A type of anti-slip structure for the main shaft of a barrier gate mechanism

Abstract

This application relates to the technical field of barrier gate equipment and discloses an anti-slip structure for the main shaft of a barrier gate mechanism. The main shaft is rotatably mounted on the mechanism body, and a rocker arm is sleeved on the end of the main shaft. The rocker arm has a contraction gap and is fastened by a first screw. It includes an anti-slip block and a second screw. The main body of the anti-slip block is fixed to the end face of the main shaft by the second screw, and the protrusion is embedded in the contraction gap. A pre-fracture groove is provided at the connection between the two. The anti-slip block is a mortise and tenon assembly structure composed of three fan-shaped blocks that are interlocked by tenons and mortises. The present invention forms a physical barrier through the protrusion to prevent the rocker arm from slipping and falling off when the fastening force decreases. When subjected to external impact, the mortise and tenon assembly structure can effectively buffer the impact force, and the anti-slip block breaks directionally along the pre-fracture groove to protect the internal mechanism from damage. The modular design facilitates the individual replacement of damaged blocks and reduces maintenance costs.

Description

Technical Field

[0001] This invention relates to the field of barrier gate equipment technology, specifically to an anti-slip structure for the main shaft of a barrier gate mechanism. Background Technology

[0002] The gate mechanism is the core power component controlling the raising and lowering of the gate arm. Its internal motor drives the main shaft to rotate, and a rocker arm is usually connected to the end of the main shaft. The rocker arm drives an external linkage mechanism to raise and lower the gate arm. Currently, the common method in the industry for connecting the main shaft and the rocker arm is to have a contraction gap at the rocker arm's sleeve end. A screw passing through the contraction gap is used for locking, causing deformation at the end of the rocker arm. Torque transmission is achieved by the friction generated when the inner wall of the rocker arm grips the outer wall of the main shaft.

[0003] This type of locking structure, relying on pure friction for transmission, has potential stability issues in long-term operation. Barrier gates are typically installed at intersections or parking lot entrances / exits, facing frequent raising and lowering operations and road vibrations from passing heavy vehicles. These factors easily cause microscopic fatigue loosening of the locking screws on the rocker arm, leading to a gradual decrease in static friction between the main shaft and the rocker arm. Furthermore, when the gate arm is forcibly raised or lowered, the instantaneous torque generated often exceeds the friction limit of the rocker arm's locking mechanism. Once the friction is insufficient to maintain synchronous transmission, the rocker arm will slip and disengage from the outer wall of the main shaft, causing the main shaft to spin freely and the gate arm to become uncontrollable, potentially even leading to a sudden drop of the gate arm and a fatal accident involving a vehicle or pedestrian.

[0004] To avoid the aforementioned slippage, existing technologies sometimes rigidly lock the rocker arm to the main shaft by increasing the number of fasteners or using spline connections. However, this overly rigid connection lacks buffering and overload protection mechanisms. When the barrier gate is in operation and encounters an extreme situation where a vehicle violently impacts the gate arm, the enormous impact force is directly and without loss transmitted to the main shaft through the rocker arm, causing a strong mechanical impact on the reduction gear set and motor at the rear of the main shaft. This reverse-transmitted destructive torque usually causes the precision gears inside the mechanism to break or the main shaft to snap, resulting in the complete scrapping of the core power components. This significantly increases the difficulty of equipment maintenance and the cost of replacing parts after a collision. Therefore, how to design a structure that can effectively prevent main shaft slippage during daily operation and cut off the force transmission path when encountering extreme external impacts is an engineering problem that urgently needs to be solved in this field. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides an anti-slip structure for the main shaft of a barrier gate mechanism. This solves the problem that the existing locked connection between the main shaft and the rocker arm is prone to loosening and slippage during long-term operation, leading to the rocker arm falling. Furthermore, the rigid locking connection lacks overload protection when encountering impacts, which can easily cause damage to the core components inside the mechanism.

[0006] To achieve the above objectives, the present invention provides the following technical solution: an anti-slip structure for the main shaft of a barrier gate mechanism, wherein the main shaft body is rotatably mounted on the barrier gate mechanism body, a rocker arm is sleeved on the end of the main shaft body, a contraction gap is provided on the rocker arm, a first screw passes through the contraction gap and fastens the rocker arm to the main shaft body, including an anti-slip block and a second screw. The anti-slip block includes a main body and a protrusion. The protrusion is connected to the outer edge of the main body. The main body fits against the end face of the spindle body. A threaded mounting hole is provided on the end face of the spindle body. The anti-slip block has an insertion hole, and the second screw passes through the insertion hole and is threaded into the threaded mounting hole. The second screw fixes the anti-slip block to the end face of the main shaft body, and the protrusion of the anti-slip block is embedded in the retraction gap of the rocker arm.

[0007] Preferably, the anti-slip block has a pre-fracture groove, which is located at the connection between the main body of the anti-slip block and the protrusion, and the cross-sectional area of ​​the pre-fracture groove is smaller than the cross-sectional area of ​​the protrusion.

[0008] Preferably, the spindle body end face is provided with end face teeth, and the inner side of the anti-slip block that fits with the spindle body is provided with meshing teeth, and the end face teeth of the spindle body and the meshing teeth of the anti-slip block mesh with each other.

[0009] Preferably, the toothed patterns on the end face are evenly distributed on the end face of the spindle body.

[0010] Preferably, a concentric positioning boss is fixedly connected to the center of the end face of the main spindle body, and a concentric positioning through hole is opened at the center of the anti-slip block, with the concentric positioning boss embedded inside the concentric positioning through hole.

[0011] Preferably, the concentric positioning boss is cylindrical, the concentric positioning through hole has a circular cross-section, and the concentric positioning boss is slidably connected inside the concentric positioning through hole.

[0012] Preferably, an elastic buffer layer is provided on the outer surface of the protrusion of the anti-slip block, and the elastic buffer layer is located inside the contraction gap of the rocker arm.

[0013] Preferably, multiple insertion holes are provided, each of which is arc-shaped and distributed in a circular array along the center of the anti-slip block.

[0014] Preferably, multiple threaded mounting holes are provided, and the multiple threaded mounting holes are distributed in a ring array along the center of the end face of the spindle body.

[0015] Preferably, the anti-slip block has a mortise and tenon joint structure, and the anti-slip block is composed of three fan-shaped blocks. The splicing sides of adjacent fan-shaped blocks are respectively provided with interlocking tenons and mortises. There are two first screws, three second screws, and three through holes on the anti-slip block, which are respectively opened on the three fan-shaped blocks.

[0016] This invention provides an anti-slip structure for the main shaft of a barrier gate mechanism. It has the following beneficial effects: 1. This invention establishes a direct physical limiting structure between the rocker arm and the main shaft by fixing an anti-slip block to the end face of the main shaft and embedding the protrusion of the anti-slip block inside the retraction gap of the rocker arm. When the first screw ages due to long-term high-frequency vibration or when the tightening force decreases due to human force lifting, the protrusion can forcibly limit the relative angular displacement between the rocker arm and the main shaft. At the same time, the teeth on the end face of the main shaft and the anti-slip block mesh with each other, avoiding the phenomenon of the gate arm reversing or falling and hitting people due to the stripping of the main shaft threads, thus ensuring the safe operation of the barrier gate system under complex working conditions.

[0017] 2. This invention features a pre-fracture groove with a small cross-sectional area at the connection between the main body and the protrusion of the anti-slip block, forming a directional mechanical overload protection structure. The anti-slip block employs a mortise and tenon assembly structure, consisting of three fan-shaped blocks interlocked by tenons and mortises. Upon external impact, the interlocking surfaces of the mortise and tenon assembly can undergo slight relative displacement friction, effectively absorbing and buffering part of the impact force. When the gate arm is subjected to a vehicle impact generating a maximum destructive torque, the anti-slip block will preferentially fracture along the pre-fracture groove, causing the protrusion to detach and releasing the rigid interference between the rocker arm and the main shaft. This structure allows the rocker arm to slip and rotate relative to the main shaft after impact, thus cutting off the path of destructive force transmission to the internal mechanism and effectively preventing the collapse and damage of the internal core motor and gear transmission assembly. Furthermore, the modular assembly design allows maintenance personnel to disassemble and replace only the damaged fan-shaped block after an accident, without disassembling the entire anti-slip assembly or rocker arm, greatly simplifying the disassembly and assembly workload and reducing the overall equipment maintenance cost after a collision.

[0018] 3. The present invention features a concentric positioning boss at the center of the main shaft end face, which nests with the concentric positioning through hole of the anti-slip block. This provides quick centering guidance during assembly and can directly bear the lateral shear force generated when the rocker arm is subjected to torsion, preventing the shear force concentration from causing fatigue fracture of the second screw. In addition, the elastic buffer layer on the surface of the protrusion absorbs the mechanical vibration of the barrier gate during rapid raising and lowering, and the arc-shaped interlocking hole eliminates the initial assembly angular tolerance, improving the anti-slip structure's seismic reliability and the convenience of on-site debugging during long-term high-frequency operation. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the channel splitting structure of the present invention; Figure 2 This is a schematic diagram of the anti-slip block structure of the present invention; Figure 3 This is a schematic diagram of the rocker arm structure of the present invention; Figure 4 for Figure 1 Enlarged view of point A in the image; Figure 5 This is a schematic diagram of the anti-slip block assembly and disassembly of the present invention.

[0020] The components include: 1. Barrier gate mechanism body; 2. Rocker arm; 3. Main shaft body; 4. First screw; 5. Anti-slip block; 6. Second screw; 7. Pre-fracture groove; 8. End face teeth; 9. Concentric positioning boss; 10. Concentric positioning through hole; 11. Elastic buffer layer. Detailed Implementation

[0021] The technical solutions in 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.

[0022] Please see the appendix Figure 1 -Appendix Figure 4 This invention provides an anti-slip structure for the main shaft of a barrier gate mechanism. The main shaft body 3 is rotatably mounted on the barrier gate mechanism body 1. A rocker arm 2 is sleeved on the end of the main shaft body 3. A contraction gap is provided on the rocker arm 2. A first screw 4 passes through the contraction gap and fastens the rocker arm 2 to the main shaft body 3. The structure includes an anti-slip block 5 and a second screw 6. The anti-slip block 5 includes a main body and a protrusion. The protrusion is connected to the outer edge of the main body. The main body is attached to the end face of the spindle body 3. A threaded mounting hole is provided on the end face of the spindle body 3. The anti-slip block 5 has an insertion hole. The second screw 6 passes through the insertion hole and is threaded into the threaded mounting hole. The second screw 6 fixes the anti-slip block 5 to the end face of the spindle body 3. The protrusion of the anti-slip block 5 is embedded in the retraction gap of the rocker arm 2.

[0023] The main shaft body 3, in conjunction with the motor assembly inside the barrier gate mechanism body 1, rotates back and forth, thereby driving the external gate arm to rise and fall for opening and closing. The barrier gate mechanism body 1 is a conventional load-bearing component of the barrier gate equipment, providing internal transmission and support space. The rocker arm 2 receives the rotational torque of the main shaft body 3 and transmits the power to the subsequent linkage structure, thereby achieving stable raising and lowering of the barrier gate arm. The set retraction gap provides deformation space for the end of the rocker arm 2, facilitating clamping and fixing of the main shaft body 3. The first screw 4 applies a preload to close the retraction gap of the rocker arm 2 inward, thereby firmly holding the rocker arm 2 to the outer wall of the main shaft body 3, achieving the effect of rigid torque transmission.

[0024] The anti-slip block 5 is made of high-strength metal and serves to provide mechanical and physical interference under extreme working conditions, limiting the slippage of the main shaft body 3. The second screw 6 is tightened and fixed in conjunction with the threaded mounting hole on the main shaft body 3, achieving the effect of firmly installing the anti-slip block 5 on the end face of the main shaft body 3. The protrusion of the anti-slip block 5 is embedded in the retraction gap of the rocker arm 2. The protrusion of the anti-slip block 5 is used to lock into the retraction gap of the rocker arm 2 to form a rigid block. Thus, when the equipment is in a road vibration environment for a long time or encounters human force lifting the gate, it is prevented from the phenomenon of relative slippage and separation between the main shaft body 3 and the rocker arm 2. This achieves the effect of preventing the main shaft from reversing or the gate arm from falling and hitting people or vehicles, ensuring the safety and long-term stability of the daily operation of the parking lot and gate system, and reducing the frequency of daily maintenance.

[0025] Please see the appendix Figure 2 The anti-slip block 5 is provided with a pre-fracture groove 7, which is located at the connection between the main body of the anti-slip block 5 and the protrusion. The cross-sectional area of ​​the pre-fracture groove 7 is smaller than the cross-sectional area of ​​the protrusion.

[0026] The pre-fracture groove 7 is designed to cause directional fracture when the barrier gate encounters extreme overload torque such as vehicle impact, thereby severing the rigid connection between the main shaft body 3 and the rocker arm 2. This prevents the huge destructive force from being directly transmitted to the internal mechanism, which could lead to the breakage of expensive gears or damage to the motor. This reduces the loss of core equipment and lowers the maintenance cost after an accident. Furthermore, the main body of the anti-slip block 5 is still fixed to the main shaft body 3 by the second screw 6 after fracture, which will not cause secondary interference to the surrounding structure and facilitates subsequent disassembly and overall replacement.

[0027] Please see the appendix Figure 1 and attached Figure 4The spindle body 3 has end face teeth 8 on its end face surface, and the anti-slip block 5 has meshing teeth on its inner side surface that fits with the spindle body 3. The end face teeth 8 of the spindle body 3 and the meshing teeth of the anti-slip block 5 mesh with each other.

[0028] By using the toothed pattern 8 on the end face of the main shaft body 3 to engage with the meshing toothed pattern of the anti-slip block 5, a tight mechanical tooth surface engagement is achieved, effectively dispersing the torque stress at the connection point. This achieves the effect of completely solving the hidden dangers of minor slippage and secondary loosening of screws under the long-term high-frequency vibration environment brought by large vehicles passing on the road.

[0029] Please see the appendix Figure 4 The toothed patterns 8 are evenly distributed on the end face of the main spindle body 3.

[0030] The end face teeth 8 are designed to provide all-round anti-slip resistance and multi-angle engagement points, thereby ensuring that the spindle body 3 and the anti-slip block 5 are evenly stressed when locked, further improving the overall component's anti-vibration and anti-loosening capabilities.

[0031] Please see the appendix Figure 1 Appendix Figure 2 and attached Figure 4 A concentric positioning boss 9 is fixedly connected to the center of the end face of the main spindle body 3, and a concentric positioning through hole 10 is opened at the center of the anti-slip block 5, with the concentric positioning boss 9 embedded inside the concentric positioning through hole 10.

[0032] By using the concentric positioning boss 9 and the concentric positioning through hole 10 for alignment and guidance assembly, the anti-slip block 5 is quickly centered and positioned, thus preventing the anti-slip block 5 from shifting eccentrically when it is locked under force.

[0033] Please see the appendix Figure 1 Appendix Figure 2 and attached Figure 4 The concentric positioning boss 9 is cylindrical, and the concentric positioning through hole 10 has a circular cross-section. The concentric positioning boss 9 is slidably connected inside the concentric positioning through hole 10.

[0034] The cylindrical concentric positioning boss 9 ensures smooth insertion and removal of the concentric positioning boss 9 and the concentric positioning through hole 10 during the assembly process, and forms a tight radial support after locking. This is used to directly bear the lateral shear force generated when the rocker arm 2 is subjected to torsion, thereby avoiding the phenomenon that the huge shear force directly acts on the second screw 6, causing the screw to break and fall off, and improving the overall structure's lateral load resistance reliability.

[0035] Please see the appendix Figure 2 An elastic buffer layer 11 is provided on the outer surface of the protrusion of the anti-slip block 5, and the elastic buffer layer 11 is located inside the retraction gap of the rocker arm 2.

[0036] The elastic buffer layer 11 is made of polyurethane, which provides flexible contact cushioning. Polyurethane has good wear resistance and can adapt to long-term micro-vibration friction. The elastic buffer layer 11 is used to absorb the mechanical vibration generated when the barrier gate is raised and lowered, thereby avoiding the phenomenon of metal knocking noise and micro-wear caused by hard collision between the metal protrusion of the anti-slip block 5 and the rocker arm 2, reducing the operating noise of the equipment and extending the service life of the parts.

[0037] Please see the appendix Figure 2 There are multiple through holes, each of which is arc-shaped and arranged in a ring array along the center of the anti-slip block 5.

[0038] The arc-shaped insertion holes are designed to provide a circumferential angle adjustment stroke for the anti-slip block 5, thereby adapting to the angle tolerance of the rocker arm 2 in actual assembly, avoiding uneven force due to hole position deviation, and improving the convenience of on-site installation.

[0039] Please see the appendix Figure 4 There are multiple threaded mounting holes, which are arranged in a ring array along the center of the 3rd end face of the spindle body.

[0040] The threaded mounting holes arranged in a ring array provide multiple locking positions in different orientations, enabling the spindle body 3 to seamlessly accommodate the assembly requirements of both left-hand and right-hand mechanisms. This reduces the variety of mold types for different steering mechanisms and lowers the manufacturer's production costs.

[0041] Please see the appendix Figure 3 and attached Figure 5 The anti-slip block 5 is a mortise and tenon assembly structure. The anti-slip block 5 is composed of three fan-shaped blocks. The splicing sides of adjacent fan-shaped blocks are respectively provided with interlocking tenons and mortises. There are two first screws 4 and three second screws 6. There are three through holes on the anti-slip block 5, which are respectively opened on the three fan-shaped blocks.

[0042] The anti-slip block 5 is designed as a separate unit by using three fan-shaped blocks, thus avoiding the need to disassemble the entire anti-slip assembly or rocker arm 2 when it is damaged by impact. This reduces the workload of maintenance and disassembly, and lowers the cost of replacing parts later. The tenon and mortise are used for horizontal insertion, which tightly connects the three independent fan-shaped blocks into a whole ring surface, effectively resisting the circumferential radial centrifugal force and shear force generated by the movement. The three second screws 6 are independently tightened and locked by the three through holes on the three fan-shaped blocks, so that each fan-shaped block can obtain an independent anchor point and be firmly attached to the end face of the main shaft body 3. This further ensures the structural strength and anti-slip reliability of the anti-slip block 5 after overall assembly.

[0043] Working principle: During equipment assembly or maintenance and debugging, firstly, the rocker arm 2 is fitted onto the end of the main shaft body 3 located outside the gate mechanism body 1. By tightening the two first screws 4, the retraction gap on the rocker arm 2 is closed inward, securing the rocker arm 2 firmly onto the main shaft body 3. Then, the anti-slip block 5 is installed. The three fan-shaped blocks are horizontally inserted into each other through the tenons and mortises on the splicing sides, assembling them into a whole ring surface. The concentric positioning through hole 10 formed by the center splicing of the anti-slip block 5 is aligned and fitted onto the outer wall of the concentric positioning boss 9 at the center of the end face of the main shaft body 3 to achieve centering. Guided by this assembly process, the protrusion of the anti-slip block 5 is embedded in the contraction gap of the rocker arm 2, and the elastic buffer layer 11 on its surface fills the assembly gap; at the same time, the meshing teeth on the inner side of the anti-slip block 5 and the end face teeth 8 of the spindle body 3 are fitted and engaged. After the assembler finely adjusts the installation angle to adapt to the tolerance of the rocker arm 2 through the arc-shaped insertion hole on the anti-slip block 5, the three second screws 6 are respectively screwed into the threaded mounting holes of the spindle body 3 through the insertion holes on the three fan-shaped blocks, so that each fan-shaped block has an independent locking anchor point, and the overall fixation of the anti-slip structure is completed.

[0044] During normal operation of the barrier gate, the main shaft body 3 reciprocates, driving the rocker arm 2 to raise and lower the external barrier arm. When the equipment is subjected to road vibration for a long time, or when the first screw 4 is loosened due to human force lifting, the rocker arm 2 tends to slip and reverse relative to the main shaft body 3. At this time, the anti-slip block 5, with its protrusion embedded in the contraction gap, forms a physical block against the rocker arm 2, forcibly limiting the relative angular displacement between the rocker arm 2 and the main shaft body 3. During this operation and stress process, the interlocking tenons and mortises effectively resist the radial centrifugal force and shear force transmitted from the rocker arm 2, ensuring the overall structural strength of the anti-slip block 5 after assembly. At the same time, the lateral shear force generated when the rocker arm 2 is twisted is mainly borne by the central concentric positioning boss 9, and with the anti-slip biting force of the end face teeth 8, it avoids the shear force directly breaking the second screw 6, thereby maintaining the synchronous operation of the main shaft and the rocker arm 2, preventing the main shaft from slipping or the barrier arm from falling off. Meanwhile, the elastic buffer layer 11 absorbs the mechanical vibration during the raising and lowering, eliminating metal interference noise.

[0045] When the barrier gate arm is subjected to extreme overload forces such as a violent collision with a vehicle, the enormous destructive torque acts directly on the protrusion of the anti-slip block 5 through the rocker arm 2. Since the cross-sectional area at the pre-fracture groove 7 is the smallest, the anti-slip block 5 will first undergo directional fracture at the pre-fracture groove 7 position. After the protrusion breaks off, the physical limit between the main shaft body 3 and the rocker arm 2 is released, and the rocker arm 2 begins to spin and slip outside the main shaft body 3, thereby cutting off the physical path of the destructive torque to be transmitted to the interior of the barrier gate mechanism body 1, protecting the internal motor and reduction transmission components from structural damage. Since the anti-slip block 5 adopts a modular design of three fan-shaped blocks, after an impact accident, maintenance personnel only need to loosen the second screw 6 at the corresponding position and remove the fan-shaped block that has been partially fractured and damaged. There is no need to disassemble the other intact fan-shaped blocks or the external rocker arm 2 completely, which greatly reduces the workload of on-site maintenance and disassembly, reduces the cost of replacing local parts later, and facilitates the rapid restoration of equipment operation.

Claims

1. A non-slip structure for the main shaft of a barrier gate mechanism, wherein the main shaft body (3) is rotatably mounted on the main shaft body (1), a rocker arm (2) is sleeved on the end of the main shaft body (3), a contraction gap is provided on the rocker arm (2), and a first screw (4) passes through the contraction gap and fastens the rocker arm (2) to the main shaft body (3), characterized in that, Including the anti-slip block (5) and the second screw (6): The anti-slip block (5) includes a main body and a protrusion. The protrusion is connected to the outer edge of the main body. The main body is attached to the end face of the spindle body (3). A threaded mounting hole is provided on the end face of the spindle body (3). The anti-slip block (5) has an insertion hole, the second screw (6) passes through the insertion hole and is threaded into the threaded mounting hole, the second screw (6) fixes the anti-slip block (5) to the end face of the main shaft body (3), and the protrusion of the anti-slip block (5) is embedded in the contraction gap of the rocker arm (2).

2. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 1, characterized in that, The anti-slip block (5) is provided with a pre-fracture groove (7), which is located at the connection between the main body and the protrusion of the anti-slip block (5). The cross-sectional area of ​​the pre-fracture groove (7) is smaller than the cross-sectional area of ​​the protrusion.

3. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 1, characterized in that, The spindle body (3) has end face teeth (8) on its end face surface, and the anti-slip block (5) has meshing teeth on its inner side surface that is in contact with the spindle body (3). The end face teeth (8) of the spindle body (3) and the meshing teeth of the anti-slip block (5) mesh with each other.

4. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 3, characterized in that, The end face teeth (8) are evenly distributed on the end face of the main shaft body (3).

5. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 1, characterized in that, The main shaft body (3) has a concentric positioning boss (9) fixedly connected to the center of its end face, and the anti-slip block (5) has a concentric positioning through hole (10) at its center. The concentric positioning boss (9) is embedded inside the concentric positioning through hole (10).

6. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 5, characterized in that, The concentric positioning boss (9) is cylindrical, the concentric positioning through hole (10) has a circular cross-section, and the concentric positioning boss (9) is slidably connected inside the concentric positioning through hole (10).

7. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 1, characterized in that, An elastic buffer layer (11) is provided on the outer surface of the protrusion of the anti-slip block (5), and the elastic buffer layer (11) is located inside the contraction gap of the rocker arm (2).

8. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 1, characterized in that, The insertion holes are provided in multiple ways, and each insertion hole is arc-shaped and distributed in a ring array along the center of the anti-slip block (5).

9. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 1, characterized in that, The threaded mounting holes are provided in a plurality of manner, and the plurality of threaded mounting holes are arranged in a ring array along the center of the end face of the main shaft body (3).

10. The anti-slip structure for the main shaft of a barrier gate mechanism according to claim 1, characterized in that, The anti-slip block (5) is a mortise and tenon assembly structure. The anti-slip block (5) is composed of three fan-shaped blocks. The splicing sides of the adjacent fan-shaped blocks are respectively provided with interlocking tenons and mortises. There are two first screws (4) and three second screws (6). There are three through holes on the anti-slip block (5). The three through holes are respectively opened on the three fan-shaped blocks.

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