Anti-collision device for traffic engineering

Abstract

The utility model relates to the field of traffic engineering, in particular to an anti-collision device for traffic engineering. The utility model provides an anti-collision device for traffic engineering, which can reduce impact force of collision, prevent a vehicle from deformation, damage and damage, and simultaneously avoid damage of the anti-collision device caused by vehicle collision. An anti-collision device for traffic engineering comprises a base, mounting seats, a rotating frame, rollers and the like, the three mounting seats are detachably connected to the upper side of the front portion of the base, the rotating frame is rotatably connected among the mounting seats, and the three rollers are rotatably connected to the rotating frame. The rotating frame rotates backwards under the action of impact force, so that a second sliding block moves, a second telescopic spring is extruded, a connecting frame moves backwards, a third telescopic spring is extruded, the impact force of a vehicle is buffered, the impact force of vehicle collision is dispersed, the impact force of collision is reduced, and the service life of the vehicle is prolonged. And meanwhile, the situation that the device is damaged due to vehicle collision is avoided.

Description

Technical Field

[0001] The utility model relates to the field of traffic engineering, in particular to an anti-collision device for traffic engineering. Background Art

[0002] Traffic engineering is a comprehensive discipline that involves the design, construction and maintenance of infrastructure such as roads, bridges, tunnels, as well as knowledge of traffic planning, transportation organization, traffic control, traffic safety, etc.; anti-collision devices are a type of equipment or system used to prevent traffic accidents or mitigate the consequences of accidents. They can be applied to various means of transportation and transportation facilities, including cars, trains, ships, airplanes, roads, bridges, etc.

[0003] Existing anti-collision devices for traffic engineering are used to prevent dangerous accidents by placing or installing speed bumps or guardrails on lanes or dangerous areas. When a collision occurs, a large impact force will be generated, and the vehicle will be deformed, broken and damaged. The guardrail will be knocked away or deformed by the vehicle, causing serious damage and having a serious impact.

[0004] Therefore, it is necessary to design an anti-collision device for traffic engineering that can reduce the impact force of a collision, prevent the vehicle from being deformed, broken and damaged, and at the same time avoid damage to the device caused by a vehicle collision. Utility Model Content

[0005] In order to overcome the shortcomings of existing traffic engineering, when a collision occurs, a large impact force will be generated, the vehicle will be deformed, broken and damaged, the guardrail will be knocked away or deformed by the vehicle, thereby causing serious damage and forming serious impacts, the technical problem of the utility model is to provide an anti-collision device for traffic engineering that can reduce the impact force of the collision, prevent the vehicle from being deformed, broken and damaged, and at the same time avoid damage to the device caused by vehicle collision.

[0006] The technical implementation scheme of the utility model is: an anti-collision device for traffic engineering, including a base, a mounting seat, a rotating frame, rollers, a guide rod, a limiting frame, a first telescopic spring, a first sliding block and a buffer mechanism, three mounting seats are detachably connected to the upper side of the front of the base, a rotating frame is rotatably connected between the mounting seats, three rollers are rotatably connected to the rotating frame, a guide rod is connected to the left side of the front inner side of the base, a limiting frame is slidably connected to the guide rod, a first telescopic spring is connected between the limiting frame and the guide rod, a first sliding block is slidably connected to the left side of the limiting frame, the first sliding block is slidably connected to the base, and a buffer mechanism for reducing impact force is provided on the rear side of the rotating frame.

[0007] Optionally, the base is made of steel.

[0008] Optionally, the buffer mechanism includes a guide frame, a second sliding block, a second telescopic spring, a connecting frame, a connecting plate, a telescopic damping rod, a third telescopic spring and a first fixed frame; the guide frame is connected to the rear side of the rotating frame; two left and right second sliding blocks are slidably connected to the guide frame; the second telescopic spring is connected between the second sliding blocks; a connecting plate is rotatably connected to the rear side of the second sliding block; a connecting frame is rotatably connected between the connecting plates; a first fixed frame is connected between the rear portions of the base; left and right telescopic damping rods are rotatably connected to the upper portion of the first fixed frame; the telescopic end of the telescopic damping rod is connected to the connecting frame; and the third telescopic spring is connected between the telescopic damping rod and the connecting frame; by rotating the rotating frame backward, the second sliding block moves inward, the second telescopic spring is squeezed, the connecting plate rotates, the connecting frame moves backward, the telescopic damping rod shortens backward, and the third telescopic spring is squeezed, thereby buffering the impact force of the vehicle.

[0009] Optionally, a deceleration mechanism is also included, which includes a second fixed frame, a deceleration frame and a fourth telescopic spring. The second fixed frame is connected to the upper side of the rotating frame, the second fixed frame is in contact with the upper part of the roller, the front side of the second fixed frame is slidably connected to the deceleration frame, and the left and right sides between the deceleration frame and the second fixed frame are connected to a fourth telescopic spring; when the deceleration frame moves backward, the fourth telescopic spring is stretched, thereby clamping the upper part of the roller, so that the roller decelerates and no longer rotates.

[0010] Optionally, the front sides of the left and right parts of the second fixing frame are both connected to limit blocks to prevent the spring from sliding out.

[0011] Optionally, friction patterns are provided inside the reduction frame to increase resistance.

[0012] Beneficial effects: 1. Under the action of impact force, the rotating frame of the utility model rotates backward, causing the second sliding block to move inward, the second telescopic spring to be squeezed, the connecting frame to move backward, and the third telescopic spring to be squeezed, thereby buffering the impact force of the vehicle, thereby dispersing the impact force generated when the vehicle collides, reducing the impact force of the collision, preventing the vehicle from deformation, breakage and damage, and avoiding damage to the device caused by vehicle collision.

[0013] 2. The utility model releases the reduction frame, the fourth telescopic spring rebounds, and the reduction frame is reset, and the rotation of the roller is no longer restricted. Therefore, the rotation of the roller can reduce the speed change and inertia force of the vehicle, reduce vehicle damage, prevent the vehicle from deviating from the road or hitting other obstacles, and reduce the occurrence of subsequent collisions after the accident.

[0014] 3. The utility model pulls the first sliding block upward to make the limiting frame move to the left along the guide rod, the first telescopic spring is squeezed, and then the mounting seat is inserted into the base to contact with the limiting frame, the first sliding block moves downward, the first telescopic spring rebounds, the limiting frame moves to the right, and then the mounting seat is fixed, thereby facilitating the disassembly and installation of the rotating frame. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a three-dimensional structural schematic diagram of the utility model.

[0016] Figure 2 This is a schematic diagram of the first cross-sectional three-dimensional structure of the limiting part of the utility model.

[0017] Figure 3 This is a schematic diagram of the second three-dimensional structure of the limiting part of the utility model.

[0018] Figure 4 It is a schematic diagram of the three-dimensional structure of the buffer mechanism of the utility model.

[0019] Figure 5 It is a schematic diagram of the three-dimensional structure of the speed reduction mechanism of the utility model.

[0020] Marked in the figure: 1-base, 2-mounting seat, 3-rotating frame, 4-roller, 5-guide rod, 6-limiting frame, 7-first telescopic spring, 8-first sliding block, 9-buffer mechanism, 91-guide frame, 92-second sliding block, 93-second telescopic spring, 94-connecting frame, 95-connecting plate, 96-telescopic damping rod, 97-third telescopic spring, 98-first fixed frame, 10-deceleration mechanism, 101-second fixed frame, 102-deceleration frame, 103-fourth telescopic spring. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solution and advantages of the utility model clearer, the utility model is further described in detail below in combination with specific implementation methods and with reference to the accompanying drawings. It should be understood that these descriptions are only exemplary and are not intended to limit the scope of the utility model. In addition, in the following description, the description of well-known structures and technologies is omitted to avoid unnecessary confusion of the concept of the utility model.

[0022] A collision avoidance device for traffic engineering, such as Figure 1-Figure 4 As shown, it includes a base 1, a mounting seat 2, a rotating frame 3, a roller 4, a guide rod 5, a limiting frame 6, a first telescopic spring 7, a first sliding block 8 and a buffer mechanism 9. The base 1 is made of steel. Three mounting seats 2 are detachably connected to the upper front side of the base 1. The rotating frame 3 is rotatably connected between the mounting seats 2. Three rollers 4 are rotatably connected to the rotating frame 3. A guide rod 5 is connected to the left side of the front inner side of the base 1. The limiting frame 6 is slidably connected to the guide rod 5. A first telescopic spring 7 is connected between the limiting frame 6 and the guide rod 5. The left part of the limiting frame 6 is slidably connected to the first sliding block 8. The first sliding block 8 is slidably connected to the base 1. A buffer mechanism 9 for reducing impact force is provided on the rear side of the rotating frame 3.

[0023] like Figure 1and Figure 4 As shown, the buffer mechanism 9 includes a guide frame 91, a second sliding block 92, a second telescopic spring 93, a connecting frame 94, a connecting plate 95, a telescopic damping rod 96, a third telescopic spring 97 and a first fixed frame 98. The guide frame 91 is connected to the rear side of the rotating frame 3. The left and right second sliding blocks 92 are slidably connected to the guide frame 91. The second telescopic spring 93 is connected between the second sliding blocks 92. The connecting plate 95 is rotatably connected to the rear side of the second sliding block 92. The connecting frame 94 is rotatably connected between the connecting plates 95. The first fixed frame 98 is connected between the rear parts of the base 1. The left and right telescopic damping rods 96 are rotatably connected to the upper part of the first fixed frame 98. The telescopic end of the telescopic damping rod 96 is connected to the connecting frame 94. The third telescopic spring 97 is connected between the telescopic damping rod 96 and the connecting frame 94.

[0024] When traffic engineering needs to prevent collision, this device can be used. The base 1 is made of steel and has a certain gravity to increase friction to prevent the base 1 from tipping over after being hit. By pulling the first sliding block 8 upward, the limiting frame 6 moves to the left along the guide rod 5, and the first telescopic spring 7 is squeezed. Then the mounting seat 2 is inserted into the base 1 to contact the limiting frame 6. The first sliding block 8 moves downward, the first telescopic spring 7 rebounds, and the limiting frame 6 moves to the right, thereby fixing the mounting seat 2, thereby facilitating disassembly and installation. Then the device is installed beside the road. When a collision occurs, the vehicle contacts the roller 4, and the rotating frame 3 rotates backward under the action of the impact force, causing the second sliding block 92 to move inward. The second telescopic spring 93 is squeezed, and then the connecting plate 95 rotates, the connecting frame 94 moves backward, the telescopic damping rod 96 on the first fixed frame 98 shortens backward, and the third telescopic spring 97 is squeezed, thereby buffering the impact force of the vehicle, thereby dispersing the impact force generated when the vehicle collides, reducing the impact force of the collision, preventing the vehicle from being deformed, broken and damaged, reducing the degree of injury to the vehicle and passengers, and avoiding damage to the device caused by vehicle collision. After the buffering is completed, the third telescopic spring 97 rebounds, the telescopic damping rod 96 is reset, the connecting frame 94 moves forward, the connecting plate 95 rotates, the second telescopic spring 93 rebounds, the second sliding block 92 moves outward, and the rotating frame 3 is reset.

[0025] like Figure 1 and Figure 5As shown, a reduction mechanism 10 is also included, and the reduction mechanism 10 includes a second fixed frame 101, a reduction frame 102 and a fourth telescopic spring 103. The second fixed frame 101 is connected to the upper side of the rotating frame 3, and the second fixed frame 101 is in contact with the upper part of the roller 4. The front sides of the left and right parts of the second fixed frame 101 are connected to limited blocks to prevent the spring from sliding out. The front side of the second fixed frame 101 is slidably connected to the reduction frame 102, and friction patterns are arranged inside the reduction frame 102 to increase resistance. The fourth telescopic spring 103 is connected to the left and right sides between the reduction frame 102 and the second fixed frame 101.

[0026] When a collision occurs, the roller 4 rotates and can move backwards through the reduction frame 102. The reduction frame 102 is provided with friction patterns inside to increase resistance. The fourth telescopic spring 103 is stretched, and the limit block on the second fixed frame 101 prevents the spring from sliding out, thereby clamping the upper part of the roller 4, so that the roller 4 is decelerated, and the roller 4 stops rotating. When the roller 4 stops rotating, the reduction frame 102 is released, the fourth telescopic spring 103 rebounds, and the reduction frame 102 is reset, and the rotation of the roller 4 is no longer restricted. Therefore, the rotation of the roller 4 can reduce the speed change and inertia force of the vehicle, reduce damage to the vehicle, prevent the vehicle from deviating from the road or hitting other obstacles, and reduce the occurrence of subsequent collisions after the accident.

[0027] The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A collision avoidance device for traffic engineering, characterized in that: The invention comprises a base (1), a mounting seat (2), a rotating frame (3), a roller (4), a guide rod (5), a limiting frame (6), a first telescopic spring (7), a first sliding block (8) and a buffer mechanism (9); three mounting seats (2) are detachably connected to the upper side of the front part of the base (1); the rotating frame (3) is rotatably connected between the mounting seats (2); the rotating frame (3) is rotatably connected to the three rollers (4); the left side of the front inner side of the base (1) is connected to the guide rod (5); the limiting frame (6) is slidably connected to the guide rod (5); the first telescopic spring (7) is connected between the limiting frame (6) and the guide rod (5); the left side of the limiting frame (6) is slidably connected to the first sliding block (8); the first sliding block (8) is slidably connected to the base (1); and the rear side of the rotating frame (3) is provided with a buffer mechanism (9) for reducing impact force.

2. The anti-collision device for traffic engineering according to claim 1, characterized in that: The base (1) is made of steel.

3. A traffic engineering anti-collision device according to claim 2, characterized in that: The buffer mechanism (9) comprises a guide frame (91), a second sliding block (92), a second telescopic spring (93), a connecting frame (94), a connecting plate (95), a telescopic damping rod (96), a third telescopic spring (97) and a first fixed frame (98); the guide frame (91) is connected to the rear side of the rotating frame (3); two left and right second sliding blocks (92) are slidably connected to the guide frame (91); the second telescopic spring (93) is connected between the second sliding blocks (92); the connecting plate (95) is rotatably connected to the rear side of the second sliding block (92); the connecting frame (94) is rotatably connected between the connecting plates (95); the base (1) A first fixing frame (98) is connected between the rear parts, and two telescopic damping rods (96) are rotatably connected to the upper part of the first fixing frame (98). The telescopic ends of the telescopic damping rods (96) are connected to the connecting frame (94), and a third telescopic spring (97) is connected between the telescopic damping rods (96) and the connecting frame (94); when the rotating frame (3) rotates backward, the second sliding block (92) moves inward, the second telescopic spring (93) is squeezed, the connecting plate (95) rotates, the connecting frame (94) moves backward, the telescopic damping rod (96) shortens backward, and the third telescopic spring (97) is squeezed, thereby buffering the impact force of the vehicle.

4. The anti-collision device for traffic engineering according to claim 3, characterized in that: The invention also comprises a deceleration mechanism (10), the deceleration mechanism (10) comprising a second fixed frame (101), a deceleration frame (102) and a fourth telescopic spring (103); the second fixed frame (101) is connected to the upper side of the rotating frame (3); the second fixed frame (101) is in contact with the upper part of the roller (4); the front side of the second fixed frame (101) is slidably connected to the deceleration frame (102); the fourth telescopic spring (103) is connected to both the left and right sides between the deceleration frame (102) and the second fixed frame (101); when the deceleration frame (102) moves backward, the fourth telescopic spring (103) is stretched, thereby clamping the upper part of the roller (4), so that the roller (4) is decelerated and no longer rotates.

5. The anti-collision device for traffic engineering according to claim 4, characterized in that: The front sides of the left and right parts of the second fixing frame (101) are both connected to limiting blocks to prevent the spring from sliding out.

6. The anti-collision device for traffic engineering according to claim 5, characterized in that: The reduction frame (102) is provided with friction lines inside to increase resistance.

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