[0031] Figure 6 This is an exploded cross-sectional view of the quick-replacement component in this invention;

[0032] Figure 7 This is a diagram of the electronic parking brake system in this invention.

[0033] The components include: 1. Work vehicle body; 2. Honeycomb buffer group; 21. Buffer plate; 3. Sensing trigger unit; 31. Millimeter-wave radar; 32. Pressure sensor array; 33. Control unit; 4. Composite buffer module; 41. Buffer airbag; 411. Fixing layer; 412. Air-containing layer; 42. One-way valve; 43. Gas collection manifold; 5. Displacement execution module; 51. Vector jet nozzle; 52. Impact turbine; 53. Clutch; 54. Drive shaft; 6. Quick-change assembly; 61. Receiving box; 62. Sliding plate; 621. Groove; 63. Tension spring; 64. L-shaped rod; 65. Extension plate; 66. Short column; 11. Electronic parking brake system. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] Please see the appendix Figure 1 - Appendix Figure 7 This invention provides a road construction vehicle anti-collision buffer vehicle, comprising:

[0036] The work vehicle body 1 serves as the basic component of the overall device, used to support and assemble various processing mechanisms and their subordinate structural components;

[0037] Honeycomb buffer group 2 is disposed around the outer wall of the work vehicle body 1 to form an initial protective layer for the work vehicle body 1;

[0038] The sensing trigger unit 3 is located at the rear and side rear of the work vehicle body 1 and is used to output trigger signals;

[0039] The composite buffer module 4 is located inside the honeycomb buffer group 2, which protects the working vehicle body 1 while converting power.

[0040] The displacement execution module 5 is located at the bottom of the work vehicle body 1 and is connected to the composite buffer module 4 to execute displacement commands for the work vehicle body 1.

[0041] Quick-replacement component 6 is connected to the composite buffer module 4 for quick replacement.

[0042] The sensing trigger unit 3 includes a millimeter-wave radar 31, a pressure sensor array 32, and a control unit 33. The millimeter-wave radar 31 and the pressure sensor array 32 are both located at the rear and side rear of the work vehicle body 1. The control unit 33 is configured to make collision warning judgments based on sensor signals and output a trigger signal when a collision is confirmed.

[0043] The work vehicle body 1 is equipped with an electronic parking brake system 11 that is connected to the control unit 33 by signal; the control unit 33 is further configured to output a control signal to the electronic parking brake system 11 to release the brake after making a collision warning judgment and before outputting a trigger signal.

[0044] Specifically, the core decision-making mechanism of the sensing trigger unit 3 is a partially observable optimal stopping problem. The system uses the observation sequence from the millimeter-wave radar 31... (Including Gaussian noise) and the Poisson event stream of the pressure sensor array 32, to estimate the posterior distribution of the state of vehicles behind in real time. Among them, the state vector It includes key parameters such as relative distance, velocity, and acceleration, and its evolution is recursively updated using a Kalman filter.

[0045] The goal of early warning decision-making is to minimize the expected total cost:

[0046]

[0047] in, The warning trigger time, For the actual moment of collision, and The unit costs for false alarms and delays are respectively. The collision loss function is defined as follows: The system dynamically determines the critical risk threshold for triggering a warning by solving the corresponding Bellman optimality equation online, thereby maximizing the safe response time before a collision occurs and prioritizing the issuance of the electronic parking brake release command.

[0048] The honeycomb buffer group 2 includes a buffer plate 21, which is uniformly distributed in a honeycomb pattern around the outer wall of the work vehicle body 1. The buffer plate 21 is made of modified polypropylene.

[0049] The composite buffer module 4 includes a buffer airbag 41, which is located inside the buffer plate 21. The air outlet of the buffer airbag 41 is connected to one end of a one-way valve 42, and the other end of the one-way valve 42 is connected to the air inlet of the gas collection manifold 43. The buffer airbag 41 is provided with a fixing layer 411 and an air-containing layer 412.

[0050] The displacement execution module 5 includes a vector jet nozzle 51, which is connected to the outlet end of the gas collection manifold 43. The vector jet nozzle 51 is oriented towards the rear and lower part of the vehicle body.

[0051] The displacement execution module 5 also includes an impact turbine 52, a clutch 53 and a drive shaft 54. The airflow channel of the gas collection manifold 43 points to the blades of the impact turbine 52. The output shaft of the impact turbine 52 is connected to the drive shaft 54 ​​through the clutch 53. The drive shaft 54 ​​is linked to the drive wheel of the work vehicle body 1.

[0052] Specifically, after the collision, the high-pressure gas generated inside the airbag 41 within a certain time interval... Internally, by controlling the valve opening vector The thrust is dynamically allocated to two paths: the vector jet nozzle 51 and the impact turbine 52. This problem can be modeled as a short-time optimal control problem, with the objective function being to maximize the total forward impulse gained by the vehicle body.

[0053]

[0054] in, For jet thrust, The driving force exerted on the wheels by the turbine drive path is denoted as . This optimization problem is constrained by the conservation of gas mass, pipeline fluid dynamics, and vehicle kinematics equations.

[0055] Construct the Hamiltonian function by applying Pontryagin's maximum principle. And by solving, the theoretically optimal control law is obtained. The solution exhibits a Bang-Singular-Bang structure: initially, the airflow is fully directed to the vector jet nozzle, using instantaneous reverse thrust to overcome static friction; after the vehicle body moves, it enters a singular arc, and the airflow is continuously and optimally distributed between the two paths based on real-time status feedback; finally, the airflow is shut off. This distribution sequence, along with the timing of brake release and clutch engagement, is strictly synchronized with the underlying controller to ensure efficient and smooth displacement.

[0056] The quick-change assembly 6 includes a receiving box 61, which is located on one side of the inner wall of the buffer plate 21. A sliding plate 62 is slidably connected inside the receiving box 61. A groove 621 is provided on one side of the outer wall of the sliding plate 62. The outer wall of the sliding plate 62 is connected to the inner wall of the receiving box 61 by a tension spring 63. One end of an L-shaped rod 64 is slidably connected inside the groove 621. The other end of the L-shaped rod 64 is rotatably connected to the inner wall of the receiving box 61. An extension plate 65 is installed on one side of the outer wall of the sliding plate 62. A short post 66 is provided on the outer wall of the extension plate 65. One end of the short post 66 penetrates the fixing layer 411 of the buffer airbag 41.

[0057] The cross-section of short column 66 is triangular.

[0058] Specifically, if the damaged airbag 41 needs to be replaced after a collision, it can be done through the quick-release assembly 6. Its working principle is based on a four-bar linkage mechanism with spring return, manually triggered by the operator. The specific steps are as follows: The operator pulls the horizontal arm of the L-shaped rod 64 outwards, causing it to rotate around a hinge point fixed to the housing 61. The end of the vertical arm of the L-shaped rod 64 embeds into the inclined groove 621 of the sliding plate 62. Its rotational motion is converted into a horizontal thrust on the sliding plate 62 through the inclined surface of the groove 621, forcing the sliding plate 62 to overcome the tension of the tension spring 63 connected between it and the housing, and slide into the housing. The linear movement of the sliding plate 62 drives the extension plate 65 fixed to it to move synchronously, thereby causing the triangular cross-section short column 66 on the outer wall of the extension plate 65 to be vertically pulled out from the fixing layer 411 of the airbag 41, releasing the main mechanical connection. Subsequently, the operator can manually disconnect the quick-connect air connector between the airbag and the one-way valve 42 and remove the entire airbag module. When installing a new module, place it into the honeycomb grid and align the air passage connector, then release the L-shaped rod 64. At this time, the stretched spring 63 releases its stored elastic potential energy, pulling the sliding plate 62 to reset in the opposite direction. The sliding plate 62, through the extension plate 65, drives the short column 66 to precisely re-insert into the corresponding hole of the new airbag fixing layer 411. The triangular cross-section has a self-guiding function, which can automatically correct minor alignment deviations during insertion, ensuring reliable locking. The entire replacement process requires no tools, relying solely on manual pulling and the mechanical transmission and reset of the mechanism itself, achieving rapid and reliable maintenance of the airbag module.

[0059] The present application will be further described below with reference to the embodiments:

[0060] Example: The working process of the crash buffer vehicle

[0061] 1. Early warning and pre-action phase

[0062] When the crash buffer vehicle is conducting low-speed patrols or fixed-point warnings behind the construction area, its rear and side-rear sensing trigger units 3 remain operational. Millimeter-wave radar 31 continuously scans and tracks the distance, relative speed, and acceleration of vehicles approaching from behind, while pressure sensor array 32 remains on standby. Control unit 33 processes the radar data in real time and runs a collision risk assessment algorithm.

[0063] Suppose a vehicle, driven by distracted drivers, fails to slow down in time and is approaching a construction area at high speed. Control unit 33, through algorithmic calculations, determines that the vehicle poses an extremely high collision risk and its braking distance may be insufficient. Approximately 300 milliseconds before a collision, the system enters an advanced warning state. Control unit 33 immediately sends an "emergency release" command to the electronic parking brake system 11, causing the braking of the work vehicle 1 to disengage within approximately 100 milliseconds, allowing the wheels to roll freely, thus preparing for potential displacement. At this time, an audible and visual alarm may also issue a strong warning to vehicles behind.

[0064] 2. Collision Occurrence and Energy Conversion Stage

[0065] First-level buffering and triggering: The impact first acts on the honeycomb buffer assembly. Its outer modified polypropylene honeycomb buffer plate 21 undergoes elastic and plastic deformation, absorbing and dispersing part of the initial impact energy, while protecting the internal core structure.

[0066] Second-stage buffering and kinetic energy generation: The impact force is further transmitted to the composite buffer module integrated within the honeycomb structure. The buffer airbag 41 within the module is violently compressed. Air pre-stored within the air-bearing layer 412 of the airbag is forced out at high speed through the one-way valve 42 at its outlet, flowing into the gas collection manifold 43. Simultaneously, the airbag's fixing layer 411 and the buffer plate 21 structure work together to ensure the stability and orientation of the airbag during the compression process. Thus, some of the impact kinetic energy is converted into the fluid pressure energy of the high-pressure gas.

[0067] 3. Active displacement execution phase

[0068] After the high-pressure gas is collected, the displacement execution module immediately acts according to the preset control logic, driving the vehicle body to move. This embodiment takes a dual-path system including a vector jet nozzle 51 and an impact turbine 52 as an example:

[0069] Instantaneous start: Immediately after collision confirmation (within approximately 20 milliseconds), the first outlet valve of the gas collection manifold 43 opens, allowing high-pressure gas to flow directly to the vector jet nozzle 51 located on the lower rear side of the vehicle body. The gas is ejected at high speed downwards and rearwards, and the resulting reaction force provides a strong initial forward thrust to the vehicle body, enabling the already braked work vehicle body 1 to quickly overcome inertia and begin to move forward.

[0070] Continuous Drive: Almost simultaneously, the second outlet valve of the gas collection manifold 43 opens in a controlled manner, and some gas rushes towards the blades of the impact turbine 52, driving it to rotate at high speed. The torque output by the turbine is transmitted to the drive shaft 54 ​​through the instantaneously engaged clutch 53, which in turn drives the wheels of the work vehicle 1 to rotate. At this time, the vehicle body has gained initial velocity, and the wheel driving force combined with ground friction provides the vehicle body with continuous and smooth forward acceleration.

[0071] Synergistic effect: Under the combined action of aerodynamics and transmission drive, the work vehicle body 1 achieves a significant forward displacement (e.g., 1-3 meters) within approximately 0.3 to 0.5 seconds. This active displacement greatly reduces the relative velocity difference between the colliding parties in a short period of time, transforming the originally violent "rigid" collision into a longer "rear-end collision-push-away" energy dissipation process with lower peak force. This significantly reduces the final impact force borne by the structure of the work vehicle body 1 itself, effectively protecting the equipment inside the vehicle and the construction area in front.

[0072] 4. Post-processing and rapid reset preparation stage

[0073] The vehicles came to a stop after the collision.

[0074] Status Reset: The control system performs a self-test, and the electronic parking brake system 11 can automatically or manually reapply the brake.

[0075] Maintenance Preparation: Inspection revealed that some airbags 41 were damaged due to over-compression and needed replacement. Maintenance personnel performed the quick-release component 6: pulling the L-shaped rod 64 outwards caused the sliding plate 62 to move inwards via the linkage mechanism, compressing the tension spring 63 and causing the short post 66 to disengage from the fixing layer 411 of the damaged airbag. Then, the quick-connect air line connector between the airbag and the one-way valve 42 was disconnected, allowing the damaged module to be removed. The new airbag 41 module was placed in the corresponding cell, the air line connector was connected, and the L-shaped rod 64 was released. The restoring force of the tension spring 63 caused the sliding plate 62 to return to its original position, and the short post 66 automatically inserted into the fixing layer 411 of the new airbag to lock in place. The entire process can be completed within minutes, and the vehicle quickly returns to its highest protection level, ready for return to duty.

[0076] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A road construction vehicle anti-collision buffer vehicle, characterized in that, include: The work vehicle body (1) serves as the basic component of the overall device, used to support and assemble various processing mechanisms and their subordinate structural components; A honeycomb buffer group (2) is provided around the outer wall of the work vehicle body (1) to form an initial protective layer for the work vehicle body (1); The sensing trigger unit (3) is located at the rear and side rear of the work vehicle body (1) and is used to output trigger signals; The composite buffer module (4) is located inside the honeycomb buffer group (2) and protects the vehicle body (1) while converting power. The displacement execution module (5) is located at the bottom of the work vehicle body (1) and is connected to the composite buffer module (4) to execute displacement commands on the work vehicle body (1); Quick-replacement component (6), which is connected to the composite buffer module (4) for quick replacement; The honeycomb buffer group (2) includes a buffer plate (21), which is uniformly distributed in a honeycomb pattern around the outer wall of the work vehicle body (1). The material of the buffer plate (21) is modified polypropylene. The composite buffer module (4) includes a buffer airbag (41), which is located inside the buffer plate (21). The air outlet of the buffer airbag (41) is connected to one end of a one-way valve (42), and the other end of the one-way valve (42) is connected to the air inlet of the gas collection manifold (43). The buffer airbag (41) is provided with a fixing layer (411) and a gas-containing layer (412). The displacement execution module (5) includes a vector jet nozzle (51), which is connected to the outlet of the gas collection manifold (43), and the vector jet nozzle (51) is directed toward the rear and lower part of the vehicle body. The displacement execution module (5) also includes an impact turbine (52), a clutch (53) and a drive shaft (54). The airflow channel of the gas collection manifold (43) points to the blades of the impact turbine (52). The output shaft of the impact turbine (52) is connected to the drive shaft (54) through the clutch (53). The drive shaft (54) is linked to the drive wheel of the work vehicle body (1).

2. A road construction vehicle anti-collision buffer vehicle according to claim 1, characterized in that, The sensing trigger unit (3) includes a millimeter-wave radar (31), a pressure sensor array (32), and a control unit (33). The millimeter-wave radar (31) and the pressure sensor array (32) are both located at the rear and side rear of the work vehicle body (1). The control unit (33) is configured to make a collision warning judgment based on the sensor signal and output the trigger signal when a collision is confirmed.

3. A road construction vehicle anti-collision buffer vehicle according to claim 2, characterized in that, The work vehicle body (1) is equipped with an electronic parking brake system (11) that is connected to the control unit (33) by signal; the control unit (33) is further configured to output a control signal to the electronic parking brake system (11) to release the brake after making a collision warning judgment and before outputting the trigger signal.

4. A road construction vehicle anti-collision buffer vehicle according to claim 1, characterized in that, The quick-change assembly (6) includes a receiving box (61), which is located on one side of the inner wall of the buffer plate (21). A sliding plate (62) is slidably connected inside the receiving box (61). A groove (621) is provided on one side of the outer wall of the sliding plate (62). The outer wall of the sliding plate (62) is connected to the inner wall of the receiving box (61) by a tension spring (63). One end of an L-shaped rod (64) is slidably connected inside the groove (621). The other end of the L-shaped rod (64) is rotatably connected to one side of the inner wall of the receiving box (61). An extension plate (65) is installed on one side of the outer wall of the sliding plate (62). A short column (66) is provided on the outer wall of the extension plate (65). One end of the short column (66) penetrates the fixing layer (411) of the buffer airbag (41).

5. A road construction vehicle anti-collision buffer vehicle according to claim 4, characterized in that, The cross-section of the short column (66) is triangular.

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