Buffering type anti-collision device for traffic engineering
By designing a traffic engineering buffer-type anti-collision device including buffer components and auxiliary components, the problem that existing devices cannot effectively buffer impact force is solved, and higher buffer performance and safety are achieved, meeting the needs of staff.
Patent Information
- Application Number
- CN202421944717.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-12
- Publication Date
- 2025-05-27
- Estimated Expiration
- 2034-08-12
AI Technical Summary
The existing traffic engineering buffer type anti-collision device cannot effectively buffer the impact force in an accident, resulting in serious accidents, damage to traffic equipment and injury to drivers, and cannot meet the needs of staff.
A traffic engineering buffer type collision avoidance device including a buffer assembly and an auxiliary assembly is designed. The buffer assembly realizes buffering of impact through sleeves, sliding buckles, limiting rods, and buffering springs. The auxiliary assembly provides secondary buffering through auxiliary grooves, auxiliary springs and auxiliary blocks.
It effectively reduces the damage caused by accidents to traffic equipment and drivers, improves the overall buffering performance and safety, and meets the needs of staff.
Smart Images
Figure CN222908642U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of traffic engineering, in particular to a traffic engineering buffer anti-collision device. Background Technique
[0002] Traffic engineering is the basic theory for the research and development of traffic engineering disciplines. It is a relatively young discipline derived from road engineering. It combines several aspects related to traffic, such as people, vehicles, roads, the environment, and energy, and conducts research in the unified body of road traffic to seek traffic system planning, construction, and management solutions with the maximum road traffic capacity, the fewest traffic accidents, the fastest operating speed, the most economical transportation cost, the least environmental impact, and the lowest energy consumption, so as to achieve the goals of safety, speed, economy, convenience, comfort, energy conservation, and low pollution.
[0003] The existing traffic engineering buffer anti-collision devices have the following disadvantages when in use. Most of the existing traffic engineering buffer anti-collision devices do not have a buffering effect. Therefore, when an accident occurs, the anti-collision device will be directly impacted, and the impact force generated by the impact cannot be buffered to a certain extent, which easily leads to more serious accidents. Therefore, it is easy to cause relatively serious damage to traffic equipment, and in severe cases, it will even cause serious harm to the bodies of drivers. Therefore, it cannot meet the usage requirements of the staff. Content of the Utility Model
[0004] The utility model provides a traffic engineering buffer anti-collision device, aiming to solve the following disadvantages of the existing traffic engineering buffer anti-collision devices when in use. Most of the existing traffic engineering buffer anti-collision devices do not have a buffering effect. Therefore, when an accident occurs, the anti-collision device will be directly impacted, and the impact force generated by the impact cannot be buffered to a certain extent, which easily leads to more serious accidents. Therefore, it is easy to cause relatively serious damage to traffic equipment, and in severe cases, it will even cause serious harm to the bodies of drivers. Therefore, it cannot meet the usage requirements of the staff.
[0005] The utility model is realized as follows. A traffic engineering buffer anti-collision device includes a bottom plate. Support rods are arranged on the top of the bottom plate. Buffer components are arranged on the front sides of the support rods. A baffle is bolted to the front sides of the buffer components. An auxiliary component is arranged inside the bottom plate.
[0006] The buffer assembly includes a mounting base, a limiting rod, a connecting rod, a pressing rod, a sliding buckle, a buffer spring, and a sleeve. The mounting base is bolted to the front side of the support rod. The limiting rod is bolted to the front side of the mounting base. The rear sides of the connecting rods are rotatably connected to both sides of the mounting base. The front sides of the connecting rods are rotatably connected to the rear sides of the pressing rods. The front sides of the pressing rods are rotatably connected to both sides of the sliding buckle. The sliding buckle is slidably connected to the outside of the limiting rod. The rear side of the buffer spring is bolted to the mounting base, and the front side of the buffer spring is bolted to the rear side of the sliding buckle. The rear side of the sleeve is bolted to the front side of the sliding buckle, and the front side of the sleeve is bolted to the rear side of the baffle.
[0007] In order to achieve the effect of assisting the anti-collision device to buffer in case of an accident, thereby improving the overall buffering performance, as an optimization of a traffic engineering buffer anti-collision device of the present utility model, the auxiliary assembly includes auxiliary grooves, auxiliary springs, and auxiliary blocks. The auxiliary grooves are all opened on the top of the bottom plate. The auxiliary springs are bolted to the inside of the auxiliary grooves. The front sides of the auxiliary springs are bolted to the rear sides of the auxiliary blocks. The auxiliary blocks are slidably connected to the inside of the auxiliary grooves. The tops of the auxiliary blocks are bolted to the bottoms of the support rods.
[0008] In order to achieve the effect of reducing the impact force when the accident vehicle collides, as an optimization of a traffic engineering buffer anti-collision device of the present utility model, buffer airbags are arranged inside the baffle, and the number of the buffer airbags is several.
[0009] In order to achieve the effect of buffering the front of the accident vehicle during collision, thereby reducing the degree of vehicle damage, as an optimization of a traffic engineering buffer anti-collision device of the present utility model, a buffer pad is adhered to the front side of the baffle, and the buffer pad is made of rubber.
[0010] In order to achieve the effect of effectively warning passers-by and oncoming vehicles, as an optimization of a traffic engineering buffer anti-collision device of the present utility model, support columns are bolted to the tops of the support rods, and warning lamp bodies are bolted to the tops of the support columns.
[0011] In order to achieve the effect of strengthening the support rod, thereby improving the stability of the support rod, as an optimization of a traffic engineering buffer anti-collision device of the present utility model, a cross bar is bolted to the inside of the support rod, and the cross bar is made of stainless steel.
[0012] In order to achieve the effect of limiting the auxiliary block during auxiliary buffering to prevent deviation during sliding, as an optimization of a traffic engineering buffer anti-collision device of the present utility model, limiting grooves are opened on the inside of the auxiliary grooves, limiting blocks are bolted to both sides of the auxiliary block, and the limiting blocks are slidably connected to the inside of the limiting grooves.
[0013] In order to achieve the effect of assisting in fixing the bottom plate and thus improving the overall stability of the anti-collision device, as an optimization of the traffic engineering buffer anti-collision device of the present utility model, fixing blocks are bolted to both sides of the bottom plate, and fixing rods are arranged inside the fixing blocks.
[0014] Compared with the prior art, the beneficial effects of the present utility model are:
[0015] In the process of using the traffic engineering buffer anti-collision device, by setting a buffer component, the impact force generated by the impact moves backward through the sleeve, driving the sliding buckle to move backward on the outside of the limiting rod, thereby driving the buffer spring to be compressed backward for buffering, and at the same time driving the pressure rod and the connecting rod to rotate on the outside of the mounting seat. Thus, effective buffering can be achieved when the anti-collision device is impacted. Therefore, the anti-collision device will not be directly impacted during an accident. Therefore, it can buffer a certain amount of the impact force generated by the impact, so that the accident will not be too serious. Therefore, the damage to traffic equipment caused by the accident is reduced, and at the same time, the injury suffered by the driver's body during the accident is reduced. Therefore, it is beneficial for the staff to use. By setting an auxiliary component, secondary buffering of the anti-collision device can be achieved during an accident, so that the impact force generated by the impact can be reduced to the lowest level, improving the overall safety of use and at the same time improving the overall buffering performance. Therefore, it can meet the usage requirements of the staff. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Figure 1 is the overall structure diagram of the traffic engineering buffer anti-collision device of the present utility model;
[0017] Figure 2 is the structural schematic diagram of the buffer component in the present utility model;
[0018] Figure 3 is the structural schematic diagram of the auxiliary component in the present utility model;
[0019] Figure 4 is the structural schematic diagram of the buffer airbag in the present utility model;
[0020] Figure 5 is the structural schematic diagram of the buffer pad in the present utility model.
[0021] In the figure, 1, bottom plate; 2, support rod; 3, buffer component; 301, mounting seat; 302, limiting rod; 303, connecting rod; 304, pressure rod; 305, sliding buckle; 306, buffer spring; 307, sleeve; 4, baffle; 5, auxiliary component; 501, auxiliary groove; 502, auxiliary spring; 503, auxiliary block; 6, buffer airbag; 7, buffer pad; 8, support column; 9, warning light body; 10, cross bar; 11, limiting groove; 12, limiting block; 13, fixing block; 14, fixing rod. Detailed implementation manners
[0022] In order to make the objectives, technical solutions and advantages of the present utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.
[0023] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present utility model. In addition, in the description of the present utility model, the meaning of "a plurality of" is two or more, unless otherwise specifically defined.
[0024] Please refer to Figure 1-5 , the present utility model provides a technical solution: a traffic engineering buffer anti-collision device, including a bottom plate 1, support rods 2 are arranged on the top of the bottom plate 1, buffer components 3 are arranged on the front sides of the support rods 2, a baffle 4 is bolted to the front sides of the buffer components 3, and an auxiliary component 5 is arranged inside the bottom plate 1;
[0025] The buffer component 3 includes a mounting seat 301, a limiting rod 302, a connecting rod 303, a pressing rod 304, a sliding buckle 305, a buffer spring 306, and a sleeve 307. The mounting seats 301 are bolted to the front sides of the support rods 2, the limiting rods 302 are bolted to the front sides of the mounting seats 301, the rear sides of the connecting rods 303 are rotatably connected to both sides of the mounting seats 301, the front sides of the connecting rods 303 are rotatably connected to the rear sides of the pressing rods 304, the front sides of the pressing rods 304 are rotatably connected to both sides of the sliding buckle 305, the sliding buckle 305 is slidably connected to the outside of the limiting rod 302, the rear side of the buffer spring 306 is bolted to the mounting seat 301, the front side of the buffer spring 306 is bolted to the rear side of the sliding buckle 305, the rear side of the sleeve 307 is bolted to the front side of the sliding buckle 305, and the front side of the sleeve 307 is bolted to the rear side of the baffle 4.
[0026] In this embodiment: For this traffic engineering buffer anti-collision device, during the use of the buffer anti-collision device, by setting the buffer assembly 3, the impact force generated by the impact moves backward through the sleeve 307, driving the sliding buckle 305 to move backward on the outside of the limiting rod 302, thereby driving the buffer spring 306 to be squeezed backward for buffering. At the same time, it drives the pressure rod 304 and the connecting rod 303 to rotate on the outside of the mounting seat 301. Thus, it can achieve effective buffering when the anti-collision device is impacted. Therefore, when an accident occurs, it will not directly impact the anti-collision device. Therefore, it can buffer a certain amount of the impact force generated by the impact, so that the accident will not be too serious. Therefore, it reduces the damage caused by the accident to traffic equipment, and at the same time reduces the injury suffered by the driver's body during the accident. Therefore, it is beneficial for the staff to use. By setting the auxiliary assembly 5, it can achieve secondary buffering of the anti-collision device when an accident occurs, so that the impact force generated by the impact can be reduced to the lowest level, improving the overall safety of use and at the same time improving the overall buffering performance. Therefore, it can meet the use requirements of the staff.
[0027] As a technical optimization scheme of the present utility model, the auxiliary assembly 5 includes an auxiliary groove 501, an auxiliary spring 502, and an auxiliary block 503. The auxiliary grooves 501 are all opened at the top of the bottom plate 1. The auxiliary spring 502 is bolted to the inside of the auxiliary groove 501. The front side of the auxiliary spring 502 is bolted to the rear side of the auxiliary block 503. The auxiliary block 503 is slidably connected to the inside of the auxiliary groove 501. The top of the auxiliary block 503 is bolted to the bottom of the support rod 2.
[0028] In this embodiment: By setting the auxiliary groove 501, the auxiliary spring 502, and the auxiliary block 503, the impact force generated by the impact slides through the auxiliary block 503 inside the auxiliary groove 501, thereby driving the auxiliary spring 502 to be squeezed backward for buffering. Thus, it can achieve secondary buffering of the anti-collision device when an accident occurs, so that the impact force generated by the impact can be reduced to the lowest level.
[0029] As a technical optimization scheme of the present utility model, a buffer airbag 6 is arranged inside the baffle 4, and the number of the buffer airbags 6 is several.
[0030] In this embodiment: By setting the buffer airbag 6, it can reduce the impact force when the accident vehicle collides.
[0031] As a technical optimization scheme of the present utility model, a buffer pad 7 is adhered to the front side of the baffle 4, and the buffer pad 7 is made of rubber material.
[0032] In this embodiment: By setting the buffer pad 7, it can reduce the degree of damage caused by the vehicle collision during the impact.
[0033] As a technical optimization solution of the present utility model, support columns 8 are bolted to the tops of the support rods 2, and warning light bodies 9 are bolted to the tops of the support columns 8.
[0034] In this embodiment: By providing the support columns 8 and the warning light bodies 9, it is possible to warn passing vehicles and passers-by.
[0035] As a technical optimization solution of the present utility model, a cross bar 10 is bolted to the inner side of the support rod 2, and the cross bar 10 is made of stainless steel.
[0036] In this embodiment: By providing the cross bar 10, it is possible to reinforce the support rod 2, thereby improving the stability performance.
[0037] As a technical optimization solution of the present utility model, limiting grooves 11 are provided on the inner sides of the auxiliary grooves 501, limiting blocks 12 are bolted to both sides of the auxiliary block 503, and the limiting blocks 12 are slidably connected to the inner sides of the limiting grooves 11.
[0038] In this embodiment: By providing the limiting grooves 11 and the limiting blocks 12, it is possible to limit the auxiliary block 503 when the auxiliary block 503 slides, preventing deviation during sliding.
[0039] As a technical optimization solution of the present utility model, fixing blocks 13 are bolted to both sides of the bottom plate 1, and fixing rods 14 are provided inside the fixing blocks 13.
[0040] In this embodiment: By providing the fixing blocks 13 and the fixing rods 14, it is possible to improve the overall stability of the anti-collision device when fixing the anti-collision device.
[0041] Working principle: First, during the use of the buffer type anti-collision device, the impact force generated by the impact drives the sleeve 307 behind the baffle 4 to move backward, and then drives the sliding buckle 305 to move backward on the outer side of the limiting rod 302, thereby driving the buffer spring 306 to be compressed backward for buffering. At the same time, it drives the pressure rod 304 and the connecting rod 303 to rotate on the outer side of the mounting seat 301, so that it is possible to effectively buffer when the anti-collision device is impacted. Therefore, when an accident occurs, the anti-collision device will not be directly impacted. Therefore, it can buffer the impact force generated by the impact to a certain extent, so that the accident will not be too serious. Therefore, the damage to traffic equipment caused by the accident is reduced, and at the same time, the injury suffered by the driver's body during the accident is reduced. Therefore, it is beneficial for the staff to use. Then, the impact force generated by the impact moves backward through the support rod 2, driving the auxiliary block 503 to slide inside the auxiliary groove 501, thereby driving the auxiliary spring 502 to be compressed backward for buffering. Thus, it is possible to perform secondary buffering on the anti-collision device when an accident occurs, so that the impact force generated by the impact can be reduced to the lowest level, improving the overall safety of use and at the same time improving the overall buffering performance. Therefore, it can meet the use requirements of the staff.
[0042] The above are only the preferred embodiments of the present utility model, and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.
Claims
1. A traffic engineering buffer type anti-collision device, comprising a bottom plate (1), characterized in that: The top of the bottom plate (1) is provided with a support rod (2), the front side of the support rod (2) is provided with a buffer assembly (3), the front side of the buffer assembly (3) is bolted with a baffle (4), and the inner side of the bottom plate (1) is provided with an auxiliary assembly (5); The buffer assembly (3) comprises a mounting seat (301), a limiting rod (302), a connecting rod (303), a pressure rod (304), a sliding buckle (305), a buffer spring (306), and a sleeve (307); the mounting seat (301) is bolted to the front side of the support rod (2); the limiting rod (302) is bolted to the front side of the mounting seat (301); the rear side of the connecting rod (303) is rotatably connected to the two sides of the mounting seat (301); the front side of the connecting rod (303) is connected to the pressure rod (304); 04), the front sides of the pressure rod (304) are rotationally connected to the two sides of the sliding buckle (305), the sliding buckle (305) is slidingly connected to the outside of the limiting rod (302), the rear side of the buffer spring (306) is bolted to the mounting seat (301), the front side of the buffer spring (306) is bolted to the rear side of the sliding buckle (305), the rear side of the sleeve (307) is bolted to the front side of the sliding buckle (305), and the front side of the sleeve (307) is bolted to the rear side of the baffle (4).
2. A traffic engineering buffer type anti-collision device according to claim 1, characterized in that: The auxiliary component (5) comprises an auxiliary groove (501), an auxiliary spring (502) and an auxiliary block (503); the auxiliary groove (501) is opened at the top of the bottom plate (1); the auxiliary spring (502) is bolted to the inner side of the auxiliary groove (501); the front side of the auxiliary spring (502) is bolted to the rear side of the auxiliary block (503); the auxiliary block (503) is slidably connected to the inner side of the auxiliary groove (501); the top of the auxiliary block (503) is bolted to the bottom of the support rod (2).
3. A traffic engineering buffer type anti-collision device according to claim 1, characterized in that: A buffer airbag (6) is arranged on the inner side of the baffle (4), and the buffer airbags (6) are in a plurality.
4. A traffic engineering buffer type anti-collision device according to claim 1, characterized in that: A buffer pad (7) is bonded to the front side of the baffle (4), and the buffer pad (7) is made of rubber.
5. The traffic engineering buffer type anti-collision device according to claim 1, characterized in that: The top of each support rod (2) is bolted to a support column (8), and the top of each support column (8) is bolted to a warning light body (9).
6. A traffic engineering buffer type anti-collision device according to claim 1, characterized in that: A cross bar (10) is bolted to the inner side of the support bar (2), and the cross bar (10) is made of stainless steel.
7. A traffic engineering buffer type anti-collision device according to claim 2, characterized in that: The inner side of each of the auxiliary grooves (501) is provided with a limiting groove (11), and limiting blocks (12) are bolted to both sides of the auxiliary block (503), and the limiting blocks (12) are slidably connected to the inner side of the limiting groove (11).
8. The traffic engineering buffer type anti-collision device according to claim 1, characterized in that: Fixed blocks (13) are bolted to both sides of the bottom plate (1), and fixed rods (14) are arranged inside the fixed blocks (13).