Anti-collision equipment for traffic engineering
By adopting a combination design of rotatable anti-collision barrel, speed reduction block and damper in anti-collision equipment for traffic engineering, the problem of traditional equipment being unable to control out-of-control vehicles is solved, safe deceleration of the vehicle is achieved, and accident risk is reduced, and driving is improved. safety of staff.
Patent Information
- Application Number
- CN202421320365.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-11
- Publication Date
- 2025-01-07
- Estimated Expiration
- 2034-06-11
AI Technical Summary
Traditional anti-collision equipment for traffic engineering cannot effectively control the vehicle to stop when facing an out-of-control vehicle with brake failure, resulting in a high casualty rate and the inability to reduce the occurrence of traffic accidents.
A collision avoidance device including rotatable anti-collision barrel, speed reduction block, damper and connecting spring is designed. Through the cross-setting of the anti-collision barrel and the reduction block and the function of the damper, the friction resistance and buffering shock absorption effect are controlled. The vehicle stops and reduces the risk of losing control.
Effectively control the deceleration and direction of the out-of-control vehicle, reduce the risk of side slip, reduce the damage to the driver, and provide buffering and shock absorption during the impact, improving traffic safety.
Smart Images
Figure CN222310561U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of traffic protection, in particular to an anti-collision device for traffic engineering. Background Art
[0002] Traffic engineering anti-collision equipment is used to ensure traffic safety and reduce potential traffic accidents, mostly by reducing the impact of vehicle collisions to protect vehicles and drivers from damage. They are usually placed in dangerous areas of construction sites or buffer zones on both sides of vehicle roads as temporary isolation zones to ensure site safety.
[0003] Most of the existing anti-collision equipment used in traffic engineering uses buffer components or rotating components to reduce the impact force, thereby avoiding increasing the probability of casualties and enhancing the anti-collision effect. However, during high-speed driving, when facing an out-of-control vehicle with brake failure, there is still a high casualty rate when the vehicle collides head-on with the anti-collision equipment. Traditional anti-collision equipment used in traffic engineering may not be able to control the vehicle to stop by slowing it down, and cannot achieve the purpose of reducing potential traffic accidents.
[0004] Therefore, it is necessary to invent a kind of traffic engineering anti-collision equipment to solve the above problems. Summary of the invention
[0005] In order to address the deficiencies of the prior art, the purpose of the utility model is to provide an anti-collision device for traffic engineering, which solves the problem that in actual use, when facing an out-of-control vehicle with brake failure, there is still a high casualty rate when the vehicle collides head-on with the anti-collision device. Traditional anti-collision equipment for traffic engineering may not be able to achieve the purpose of controlling the vehicle to stop by slowing down the vehicle, and cannot reduce the problem of potential traffic accidents.
[0006] In order to achieve the above objectives, the utility model adopts the following technical solutions:
[0007] An anti-collision device for traffic engineering includes a mounting plate and a protective bracket, wherein a plurality of rotatable anti-collision barrels are arranged inside the protective bracket, and speed reduction blocks are arranged inside the gaps between the plurality of anti-collision barrels; a plurality of second dampers for supporting the protective bracket are arranged on one side of the mounting plate, a protective plate is arranged at the end of the speed reduction block, and the protective plate is located at the center position of one end face of the protective bracket; and a connecting spring for suspending the protective plate is arranged on one side of the protective bracket.
[0008] As a preferred solution of the utility model, a slot is provided on the side wall of the mounting plate, a guide rail is detachably installed inside the slot, a plurality of positioning holes for limiting are provided on one side wall of the guide rail, and a plurality of sliders are slidably provided on the outer side wall of the guide rail.
[0009] As a preferred solution of the utility model, a rotatable support rod is provided at one end of the plurality of sliders facing the protective bracket, one end of the plurality of support rods is rotatably connected to a connecting plate, and the support rod can swing following the sliding of the slider.
[0010] As a preferred solution of the utility model, a plurality of first dampers for buffering and shock absorption are installed at one end of the connecting plate facing the protective bracket.
[0011] As a preferred solution of the utility model, the multiple speed reduction blocks installed on the protective plate are arranged obliquely, and the end faces of the speed reduction blocks extend to the outside of the protective bracket.
[0012] As a preferred solution of the utility model, a positioning block for fixing the slider is detachably installed on the side of the slider facing the positioning hole, a hole matching the positioning hole is opened on the end face of the positioning block, and the positioning block is connected to the slider and the guide rail by bolts.
[0013] In the above technical solution, the technical effects and advantages provided by the utility model are:
[0014] In the utility model, through the cross setting of the anti-collision barrel and the speed reduction block, and the setting of the speed reduction block gradually tilting to one side, when the vehicle brake fails and cannot stop the vehicle, the side of the vehicle can be rubbed against the anti-collision barrel to guide the forward direction of the vehicle. The anti-collision barrel, under the action of the second damper, makes the anti-collision barrel fit with the vehicle body, and the speed reduction block will fit with the side of the vehicle to generate a strong friction resistance. The purpose of controlling the vehicle to stop is achieved by decelerating the vehicle through multiple speed reduction blocks. Through the action of the first damper and the second damper, the anti-collision barrel and the speed reduction block are alternately fitted with the side wall of the vehicle, which helps to reduce the risk of loss of control and side slip of the vehicle. Especially in emergency situations, it can help the driver to better control the vehicle and avoid danger. At the same time, the setting of the first damper and the second damper can also play a certain role in buffering and shock absorption during the collision of the vehicle, reducing the damage caused to the driver of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] Figure 1 It is a schematic diagram of the overall structure of the utility model;
[0016] Figure 2 This is a schematic diagram of the overall rear view structure of the utility model;
[0017] Figure 3 This is a schematic diagram of the structure of the utility model after removing the mounting plate;
[0018] Figure 4 It is a schematic diagram of the overall top view structure of the utility model.
[0019] Explanation of the accompanying drawings: 1. Mounting plate; 2. Protective bracket; 3. Protective plate; 4. Connecting spring; 5. Connecting plate; 6. First damper; 7. Anti-collision barrel; 8. Speed reduction block; 9. Second damper; 10. Support rod; 11. Guide rail; 12. Positioning block; 13. Slider; 14. Positioning hole; 15. Slot. DETAILED DESCRIPTION
[0020] The utility model is further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the utility model, and cannot be used to limit the protection scope of the utility model.
[0021] The utility model provides Figure 1-4 The anti-collision equipment for traffic engineering shown in the figure includes a mounting plate 1 and a protective bracket 2, wherein a plurality of rotatable anti-collision barrels 7 are arranged inside the protective bracket 2, and a deceleration block 8 is arranged inside the gaps between the plurality of anti-collision barrels 7, and a plurality of second dampers 9 for supporting the protective bracket 2 are arranged on one side of the mounting plate 1, and a protective plate 3 is arranged at the end of the deceleration block 8, and the protective plate 3 is located at the center position of one end face of the protective bracket 2, and a connecting spring 4 for suspending the protective plate 3 is arranged on one side of the protective bracket 2. The setting of the connecting spring 4 can hoist the protective plate 3 to prevent the protective plate 3 from falling, causing the deceleration block 8 to tilt downward and fail to fit tightly with the out-of-control vehicle, thereby affecting the deceleration effect on the vehicle body.
[0022] A slot 15 is provided on the side wall of the mounting plate 1, and a guide rail 11 is detachably installed inside the slot 15. A plurality of positioning holes 14 for limiting are provided on one side wall of the guide rail 11, and a plurality of sliders 13 are slidably provided on the outer side wall of the guide rail 11. The guide rail 11 is installed inside the mounting plate 1 by providing the slot 15. The provision of the slot 15 facilitates the disassembly of the guide rail 11. Holes for locking and fixing the guide rail 11 are provided on both sides of the slot 15 of the mounting plate 1 to prevent the guide rail 11 from falling off.
[0023] A rotatable support rod 10 is provided at one end of the multiple sliders 13 facing the protective bracket 2, and one end of the multiple support rods 10 is rotatably connected to a connecting plate 5. The support rod 10 can swing following the sliding of the slider 13. By synchronously moving the two support rods 10 inward, the connecting plate 5 is controlled to be pushed outward, so that the deceleration block 8 can be moved to the specified position, reducing the difficulty of installing the equipment.
[0024] A plurality of first dampers 6 for buffering and shock absorption are installed at one end of the connecting plate 5 facing the protective bracket 2. The first dampers 6 are used to support and reset the protective plate 3 to ensure that the deceleration block 8 can be in close contact with the vehicle to achieve a multi-stage deceleration effect, thereby preventing the vehicle from deviating and losing control and causing a traffic accident.
[0025] The multiple speed reduction blocks 8 installed on the protective plate 3 are arranged at an angle, and the end faces of the speed reduction blocks 8 extend to the outside of the protective bracket 2. The inclined arrangement of the speed reduction blocks 8 can increase the contact area with the vehicle, thereby ensuring that the out-of-control vehicle is decelerated and the vehicle is controlled to stop.
[0026] A positioning block 12 for fixing the slider 13 is detachably installed on the side of the slider 13 facing the positioning hole 14. A hole matching the positioning hole 14 is opened on the end face of the positioning block 12. The positioning block 12 is connected to the slider 13 and the guide rail 11 by bolts. By setting the positioning block 12, the slider 13 is fixed to one side of the guide rail 11 to prevent the slider 13 from sliding and causing the protective plate 3 to tilt, causing the deceleration block 8 to interfere with the anti-collision barrel 7, and affecting the deceleration effect of the product.
[0027] The utility model, through the cross setting of the anti-collision barrel 7 and the deceleration block 8, and the setting that the deceleration block 8 gradually tilts to one side, can guide the forward direction of the vehicle by rubbing against the anti-collision barrel 7 by the side of the vehicle when the vehicle brake fails and cannot stop the vehicle. The anti-collision barrel 7 is fitted with the vehicle body under the action of the second damper 9, and the deceleration block 8 is fitted with the side of the vehicle to generate a strong friction resistance. The purpose of controlling the vehicle to stop is achieved by decelerating the vehicle through multiple deceleration blocks 8. Through the action of the first damper 6 and the second damper 9, the anti-collision barrel 7 and the deceleration block 8 are alternately fitted with the side wall of the vehicle, which helps to reduce the risk of loss of control and side slip of the vehicle. Especially in emergency situations, it can help the driver to better control the vehicle and avoid danger. At the same time, the setting of the first damper 6 and the second damper 9 can also play a certain role in buffering and shock absorption during the collision of the vehicle, reducing the damage caused to the driver of the vehicle.
[0028] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the protection scope of the present invention.
Claims
1. A collision avoidance device for traffic engineering, characterized in that: The invention comprises a mounting plate (1) and a protective bracket (2), wherein a plurality of rotatable anti-collision barrels (7) are arranged inside the protective bracket (2), and a deceleration block (8) is arranged inside the gaps between the plurality of anti-collision barrels (7), a plurality of second dampers (9) for supporting the protective bracket (2) are arranged on one side of the mounting plate (1), a protective plate (3) is arranged at the end of the deceleration block (8), and the protective plate (3) is located at the center position of one end surface of the protective bracket (2), and a connecting spring (4) for suspending the protective plate (3) is arranged on one side of the protective bracket (2).
2. The anti-collision device for traffic engineering according to claim 1, characterized in that: A slot (15) is provided on a side wall of the mounting plate (1), a guide rail (11) is detachably mounted inside the slot (15), a plurality of positioning holes (14) for limiting position are provided on a side wall of the guide rail (11), and a plurality of sliding blocks (13) are slidably disposed on an outer side wall of the guide rail (11).
3. The anti-collision device for traffic engineering according to claim 2, characterized in that: A rotatable support rod (10) is provided at one end of the plurality of slide blocks (13) facing the protective bracket (2), one end of each of the plurality of support rods (10) is rotatably connected to a connecting plate (5), and the support rod (10) can swing following the sliding of the slide blocks (13).
4. The anti-collision device for traffic engineering according to claim 3, characterized in that: A plurality of first dampers (6) for buffering and shock absorption are installed at one end of the connection plate (5) facing the protection bracket (2).
5. The anti-collision device for traffic engineering according to claim 1, characterized in that: The plurality of speed reduction blocks (8) mounted on the protection plate (3) are arranged in an inclined manner, and the end surfaces of the speed reduction blocks (8) extend to the outside of the protection bracket (2).
6. The anti-collision device for traffic engineering according to claim 3, characterized in that: A positioning block (12) for fixing the slider (13) is detachably mounted on one side of the slider (13) facing the positioning hole (14); a hole matching the positioning hole (14) is formed on the end surface of the positioning block (12); and the positioning block (12) is connected to the slider (13) and the guide rail (11) via bolts.