Anti-collision device for road traffic transportation engineering

Abstract

The utility model discloses an anti-collision device for road traffic transportation engineering. The anti-collision device comprises a base and a rotating shaft, the number of the bases is two, mounting columns are fixedly connected to the upper surfaces of the two bases correspondingly, and handrails are fixedly connected to the upper ends and the lower ends between the inner side faces of the two mounting columns correspondingly; the number of the rotating shafts is three, the three rotating shafts are rotationally connected between the inner side faces of the two handrails correspondingly, mounting blocks are fixedly connected to the middles of the rotating shafts correspondingly, and anti-collision plates capable of generating displacement are connected to the sides, away from the centers of the rotating shafts, of the mounting blocks through buffer mechanisms correspondingly; according to the anti-collision device for the road traffic transportation engineering, collision impact force can be effectively reduced, energy absorption and release are achieved, the injury degree to vehicles and passengers when accidents happen is reduced, the driving safety is improved, and the anti-collision device for the road traffic transportation engineering is suitable for popularization and application. And the practicability of the anti-collision device for the road traffic transportation engineering is improved.

Description

Technical Field

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

[0002] Commonly used anti-collision devices in road traffic engineering include curbstones, guardrails, road bollards, speed bumps, etc. The design purpose of these devices is to improve road traffic safety and reduce the damage to vehicles and pedestrians when traffic accidents occur. The specific anti-collision device selection should be comprehensively considered based on factors such as road type, traffic flow, vehicle speed, etc. to ensure the best safety effect;

[0003] The guardrails of traditional anti-collision devices for road transportation engineering are usually made of steel, which can be in the form of welded steel pipes, steel plates or steel grilles, etc. They have good strength and rigidity, can withstand large impact forces, and maintain their shape unchanged;

[0004] Traditional anti-collision devices for road traffic engineering have the following problems: Since the metal guardrail itself has a high rigidity, when a vehicle collides with the guardrail, the guardrail cannot absorb the impact energy, causing the impact force to be directly transmitted to the vehicle and passengers, increasing the risk of vehicle damage and personal injury. For this reason, we propose an anti-collision device for road traffic engineering. Utility Model Content

[0005] The technical problem to be solved by the utility model is to overcome the existing defects and provide an anti-collision device for road traffic engineering, which can effectively reduce the impact force of the collision, realize energy absorption and release, reduce the degree of damage to the vehicle and passengers when an accident occurs, and can effectively solve the problems in the background technology.

[0006] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: an anti-collision device for road traffic engineering, comprising a base and a rotating shaft;

[0007] Base: There are two bases, the upper surfaces of the two bases are respectively fixedly connected with mounting columns, and the upper and lower ends between the inner sides of the two mounting columns are respectively fixedly connected with railings;

[0008] Rotating axis: There are three rotating axes, which are rotatably connected between the inner sides of the two railings. The middle of the rotating axis is fixedly connected with a mounting block, and the side of the mounting block away from the center of the rotating axis is connected with a displaceable anti-collision plate through a buffer mechanism, which can effectively reduce the impact force of the collision, realize energy absorption and release, reduce the degree of injury to the vehicle and occupants in the event of an accident, improve driving safety, and improve the practicability of anti-collision devices used in road transportation engineering.

[0009] Furthermore, it also includes shock absorbers, which are arranged on a side of the mounting block away from the center of the rotating shaft, and the telescopic ends of the shock absorbers are fixedly connected to the inner side surfaces of the adjacent anti-collision plates to reduce the transmission of the impact force of the collision.

[0010] Furthermore, it also includes spring 2, which is fixedly connected between the side of the mounting block away from the center of the rotation axis and the inner side of the adjacent anti-collision plate. The spring 2 is sleeved on the outer surface of the shock absorber to initially absorb part of the collision energy.

[0011] Furthermore, the buffer mechanism includes a guide slide, a U-shaped seat 1, a rotating shaft, an avoidance opening, a connecting rod and a U-shaped seat 2, the guide slides are opened at the upper and lower ends of the mounting block away from the center of the rotating shaft, the inner walls of the guide slides are slidably connected with the U-shaped seat 1, the interior of the U-shaped seat 1 is rotatably connected with the rotating shaft, the U-shaped seat 2 is fixedly connected to the upper and lower ends of the anti-collision plate close to the center of the rotating shaft, the interior of the U-shaped seat 2 is rotatably connected with the connecting rod through a pin shaft, the interior of the connecting rod is opened with an avoidance opening, the avoidance opening is installed in cooperation with the vertically adjacent rotating shaft, so as to realize the conversion of rotational motion into linear motion.

[0012] Furthermore, the lengths of the connecting rods are all consistent, ensuring the normal operation of the buffer mechanism.

[0013] Furthermore, the buffer mechanism also includes sliding columns, which are fixedly connected between the upper and lower inner walls of the guide slot. The middle part of the sliding column located in the same guide slot is slidably connected to the inside of the adjacent U-shaped seat 1 to prevent the U-shaped seat 1 from being offset or misaligned during the sliding process.

[0014] Furthermore, the buffer mechanism also includes a spring 1, which is fixedly connected between the upper surface of a U-shaped seat 1 and the top wall of the guide slot and between the lower surface of the U-shaped seat 1 and the bottom wall of the guide slot in the same guide slot. The spring 1 is sleeved on the outer surface of the slide column to gradually absorb and alleviate the impact force caused by the collision.

[0015] Compared with the prior art, the beneficial effects of the utility model are: the anti-collision device for road traffic engineering has the following advantages:

[0016] The impact force received by the anti-collision plate will also act on the rotating shaft, causing the rotating shaft to start rotating. At the same time, the movement of the anti-collision plate and the rotation of the rotating shaft cause the connecting rod to rotate around the pin shaft in the U-shaped seat 2. When the connecting rod rotates, the avoidance opening moves accordingly and gradually approaches the rotating shaft on the U-shaped seat 1. As the rotation angle of the connecting rod increases, the avoidance opening gradually approaches the rotating shaft. When in contact, the rotating shaft limits the movement of the avoidance opening, thus forcing the rotational movement of the connecting rod to be transmitted to the U-shaped seat 1 through the rotating shaft, so that the U-shaped seat 1 slides along the axis of the sliding column in the guide slide groove and compresses the spring 1 at the top, and at the same time, stretches the spring 1 at the bottom. As the impact force gradually increases, the U-shaped seat 1 continues to slide along the axis of the sliding column, continuously compressing the spring 1 at the top, and stretching the spring 1 at the bottom, so that the impact force is gradually converted into the compression energy of the spring 1 at the top and the stretching energy of the spring 1 at the bottom, thereby gradually absorbing and alleviating the impact force caused by the collision, reducing the impact on the vehicle and occupants during the accident, reducing the degree of injury caused by the accident, and improving the practicality of the anti-collision device for road transportation engineering. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the structure of the utility model;

[0018] Figure 2 It is a partial cross-sectional structural schematic diagram of the front side of the utility model;

[0019] Figure 3 It is a partial cross-sectional structural schematic diagram of the utility model;

[0020] Figure 4 It is a schematic diagram of the structure enlarged at point A of the utility model.

[0021] In the figure: 1 base, 2 mounting column, 3 anti-collision plate, 4 rotating shaft, 5 mounting block, 6 shock absorber, 7 railing, 8 buffer mechanism, 81 sliding column, 82 spring 1, 83 guide slide groove, 84 U-shaped seat 1, 85 rotating shaft, 86 avoidance, 87 connecting rod, 88 U-shaped seat 2, 9 spring 2. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0023] See also Figure 1-4 , This embodiment provides a technical solution: an anti-collision device for road traffic engineering, comprising a base 1 and a rotating shaft 4;

[0024] Base 1: There are two bases 1, and mounting columns 2 are fixedly connected to the upper surfaces of the two bases 1, and railings 7 are fixedly connected to the upper and lower ends of the inner sides of the two mounting columns 2. The base 1 and the mounting columns 2 can better resist external forces, reduce system shaking or deformation caused by inertia, and improve the stability of the anti-collision device for road transportation engineering;

[0025] Rotating shaft 4: There are three rotating shafts 4, which are rotatably connected between the inner sides of two railings 7. The middle part of the rotating shaft 4 is fixedly connected with a mounting block 5. The side of the mounting block 5 away from the center of the rotating shaft 4 is connected with a displaceable anti-collision plate 3 through a buffer mechanism 8. It also includes a shock absorber 6. The shock absorber 6 is arranged on the side of the mounting block 5 away from the center of the rotating shaft 4. The telescopic end of the shock absorber 6 is fixedly connected to the inner side of the adjacent anti-collision plate 3. It also includes a spring 2 9. The spring 2 9 is fixedly connected between the side of the mounting block 5 away from the center of the rotating shaft 4 and the inner side of the adjacent anti-collision plate 3. The spring 2 9 is sleeved on the outer surface of the shock absorber 6. The buffer mechanism 8 includes a guide groove 83, a U-shaped seat 1 84, a rotating shaft 85, an avoidance port 86, a connection Rod 87 and U-shaped seat 2 88, guide slide groove 83 are all opened at the upper and lower ends of the side of the mounting block 5 away from the center of the rotating shaft 4, the inner wall of the guide slide groove 83 is slidably connected with U-shaped seat 1 84, the interior of U-shaped seat 1 84 is rotatably connected with the rotating shaft 85, U-shaped seat 2 88 is fixedly connected to the upper and lower ends of the side of the anti-collision plate 3 close to the center of the rotating shaft 4, the interior of U-shaped seat 2 88 is rotatably connected with connecting rod 87 through a pin shaft, and the interior of connecting rod 87 is opened with avoidance opening 86, and the avoidance opening 86 is installed in cooperation with the vertically adjacent rotating shaft 85, and the length of connecting rod 87 is consistent, and the buffer mechanism 8 also includes sliding column 81, which is fixedly connected between the upper and lower inner walls of the guide slide groove 83, and the middle part of the sliding column 81 located in the same guide slide groove 83 is The buffer mechanism 8 is connected to the inner sliding of the adjacent U-shaped seat 84, and also includes a spring 82. The spring 82 is fixedly connected between the upper surface of the U-shaped seat 84 and the top wall of the guide slot 83, and between the lower surface of the U-shaped seat 84 and the bottom wall of the guide slot 83. The spring 82 is sleeved on the outer surface of the slide column 81. When the vehicle collides, the foreign object first contacts the anti-collision plate 3 and applies pressure to push the anti-collision plate 3, which makes the anti-collision plate 3 start to move. During the movement of the anti-collision plate 3, an extrusion force is applied to the telescopic end of the shock absorber 6, causing the shock absorber to be squeezed, thereby slowing down the transmission of the impact force of the collision. At the same time, the compression spring 9 is compressed to absorb part of the collision energy, thereby further reducing the impact caused by the collision. The impact force, however, the impact force on the anti-collision plate 3 will also act on the rotating shaft 4, causing the rotating shaft 4 to start rotating. At the same time, the movement of the anti-collision plate 3 and the rotation of the rotating shaft 4 cause the connecting rod 87 to rotate around the pin shaft in the U-shaped seat 88. When the connecting rod 87 rotates, the avoidance opening 86 moves accordingly and gradually approaches the rotating shaft 85 on the U-shaped seat 84. As the rotation angle of the connecting rod 87 increases, the avoidance opening 86 gradually approaches the rotating shaft 85. When in contact, the rotating shaft 85 limits the movement of the avoidance opening 86, thus forcing the rotational movement of the connecting rod 87 to be transmitted to the U-shaped seat 84 through the rotating shaft 85, so that the U-shaped seat 84 slides in the guide groove 83 along the axis of the sliding column 81 and compresses the spring 82 at the top. At the same time,The bottom spring 82 is stretched. As the impact force gradually increases, the U-shaped seat 84 continues to slide along the axis of the sliding column 81, continuously compressing the top spring 82 and stretching the bottom spring 82 at the same time, so that the impact force is gradually converted into the compression energy of the top spring 82 and the stretching energy of the bottom spring 82, thereby gradually absorbing and alleviating the impact force caused by the collision. When the impact force gradually decreases or disappears completely, the compressed top spring 82 will push the U-shaped seat 84 to move along the axis of the sliding column 81 to release the stored energy, and the bottom spring 82 will also return to its original state, thereby reducing the impact on the vehicle and passengers in the event of an accident and reducing the degree of injury caused by the accident.

[0026] The working principle of the anti-collision device for road traffic engineering provided by the utility model is as follows: when a vehicle collides, the foreign object first contacts the anti-collision plate 3 and applies pressure to push the anti-collision plate 3, which causes the anti-collision plate 3 to start moving. During the movement of the anti-collision plate 3, an extrusion force is applied to the telescopic end of the shock absorber 6, causing the shock absorber to be squeezed, thereby slowing down the transmission of the impact force of the collision. At the same time, the compression spring 2 9 is compressed to absorb part of the collision energy, thereby further reducing the impact force caused by the collision. However, the impact force exerted on the anti-collision plate 3 will also act on the rotating shaft 4, causing the rotating shaft 4 to start rotating. At the same time, the movement of the anti-collision plate 3 and the rotation of the rotating shaft 4 cause the connecting rod 87 to rotate around the pin shaft in the U-shaped seat 2 88 as the center. When the connecting rod 87 rotates, the avoidance opening 86 moves accordingly and gradually approaches the rotating shaft 85 on the U-shaped seat 1 84. As the rotation angle of the connecting rod 87 increases, the avoidance opening 86 gradually approaches the rotating shaft 85. When in contact, the rotating shaft 85 limits the movement of the avoidance opening 86, thus forcing the connecting rod 87 to rotate. The rotational motion is transmitted to the U-shaped seat 84 through the rotating shaft 85, so that the U-shaped seat 84 slides along the axis of the sliding column 81 in the guide slide groove 83, compressing the top spring 82 and stretching the bottom spring 82. As the impact force gradually increases, the U-shaped seat 84 continues to slide along the axis of the sliding column 81, continuously compressing the top spring 82 and stretching the bottom spring 82, so that the impact force is gradually converted into the compression energy of the top spring 82 and the stretching energy of the bottom spring 82, thereby gradually absorbing and alleviating the impact force caused by the collision. When the impact force gradually decreases or disappears completely, the compressed top spring 82 will push the U-shaped seat 84 to move along the axis of the sliding column 81 to release the stored energy, and the bottom spring 82 will also return to its original state, thereby reducing the impact on the vehicle and occupants during the accident and reducing the degree of injury in the accident. However, the base 1 and the mounting column 2 can better resist external forces, reduce system shaking or deformation caused by inertia, and improve the stability of the anti-collision device for road transportation engineering.

[0027] The above are only embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the specification and drawings of the present invention, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. An anti-collision device for road traffic engineering, characterized in that: It comprises a base (1) and a rotating shaft (4); Base (1): There are two bases (1), the upper surfaces of the two bases (1) are respectively fixedly connected with mounting columns (2), and the upper and lower ends of the inner sides of the two mounting columns (2) are respectively fixedly connected with railings (7); Rotating shafts (4): There are three rotating shafts (4), which are rotatably connected between the inner side surfaces of the two railings (7), and the middle of the rotating shafts (4) is fixedly connected to a mounting block (5). The side of the mounting block (5) away from the center of the rotating shaft (4) is connected to a displaceable anti-collision plate (3) through a buffer mechanism (8).

2. The anti-collision device for road traffic engineering according to claim 1, characterized in that: It also includes a shock absorber (6), which is arranged on a side of the mounting block (5) away from the center of the rotating shaft (4), and the telescopic ends of the shock absorbers (6) are fixedly connected to the inner side surface of the adjacent anti-collision plate (3).

3. The anti-collision device for road traffic engineering according to claim 2, characterized in that: It also includes a second spring (9), which is fixedly connected between a side of the mounting block (5) away from the center of the rotating shaft (4) and an inner side surface of an adjacent anti-collision plate (3), and the second spring (9) is sleeved on the outer surface of the shock absorber (6).

4. The anti-collision device for road traffic engineering according to claim 1, characterized in that: The buffer mechanism (8) comprises a guide slot (83), a U-shaped seat 1 (84), a rotating shaft (85), an avoidance opening (86), a connecting rod (87) and a U-shaped seat 2 (88). The guide slot (83) is provided at upper and lower ends of a side of the mounting block (5) away from the center of the rotating shaft (4). The inner wall of the guide slot (83) is slidably connected to the U-shaped seat 1 (84). The interior of the U-shaped seat 1 (84) is rotatably connected to the rotating shaft (85). The U-shaped seat 2 (88) is fixedly connected to upper and lower ends of a side of the anti-collision plate (3) close to the center of the rotating shaft (4). The interior of the U-shaped seat 2 (88) is rotatably connected to the connecting rod (87) via a pin shaft. The interior of the connecting rod (87) is provided with an avoidance opening (86). The avoidance opening (86) is mounted in cooperation with the rotating shaft (85) adjacent to the vertical direction.

5. The anti-collision device for road traffic engineering according to claim 4, characterized in that: The lengths of the connecting rods (87) are all the same.

6. The anti-collision device for road traffic engineering according to claim 4, characterized in that: The buffer mechanism (8) further comprises a slide column (81), wherein the slide column (81) is fixedly connected between the upper and lower inner walls of the guide slot (83), and the middle part of the slide column (81) located in the same guide slot (83) is slidably connected to the inside of the adjacent U-shaped seat (84).

7. The anti-collision device for road traffic engineering according to claim 6, characterized in that: The buffer mechanism (8) further comprises a spring (82), wherein the spring (82) is fixedly connected between the upper surface of a U-shaped seat (84) located in the same guide slot (83) and the top wall of the guide slot (83), and between the lower surface of the U-shaped seat (84) and the bottom wall of the guide slot (83), and the spring (82) is sleeved on the outer surface of the slide column (81).

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