Traffic engineering anti-collision device

Abstract

The utility model relates to the technical field of anti-collision devices, and discloses a traffic engineering anti-collision device which comprises a base, installation holes are formed in the four corners of the base, a supporting frame is fixedly connected to the upper portion of the base, and an anti-collision plate is arranged on one side of the supporting frame. After a rubber pad on the anti-collision plate is impacted by a vehicle, an anti-collision spring is transversely arranged between a supporting frame and the anti-collision plate, meanwhile, a buffering mechanism is matched, and therefore impact force brought by the vehicle can be directly and effectively buffered; according to the anti-collision device, the device can be reinforced and is matched with the supporting block to support the supporting frame, after the device is collided, the anti-collision spring and the buffering mechanism can be effectively supported so that the anti-collision spring and the buffering mechanism can better buffer the collision force, and the problems that an existing device is poor in using effect and not firm in fixing are solved.

Description

Technical Field

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

[0002] Traffic engineering integrates several aspects related to traffic, such as people, vehicles, roads, environment and energy, into the unity of road traffic for research, in order to seek the planning, construction and management scheme of the traffic system with the largest road capacity, the least traffic accidents, the fastest operating speed, the lowest transportation cost, the smallest environmental impact and the lowest energy consumption, so as to achieve the goals of safety, rapidity, economy, convenience, comfort, energy saving and low pollution. Traffic engineering is an important part of the national economy and social development, and is the basis for ensuring the normal progress and development of social and economic activities. The construction of transportation infrastructure such as highways, railways and municipal transportation in my country has entered a period of rapid development. In the existing traffic conditions, anti-collision devices are often installed on the road surface to prevent and reduce the damage to traffic facilities, casualties and property losses caused by collision accidents in traffic.

[0003] After searching, the Chinese patent CN 218952070 U (authorization announcement number: A traffic engineering anti-collision device) was disclosed, which includes a bottom plate, and the upper surface of the bottom plate is provided with two support columns, and one side of the two support columns is connected to a buffer mechanism, and the buffer mechanism includes: a mounting plate, a fixed shaft, a partition plate, a spring, a movable seat, a connecting rod and a damping telescopic rod, and the other ends of the two connecting rods are hinged with an anti-collision plate, and the damping telescopic rod is respectively installed between the partition plate and the movable seat. A traffic engineering anti-collision device can at least reduce the degree of damage to vehicles or objects, thereby solving the problem that the protective device made of concrete is too strong and has no buffering effect when a collision occurs, which is easy to cause a huge accident.

[0004] In actual application, this patented technology can buffer the impact force to reduce the degree of damage to vehicles and personnel. However, during use, when the impact force is large, it is easy to cause the connecting rod and the fixed shaft to deform, so that the movable seat can no longer move on the fixed shaft, resulting in the spring being unable to buffer the impact force, thereby reducing the use effect of the device. At the same time, the above-mentioned scheme fixes the device to the road surface through the mounting hole. When the vehicle impact force is large, it is easy for the device to detach from the road surface, making it impossible for the device to buffer the vehicle impact force. Utility Model Content

[0005] The utility model aims to solve the shortcomings in the prior art and proposes a traffic engineering anti-collision device.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A traffic engineering anti-collision device comprises a base, four corners of the base are provided with mounting holes, a support frame is fixedly connected to the top of the base, an anti-collision plate is arranged on one side of the support frame, a rubber pad is fixedly connected to the other side of the anti-collision plate, an anti-collision spring is arranged between the support frame and the anti-collision plate, one end of the anti-collision spring is fixedly connected to the support frame, the other end of the anti-collision spring is fixedly connected to the anti-collision plate, and a buffer mechanism is movably connected in the inner circle of the anti-collision spring;

[0008] The buffer mechanism includes a buffer rod, a piston rod, a sliding plate, a limit plate, a first oil chamber and a second oil chamber, one end of the buffer rod is fixedly connected to the support frame, the piston rod is arranged at the other end of the buffer rod, one end of the piston rod passes through the buffer rod and is slidably connected to the buffer rod, the other end of the piston rod is fixedly connected to the anti-collision plate, a placement groove is opened inside one end of the piston rod, the placement groove is arranged between the sliding plate and the limit plate, an auxiliary mechanism is arranged inside one end of the piston rod, the sliding plate and the limit plate are both slidably connected inside the buffer rod, one end of the sliding plate is fixedly connected to one end of the piston rod, a connecting hole is opened above the sliding plate, the limit plate is sleeved on the piston rod and fixedly connected to the first oil chamber is arranged at the other end of the sliding plate, and the second oil chamber is arranged at one end of the sliding plate.

[0009] Preferably, the auxiliary mechanism includes a top plate, a connecting frame, a guide rod and a top plate spring, a connecting groove is provided on the sliding plate, the connecting groove is connected with the placement groove, the placement groove is connected with the buffer rod, one end of the top plate is in conflict with one end of the sliding plate, the connecting frame is fixedly connected to the inside of the sliding plate through the connecting groove, one end of the guide rod is fixedly connected to the inner wall of the piston rod, the other end of the guide rod passes through the top plate and is slidably connected to the top plate, the other end of the guide rod is fixedly connected to the connecting frame, the top plate spring is arranged at the other end of the top plate, the top plate spring is sleeved on the guide rod, the top plate spring is fixedly connected to the auxiliary mechanism, and the other end of the top plate spring is fixedly connected to the inside of the piston rod.

[0010] Preferably, limiting rods are provided on both sides of the interior of the buffer rod, one end of the limiting rod is fixedly connected to one end of the interior of the buffer rod, the other end of the limiting rod passes through the sliding plate and the limiting plate and is slidably connected thereto, and the other end of the limiting rod is fixedly connected to the other end of the interior of the buffer rod.

[0011] Preferably, a connecting rod is fixedly connected to the bottom of the base, and a plurality of connecting rods are provided and evenly distributed.

[0012] Preferably, support blocks are provided at both ends of the other side of the support frame, and the support blocks are arranged in a triangular shape, one side of the support block is fixedly connected to the support frame, and the bottom of the support block is fixedly connected to the top of the base.

[0013] Preferably, an oil seal ring is sleeved on the piston rod, the oil seal ring is slidably connected to the piston rod, and one end of the oil seal ring is fixedly connected to the other end of the buffer rod.

[0014] The utility model has the following beneficial effects:

[0015] 1. In the utility model, after the rubber pad on the anti-collision plate is hit by a vehicle, the anti-collision spring is horizontally arranged between the support frame and the anti-collision plate, and at the same time cooperates with the buffer mechanism, which can directly and effectively buffer the impact force brought by the vehicle, solving the problem of poor use effect of the current device.

[0016] 2. In the utility model, the device can be reinforced by opening a hole in the road surface and embedding a connecting rod in the road surface, and the support frame can be supported in cooperation with the support block. After the device is hit, the anti-collision spring and the buffer mechanism can be effectively supported, so that the anti-collision spring and the buffer mechanism can better buffer the impact force, thereby solving the problem of the current device being loosely fixed. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the three-dimensional structure of the anti-collision device in the utility model;

[0018] Figure 2 This is a schematic diagram of the connection structure between the connecting rod and the supporting block in the utility model;

[0019] Figure 3 This is a schematic diagram of the connection structure between the anti-collision spring and the buffer mechanism in the utility model;

[0020] Figure 4 It is a schematic diagram of the cross-sectional structure of the anti-collision spring in the utility model;

[0021] Figure 5 It is a schematic diagram of the cross-sectional connection structure of the buffer mechanism in the utility model;

[0022] Figure 6 This is a schematic diagram of the connection structure of the limit rod in the utility model;

[0023] Figure 7 It is a schematic diagram of the connection structure of the auxiliary mechanism in the utility model.

[0024] Legend:

[0025] 1. Base; 2. Mounting hole; 3. Support frame; 4. Anti-collision plate; 5. Rubber pad; 6. Anti-collision spring; 7. Buffer mechanism; 71. Buffer rod; 72. Piston rod; 73. Sliding plate; 74. Limit plate; 75. First oil chamber; 76. Second oil chamber; 8. Connecting hole; 9. Connecting groove; 10. Placement groove; 11. Auxiliary mechanism; 111. Top plate; 112. Connecting frame; 113. Guide rod; 114. Top plate spring; 12. Limit rod; 13. Connecting rod; 14. Support block; 15. Oil seal ring. DETAILED DESCRIPTION

[0026] 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.

[0027] Reference Figure 1-7 , the utility model provides an embodiment: a traffic engineering anti-collision device, including a base 1, four corners of the base 1 are provided with mounting holes 2, the mounting holes 2 are used to fix the device, a support frame 3 is fixedly connected to the top of the base 1, one side of the support frame 3 is provided with an anti-collision plate 4, the other side of the anti-collision plate 4 is fixedly connected with a rubber pad 5, the anti-collision plate 4 is used to fix the rubber pad 5, an anti-collision spring 6 is provided between the support frame 3 and the anti-collision plate 4, one end of the anti-collision spring 6 is fixedly connected to the support frame 3, the support frame 3 is used to fix the anti-collision spring 6, the anti-collision spring 6 is used to buffer the impact force of the vehicle, the other end of the anti-collision spring 6 is fixedly connected to the anti-collision plate 4, and a buffer mechanism 7 is movably connected in the inner circle of the anti-collision spring 6;

[0028] The buffer mechanism 7 includes a buffer rod 71, a piston rod 72, a sliding plate 73, a limit plate 74, a first oil chamber 75 and a second oil chamber 76. One end of the buffer rod 71 is fixedly connected to the support frame 3, the piston rod 72 is arranged at the other end of the buffer rod 71, one end of the piston rod 72 passes through the buffer rod 71 and is slidably connected thereto, the other end of the piston rod 72 is fixedly connected to the anti-collision plate 4, a placement groove 10 is opened inside one end of the piston rod 72, the placement groove 10 is arranged between the sliding plate 73 and the limit plate 74, an auxiliary mechanism 11 is arranged inside one end of the piston rod 72, the sliding plate 73 and the limit plate 74 are both slidably connected inside the buffer rod 71, one end of the sliding plate 73 is fixedly connected to one end of the piston rod 72, a connecting hole 8 is opened above the sliding plate 73, the limit plate 74 is sleeved on the piston rod 72 and fixedly connected thereto, the first oil chamber 75 is arranged at the other end of the sliding plate 73, and the second oil chamber 76 is arranged at one end of the sliding plate 73.

[0029] Through the above technical solution, by setting up the buffer mechanism 7, after the rubber pad 5 on the anti-collision plate 4 is subjected to the impact force, it will push the piston rod 72 to drive the sliding plate 73 to retract into the inside of the buffer rod 71. The buffer rod 71 is filled with hydraulic oil. When the first oil chamber 75 is compressed by the piston rod 72 and the sliding plate 73, the volume of the first oil chamber 75 will become smaller. Then the hydraulic oil inside the first oil chamber 75 will flow to the second oil chamber 76 through the connecting hole 8, so that the impact force is buffered again by the hydraulic oil.

[0030] Specifically, the auxiliary mechanism 11 includes a top plate 111, a connecting frame 112, a guide rod 113 and a top plate spring 114. A connecting groove 9 is provided on the sliding plate 73, and the connecting groove 9 is connected to the placement groove 10, and the placement groove 10 is connected to the buffer rod 71. One end of the top plate 111 is in conflict with one end of the sliding plate 73, and the connecting frame 112 is fixedly connected to the inside of the sliding plate 73 through the connecting groove 9. One end of the guide rod 113 is fixedly connected to the inner wall of the piston rod 72, and the other end of the guide rod 113 passes through the top plate 111 and is slidably connected thereto. The other end of the guide rod 113 is fixedly connected to the connecting frame 112, and a top plate spring 114 is arranged at the other end of the top plate 111, and the top plate spring 114 is sleeved on the guide rod 113. The top plate spring 114 is fixedly connected to the auxiliary mechanism 11, and the other end of the top plate spring 114 is fixedly connected to the inside of the piston rod 72.

[0031] Through the above technical solution, by setting the auxiliary mechanism 11, due to the large instantaneous impact force of the vehicle, the piston rod 72 will drive the sliding plate 73 to quickly compress the first oil chamber 75. Due to the small size of the connecting hole 8, the flow rate of the hydraulic oil will be slow. At this time, the hydraulic oil inside the first oil chamber 75 will push the top plate 111, so that the top plate 111 overcomes the force of the top plate spring 114 and moves, so that a distance is generated between the top plate 111 and the sliding plate 73. At this time, the hydraulic oil can flow to the inside of the second oil chamber 76 through the connecting groove 9 and the placement groove 10, and the top plate spring 114 will also indirectly change the distance between the top plate 111 and the sliding plate 73 according to the impact force, so as to effectively control the speed at which the hydraulic oil in the first oil chamber 75 flows to the second oil chamber 76, so that the impact force of the vehicle can be better buffered by using the auxiliary mechanism 11 in conjunction with the buffer mechanism 7.

[0032] Specifically, limiting rods 12 are provided on both sides of the interior of the buffer rod 71, one end of the limiting rod 12 is fixedly connected to one end of the interior of the buffer rod 71, the other end of the limiting rod 12 passes through the sliding plate 73 and the limiting plate 74 and is slidably connected thereto, and the other end of the limiting rod 12 is fixedly connected to the other end of the interior of the buffer rod 71.

[0033] Through the above technical solution, by setting the limit rod 12, the piston rod 72 and the sliding plate 73 can be guided and limited when they move, so that the piston rod 72 and the sliding plate 73 will not be positionally shifted inside the buffer rod 71 for a certain period of time, thereby increasing the stability of the piston rod 72 and the sliding plate 73 when moving.

[0034] Specifically, a connecting rod 13 is fixedly connected to the bottom of the base 1 , and a plurality of connecting rods 13 are provided and evenly distributed.

[0035] Through the above technical solution, by setting the connecting rod 13, by opening a hole in the road surface, the connecting rod 13 is embedded in the road surface, so that the bottom of the device can extend into the inside of the road surface, thereby effectively reinforcing the device.

[0036] Specifically, support blocks 14 are provided at both ends of the other side of the support frame 3 . The support blocks 14 are arranged in a triangular shape. One side of the support block 14 is fixedly connected to the support frame 3 , and the bottom of the support block 14 is fixedly connected to the top of the base 1 .

[0037] Through the above technical solution, by setting the support block 14, since the triangle has strong stability, it can effectively support the other side of the support frame 3 to increase the stability of the support frame 3.

[0038] Specifically, an oil seal ring 15 is sleeved on the piston rod 72 . The oil seal ring 15 is slidably connected to the piston rod 72 , and one end of the oil seal ring 15 is fixedly connected to the other end of the buffer rod 71 .

[0039] Through the above technical solution, by providing the oil seal ring 15, the connection between the buffer rod 71 and the piston rod 72 can be sealed, thereby preventing the hydraulic oil from leaking from the connection between the buffer rod 71 and the piston rod 72.

[0040] Working principle: When in use, first open a hole on the ground, then embed the connecting rod 13 under the base 1 into the road surface, and then fix the device on the road surface through the mounting hole 2 on the base 1. When the rubber pad 5 on the anti-collision plate 4 is hit by a vehicle, the anti-collision spring 6 will be compressed to buffer the impact force. At the same time, the impact force will also cause the piston rod 72 to push the sliding plate 73 back to the inside of the buffer rod 71. At this time, hydraulic oil is filled in the buffer rod 71. When the first oil chamber 75 is compressed by the piston rod 72 and the sliding plate 73, the capacity of the first oil chamber 75 will be When the accumulation decreases, the hydraulic oil in the first oil chamber 75 will flow to the second oil chamber 76 through the connecting hole 8, so as to buffer the impact force again through the hydraulic oil. However, since the instantaneous impact force of the vehicle is large, and the size of the connecting hole 8 is small and the hydraulic oil flows slowly, the instantaneous impact force cannot be released. At this time, the hydraulic oil in the first oil chamber 75 will push the top plate 111, so that the top plate 111 overcomes the force of the top plate spring 114 and moves, so that a distance is generated between the top plate 111 and the sliding plate 73. At this time, the hydraulic oil can pass through the connecting groove 9 and the placement groove 1 0 flows into the inside of the second oil chamber 76, and the top plate spring 114 will indirectly change the distance between the top plate 111 and the sliding plate 73 according to the impact force, so as to effectively control the speed at which the hydraulic oil in the first oil chamber 75 flows into the second oil chamber 76, so that the auxiliary mechanism 11 and the buffer mechanism 7 can cooperate to better buffer the impact force of the vehicle. Then, when the impact force is released, the anti-collision spring 6 rebounds instantly, and the rebound force of the anti-collision spring 6 pushes the anti-collision plate 4, so that the anti-collision plate 4 drives the piston rod 72 to pull the outside of the buffer rod 71, and in the reverse direction. When force is applied, negative pressure will be formed inside the first oil chamber 75. At this time, the top plate 111 and the sliding plate 73 will be closed under the action of the top plate spring 114, and the hydraulic oil in the second oil chamber 76 can only flow into the first oil chamber 75 through the connecting hole 8. Therefore, the connecting hole 8 is small in size and the hydraulic oil circulation speed is slow, which will cause the piston rod 72 to move slowly to the outside of the buffer rod 71, thereby effectively slowing down the rebound speed of the anti-collision spring 6 and making the rebound of the anti-collision spring 6 more stable, thereby preventing the anti-collision spring 6 from rebounding too quickly, causing secondary damage to the vehicle or personnel.

[0041] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A traffic engineering anti-collision device, comprising a base (1), characterized in that: The four corners of the base (1) are provided with mounting holes (2); a support frame (3) is fixedly connected to the top of the base (1); an anti-collision plate (4) is provided on one side of the support frame (3); a rubber pad (5) is fixedly connected to the other side of the anti-collision plate (4); an anti-collision spring (6) is provided between the support frame (3) and the anti-collision plate (4); one end of the anti-collision spring (6) is fixedly connected to the support frame (3); the other end of the anti-collision spring (6) is fixedly connected to the anti-collision plate (4); a buffer mechanism (7) is movably connected in the inner ring of the anti-collision spring (6); The buffer mechanism (7) comprises a buffer rod (71), a piston rod (72), a sliding plate (73), a limit plate (74), a first oil chamber (75) and a second oil chamber (76); one end of the buffer rod (71) is fixedly connected to the support frame (3); the piston rod (72) is arranged at the other end of the buffer rod (71); one end of the piston rod (72) passes through the buffer rod (71) and is slidably connected thereto; the other end of the piston rod (72) is fixedly connected to the anti-collision plate (4); one end of the piston rod (72) is provided with a placement groove (10) inside, and the placement groove (10) is arranged on the sliding plate (4); The piston rod (72) is provided with an auxiliary mechanism (11) between the sliding plate (73) and the limiting plate (74), and the inside of one end of the piston rod (72); the sliding plate (73) and the limiting plate (74) are both slidably connected inside the buffer rod (71); one end of the sliding plate (73) is fixedly connected to one end of the piston rod (72); a connecting hole (8) is opened above the sliding plate (73); the limiting plate (74) is sleeved on the piston rod (72) and fixedly connected thereto; the first oil chamber (75) is provided at the other end of the sliding plate (73); and the second oil chamber (76) is provided at one end of the sliding plate (73).

2. A traffic engineering anti-collision device according to claim 1, characterized in that: The auxiliary mechanism (11) comprises a top plate (111), a connecting frame (112), a guide rod (113) and a top plate spring (114); a connecting groove (9) is provided on the sliding plate (73); the connecting groove (9) is communicated with the placement groove (10); the placement groove (10) is communicated with the buffer rod (71); one end of the top plate (111) abuts against one end of the sliding plate (73); the connecting frame (112) is fixedly connected to the inside of the sliding plate (73) through the connecting groove (9); one end of the guide rod (113) The guide rod (113) is fixedly connected to the inner wall of the piston rod (72), the other end of the guide rod (113) passes through the top plate (111) and is slidably connected thereto, the other end of the guide rod (113) is fixedly connected to the connecting frame (112), the top plate spring (114) is arranged at the other end of the top plate (111), the top plate spring (114) is sleeved on the guide rod (113), the top plate spring (114) is fixedly connected to the auxiliary mechanism (11), and the other end of the top plate spring (114) is fixedly connected to the inside of the piston rod (72).

3. A traffic engineering anti-collision device according to claim 1, characterized in that: Limiting rods (12) are provided on both sides of the interior of the buffer rod (71); one end of the limiting rod (12) is fixedly connected to one end of the interior of the buffer rod (71); the other end of the limiting rod (12) passes through the sliding plate (73) and the limiting plate (74) and is slidably connected thereto; the other end of the limiting rod (12) is fixedly connected to the other end of the interior of the buffer rod (71).

4. A traffic engineering anti-collision device according to claim 1, characterized in that: A connecting rod (13) is fixedly connected below the base (1), and a plurality of connecting rods (13) are provided and evenly distributed.

5. The traffic engineering anti-collision device according to claim 1, characterized in that: Support blocks (14) are provided at both ends of the other side of the support frame (3); the support blocks (14) are arranged in a triangular shape; one side of the support block (14) is fixedly connected to the support frame (3); and the bottom of the support block (14) is fixedly connected to the top of the base (1).

6. A traffic engineering anti-collision device according to claim 1, characterized in that: An oil seal ring (15) is sleeved on the piston rod (72), the oil seal ring (15) is slidably connected to the piston rod (72), and one end of the oil seal ring (15) is fixedly connected to the other end of the buffer rod (71).

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