Traffic engineering anti-collision device

Abstract

The utility model discloses a traffic engineering anti-collision device which comprises a first supporting piece, two sets of first limiting seats are vertically connected to the two sides of the first supporting piece in a pluggable mode, the first limiting seats can be connected with a second supporting piece through two sets of first buffering assemblies, and one side of the first supporting piece is transversely connected with a set of second limiting seats in a pluggable mode. The first limiting base is connected with the first supporting piece through a set of first buffering assemblies, the second limiting base is connected with the second supporting piece through a set of second buffering assemblies, and the first limiting base and the second limiting base can be locked through a locking assembly. The buffering and anti-collision effects can be achieved in the vertical direction and the transverse direction, the first limiting base and the second limiting base can be locked at the same time through the locking assembly, the buffering assembly is convenient to disassemble and assemble, disassembly and assembly are easy, the disassembly and assembly efficiency is higher, and the buffering assembly is convenient to replace.

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] Fixed anti-collision guardrails are a type of passive anti-collision facility commonly used in traffic engineering. They are installed at the edge of roads or bridges to prevent out-of-control vehicles from going out of the road, reducing the possibility of accidents and the severity of the consequences of accidents. Some highway forks will also be equipped with anti-collision devices to minimize the damage to occupants and vehicles in the event of a traffic accident. Anti-collision devices are often placed on special sections of roads where accidents are frequent to reduce the impact force of vehicles.

[0003] However, the anti-collision device in the prior art is generally fixed and installed by a large number of screws, resulting in low disassembly and assembly efficiency. It is generally damaged by collision and it is troublesome to replace. For this reason, we propose a traffic engineering anti-collision device. Utility Model Content

[0004] The purpose of the utility model is to provide a traffic engineering anti-collision device to solve the problems raised by the above background technology.

[0005] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a traffic engineering anti-collision device, comprising a first support member, two groups of first limit seats are vertically plugged in and connected on both sides of the first support member, the first limit seat can be connected to the second support member through two groups of first buffer components, one side of the first support member is horizontally plugged in and connected to a group of second limit seats, the second limit seat is connected to the second support member through a group of second buffer components, the first limit seat and the second limit seat can be locked by a locking assembly, the locking assembly includes a locking member, a sliding groove and a bolt, the upper and lower ends of the first support member are each slidably connected to a group of the locking members, the locking member can be inserted into the first limit seat and the second limit seat to lock them, the upper and lower ends of the first support member correspond to the sliding grooves of the locking member, the locking member can be tightened by the bolt, and the bolt penetrates the locking member and is threadedly connected to the first support.

[0006] Preferably, the first buffer assembly includes a first damping telescopic member, a first slider and a first connecting rod, and the inner cavity of the first limit seat is mirror-imaged to install two groups of the first damping telescopic members, and one end of the two groups of the first damping telescopic members is respectively installed with a group of the first sliders, and the two groups of the first sliders are each hinged to a group of the first connecting rod, and the other end of the first connecting rod is hinged to the second support member.

[0007] Preferably, the second buffer assembly includes a second damping telescopic member, a second slider and a second connecting rod, and the inner cavity of the second limit seat is mirror-imaged to install two groups of the second damping telescopic members, and one end of the two groups of the second damping telescopic members is respectively installed with a group of the second sliders, and the two groups of the second sliders are each hinged to a group of the second connecting rod, and the other end of the second connecting rod is hinged to the second support member.

[0008] Preferably, a buffer air cushion is provided on a side of the second support member away from the first support member.

[0009] Preferably, a group of third support members are installed at the bottom of each end of the first support member.

[0010] Compared with the prior art, the beneficial effects of the utility model are:

[0011] When the vehicle of the utility model collides with the second support member, the first buffer component and the second buffer component will be pushed to operate, which can respectively play a buffering and anti-collision effect in the vertical direction and the horizontal direction. The first limit seat and the second limit seat can be locked at the same time by using the locking component, which is convenient for disassembly and assembly of the buffer component. The disassembly and assembly is simple, the disassembly and assembly efficiency is higher, and the buffer component is easy to replace.

[0012] The locking piece of the utility model comprises a locking rod and a locking block. The locking rod is installed at the bottom end of the locking block. The locking rod has different lengths and can match the first limit seat and the second limit seat. After the first limit seat and the second limit seat are inserted into the first support member, the locking rod is inserted into the first limit seat and the second limit seat, and then the bolt penetrates the locking piece and is threadedly connected to the first support member to complete the locking of the first limit seat and the second limit seat. A module disassembly and assembly structure similar to the mortise and tenon type is adopted, and the installation can be completed with a small number of bolts. The locking is simple, the disassembly and assembly are convenient, and the buffer component is convenient to replace.

[0013] The utility model utilizes a buffering air cushion to play a buffering role when a vehicle collides with a second supporting member. The impact generated by the collision will push the second supporting member, causing it to push the first connecting rod and the second connecting rod. The first connecting rod and the second connecting rod will respectively push the first sliding block and the second sliding block, thereby pushing the first damping telescopic member and the second damping telescopic member. The first damping telescopic member and the second damping telescopic member have the same structure and are both composed of a damping telescopic rod and a spring. They can play a buffering role, offset the impact force, and play an anti-collision role. The installed third supporting member can be installed in conjunction with the expansion bolts in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a right front exploded view of the overall structure of the utility model;

[0015] Figure 2It is an enlarged view of structure A of the utility model;

[0016] Figure 3 It is a left front sectional view of the overall structure of the utility model;

[0017] Figure 4 It is an enlarged view of structure B of the utility model;

[0018] Figure 5 It is a left front schematic diagram of the overall structure of the utility model;

[0019] Figure 6 It is a top view of the overall structure of the utility model.

[0020] In the figure: 1. first support member, 2. first limit seat, 3. second support member, 4. second limit seat, 5. locking member, 6. slide groove, 7. bolt, 8. first damping telescopic member, 9. first slider, 10. first connecting rod, 11. second damping telescopic member, 12. second slider, 13. second connecting rod, 14. buffer air cushion, 15. third support member. DETAILED DESCRIPTION

[0021] 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.

[0022] Example 1: Please refer to Figure 1-6 As shown, the utility model provides a traffic engineering anti-collision device, including a first support member 1, two groups of first limit seats 2 are vertically plugged in and connected on both sides of the first support member 1, the first limit seat 2 can be connected to the second support member 3 through two groups of first buffer components, one side of the first support member 1 is horizontally plugged in and connected to a group of second limit seats 4, the second limit seat 4 is connected to the second support member 3 through a group of second buffer components, and the first limit seat 2 and the second limit seat 4 can be locked by a locking component.

[0023] In this embodiment, when the vehicle collides with the second support member 3, it will push the first buffer assembly and the second buffer assembly to operate, which can respectively play a buffering and anti-collision effect in the vertical direction and the lateral direction. The first limit seat 2 and the second limit seat 4 can be locked at the same time by using the locking assembly, which is convenient for the disassembly and assembly of the buffer assembly, and the disassembly and assembly is simple, the disassembly and assembly efficiency is higher, and the buffer assembly is easy to replace.

[0024] Please refer to Figure 1-6As shown, the locking assembly includes a locking member 5, a sliding groove 6 and a bolt 7. A group of locking members 5 are slidably connected at the upper and lower ends of the first support member 1. The locking member 5 can be inserted into the first limit seat 2 and the second limit seat 4 to lock it. The upper and lower ends of the first support member 1 correspond to the sliding grooves 6 of the locking member 5. The locking member 5 can be fastened by the bolt 7. The bolt 7 penetrates the locking member 5 and is threadedly connected to the first support member 1.

[0025] In this embodiment, the locking member 5 includes a locking rod and a locking block. The locking rod is installed at the bottom end of the locking block. The lengths of the locking rod are different and can match the first limit seat 2 and the second limit seat 4. After the first limit seat 2 and the second limit seat 4 are inserted into the first support member 1, the locking rod is inserted into the first limit seat 2 and the second limit seat 4, and then the bolt 7 is penetrated through the locking member 5 and threadedly connected with the first support member 1 to complete the locking of the first limit seat 2 and the second limit seat 4. The locking is simple, the disassembly and assembly are convenient, and the buffer assembly can be replaced conveniently.

[0026] Please refer to Figure 1-6 As shown, the first buffer assembly includes a first damping telescopic member 8, a first slider 9 and a first connecting rod 10, the inner cavity of the first limit seat 2 is mirror-imaged with two groups of first damping telescopic members 8, one end of the two groups of first damping telescopic members 8 is respectively installed with a group of first sliders 9, the two groups of first sliders 9 are each hinged to a group of first connecting rods 10, and the other end of the first connecting rod 10 is hinged to the second support member 3, the second buffer assembly includes a second damping telescopic member 11, a second slider 12 and a second connecting rod 13, the inner cavity of the second limit seat 4 is mirror-imaged with two groups of second damping telescopic members 11, one end of the two groups of second damping telescopic members 11 is respectively installed with a group of second sliders 12, the two groups of second sliders 12 are each hinged to a group of second connecting rods 13, the other end of the second connecting rod 13 is hinged to the second support member 3, a buffer air cushion 14 is provided on the side of the second support member 3 away from the first support member 1, and a group of third support members 15 are respectively installed at the bottom of the two ends of the first support member 1.

[0027] In this embodiment, the buffer air cushion 14 can play a buffering role when the vehicle collides with the second support member 3. The impact generated by the collision will push the second support member 3, causing it to push the first connecting rod 10 and the second connecting rod 13. The first connecting rod 10 and the second connecting rod 13 will respectively push the first slider 9 and the second slider 12, thereby pushing the first damping telescopic member 9 and the second damping telescopic member 11. The first damping telescopic member 9 and the second damping telescopic member 11 have the same structure, both of which are composed of a damping telescopic rod and a spring, and can play a buffering role, offset the impact force, and play an anti-collision role. The installed third support member 15 can be installed in conjunction with the expansion bolts in the prior art.

[0028] Working principle: First, the buffer air cushion 14 can play a buffering role when the vehicle hits the second support member 3. The impact generated by the collision will push the second support member 3, causing it to push the first connecting rod 10 and the second connecting rod 13. The first connecting rod 10 and the second connecting rod 13 will push the first slider 9 and the second slider 12 respectively, thereby pushing the first damping telescopic member 9 and the second damping telescopic member 11. The first damping telescopic member 9 and the second damping telescopic member 11 have the same structure, both of which are composed of a damping telescopic rod and a spring, and can play a buffering role. The impact force is offset to play an anti-collision role. The locking member 5 includes a locking rod and a locking block. The locking rod is installed at the bottom end of the locking block. The lengths of the locking rods are different and can match the first limit seat 2 and the second limit seat 4. After the first limit seat 2 and the second limit seat 4 are inserted into the first support member 1, the locking rod is inserted into the first limit seat 2 and the second limit seat 4, and then the bolt 7 is penetrated through the locking member 5 and threadedly connected with the first support member 1 to complete the locking of the first limit seat 2 and the second limit seat 4. The locking is simple, the disassembly and assembly are convenient, and the buffer assembly is convenient to replace.

[0029] The contents not described in detail in this specification belong to the prior art known to professionals in this field.

[0030] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art may 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 shall be included in the protection scope of the present invention.

Claims

1. A traffic engineering anti-collision device, comprising a first support member (1), characterized in that: The two sides of the first support member (1) are vertically pluggable connected to two groups of first limit seats (2), and the first limit seat (2) can be connected to the second support member (3) through two groups of first buffer components. One side of the first support member (1) is horizontally pluggable connected to a group of second limit seats (4), and the second limit seat (4) is connected to the second support member (3) through a group of second buffer components. The first limit seat (2) and the second limit seat (4) can be locked by a locking component, and the locking component comprises a locking member (5), a sliding groove (6) and a bolt (7). The upper and lower ends of the first support member (1) are each slidably connected to a group of the locking members (5), and the locking member (5) can be inserted into the first limit seat (2) and the second limit seat (4) to lock them. The upper and lower ends of the first support member (1) are provided with the sliding grooves (6) corresponding to the locking members (5). The locking member (5) can be fastened by the bolt (7), and the bolt (7) penetrates the locking member (5) and is threadedly connected to the first support member (1).

2. A traffic engineering anti-collision device according to claim 1, characterized in that: The first buffer assembly comprises a first damping telescopic member (8), a first slider (9) and a first connecting rod (10); two groups of the first damping telescopic members (8) are mounted in a mirror-image manner in the inner cavity of the first limit seat (2); a group of the first sliders (9) are mounted on the opposite ends of the two groups of the first damping telescopic members (8); the two groups of the first sliders (9) are each hinged to a group of the first connecting rod (10); and the other end of the first connecting rod (10) is hinged to the second support member (3).

3. A traffic engineering anti-collision device according to claim 1, characterized in that: The second buffer assembly comprises a second damping telescopic member (11), a second slider (12) and a second connecting rod (13); the inner cavity of the second limit seat (4) is mirror-mounted with two groups of the second damping telescopic members (11); one end of the two groups of the second damping telescopic members (11) is respectively mounted with a group of the second slider (12) at the opposite ends thereof; the two groups of the second sliders (12) are respectively hingedly connected to a group of the second connecting rod (13); and the other end of the second connecting rod (13) is hingedly connected to the second support member (3).

4. A traffic engineering anti-collision device according to claim 1, characterized in that: A buffer air cushion (14) is provided on a side of the second support member (3) away from the first support member (1).

5. The traffic engineering anti-collision device according to claim 1, characterized in that: A group of third support members (15) is respectively installed at the bottom of both ends of the first support member (1).

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