Traffic engineering anti-collision device

Abstract

The utility model relates to the related technical field of traffic engineering collision prevention, in particular to a traffic engineering collision prevention device which comprises a supporting plate. An anti-collision plate is arranged on one face of the supporting plate, fixing strips are fixedly connected to the two sides of the face, close to the anti-collision plate, of the supporting plate, two sliding rods are arranged between the two fixing strips, and screw rods are fixedly connected to the two ends of each sliding rod. Under the matching action of the supporting plate, the anti-collision plate, the fixing strip, the sliding rod, the screw rod, the elastic mechanism and the inflation mechanism, the collision force of an automobile can be relieved and buffered in the mode that a spring is matched with an air bag, and then the buffering performance of the device is improved in the mode that mechanical buffering and air buffering are matched; the problems that according to an existing traffic engineering anti-collision device, due to the fact that the elastic force of a spring is limited, the buffering performance of the device is limited, and the anti-collision effect is poor are solved.

Description

Technical Field

[0001] The utility model relates to the technical field related to traffic engineering anti-collision, in particular to a traffic engineering anti-collision device. Background Art

[0002] Traffic engineering includes municipal engineering, bridges, urban traffic planning, surrounding supporting facilities, etc. Traffic engineering anti-collision devices are widely used in urban roads, highways, bridges, tunnels and other traffic places. Its main function is to prevent vehicles from losing control and running off the road, and to protect pedestrians from being hit by vehicles.

[0003] The utility model patent with the announcement number CN221320765U discloses a traffic engineering anti-collision device, which belongs to the technical field related to traffic engineering anti-collision. It solves the problem that the existing technology uses a spring and a damping telescopic rod to provide protection, but the protection effect is single. The anti-collision plate is connected to the spring and the damping telescopic rod only by a connecting rod, which makes it difficult to achieve a good anti-collision effect. It includes: a bottom plate, a support plate is connected to the top of the bottom plate, a first anti-collision mechanism is provided on the front side of the support plate, the front side of the first anti-collision mechanism is connected to a back plate, and the front side of the back plate is connected to two fixed The fixed plate and the two fixed plates are provided with four pairs of axial holes inside. A second anti-collision mechanism is provided inside one pair of the axial holes, which is provided with a first return spring, a second return spring, a protective plate and an anti-collision column. When the protective plate is subjected to impact force, it can play a buffering effect under the cooperation of the second return spring and the anti-collision column. At the same time, when the protective plate is subjected to the lateral impact force of the vehicle, the protective plate is driven to rotate under the cooperation of the shaft rod and the axial hole. The rotation of the protective plate can remove part of the impact force and reduce the impact force. Subsequently, under the cooperation of the first return spring and the support plate, the anti-collision effect is further improved.

[0004] However, the above patent still has shortcomings: the patent achieves the anti-collision effect through the rotation of the spring and the protective plate, but due to the limited elastic force of the spring, the buffering performance of the device is also relatively limited, resulting in poor anti-collision effect. Utility Model Content

[0005] In order to make up for the above shortcomings, the present invention provides a traffic engineering anti-collision device to solve the problem that the existing traffic engineering anti-collision device proposed in the above background technology has limited elastic force of the spring, so the buffering performance of the device is also relatively limited, resulting in poor anti-collision effect.

[0006] The technical solution of the utility model is:

[0007] A traffic engineering anti-collision device comprises: a support plate; an anti-collision plate is provided on one side of the support plate, and both sides of the support plate close to the side of the anti-collision plate are fixedly connected with fixing bars, and two sliding bars are provided between the two fixing bars, and both ends of the sliding bars are fixedly connected with screws, and the ends of the screws away from the sliding bars are respectively rotatably connected to the fixing bars, and the outer diameter of the screws is equal to the diameter of the sliding bars; both ends of the sliding bars are provided with elastic mechanisms with adjustable buffering force; the side of the anti-collision plate away from the support plate is provided with an inflation mechanism for improving the buffering of vehicle impact.

[0008] Preferably, the elastic mechanism includes: buffer blocks are provided on the outer surfaces of both ends of the sliding rod, and the buffer blocks are slidably connected to the sliding rod and the screw, and the buffer block is fixedly connected to two first fixed blocks on the side away from the support plate, and the two first fixed blocks are fixedly connected through the first rotating shaft, and the middle outer surface of the first rotating shaft is rotatably connected to the linkage rod, and the linkage rod is rotatably connected to the second rotating shaft at one end away from the first rotating shaft, and both ends of the second rotating shaft are fixedly connected to the second fixed block, and the second fixed block is fixedly connected to the anti-collision plate; springs are provided between the buffer block and the fixing bar, and the springs are respectively sleeved on the outer surfaces of the screw; and a moving mechanism for adjusting the hardness of the spring is provided on the end of the spring away from the buffer block.

[0009] Preferably, the moving mechanism includes: an internal thread block is provided on the end of the spring away from the buffer block, and the internal thread block is respectively threadedly connected to the screw rod; two synchronous wheels are provided on the side of one of the fixing bars away from the screw rod, and the two synchronous wheels are connected by a synchronous belt, and the two synchronous wheels are respectively fixedly connected to the screw rod, and one end of the screw rod away from the sliding rod passes through the fixing bar and extends to the knob, and the knob is fixedly connected to the screw rod.

[0010] Preferably, a sliding block is fixedly connected to one side of the internal thread block close to the support plate, and a matching sliding groove is provided on the support plate close to the sliding groove, and the sliding block is slidably connected to the sliding groove.

[0011] Preferably, the inflation mechanism includes: an airbag is fixedly connected to one side of the anti-collision plate away from the support plate, and a through hole is provided in the anti-collision plate near the airbag; an inflation port is provided at one end of the through hole away from the airbag, and the inflation port is fixedly connected to the anti-collision plate, and a corresponding sealing bead is provided inside the inflation port, and a conical spring is provided at the bottom of the sealing bead.

[0012] Preferably, the four corners of the anti-collision plate close to the support plate are fixedly connected to the limiting rods, the end of the limiting rod away from the anti-collision plate passes through the support plate and extends to the limiting block, the limiting blocks are respectively fixedly connected to the limiting rods, and the support plate close to the limiting rods is fixedly connected with a damping pad.

[0013] Preferably, two structural plates are provided on the side of the support plate away from the anti-collision plate, and the structural plates are fixedly connected to the anti-collision plate. Bolts are provided at the four corners of the support plate close to the structural plate, and the bottom ends of the bolts pass through the support plate and extend to the outside of the support plate.

[0014] Compared with the prior art, the beneficial effects of the present invention are:

[0015] Firstly, the utility model can buffer the impact force of the car by cooperating with the support plate, anti-collision plate, fixing bar, sliding rod, screw, elastic mechanism and inflation mechanism through the cooperation of spring and airbag, thereby improving the buffering performance of the device by cooperating with mechanical buffer and air buffer, and solving the problem that the buffering performance of the existing traffic engineering anti-collision device is relatively limited due to the limited elastic force of the spring, resulting in poor anti-collision effect.

[0016] Secondly, the utility model, through the cooperation of the support plate, anti-collision plate, fixing bar, sliding rod, screw and elastic mechanism, enables the device to adjust the hardness of the spring according to the needs of the user, thereby achieving the purpose of adjusting the buffering performance of the device, improving practicality, and solving the problem that some traffic engineering anti-collision devices do not have the ability to adjust the buffering performance of the device according to the needs of the user and have poor practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of the three-dimensional structure of a traffic engineering anti-collision device of the present utility model;

[0018] Figure 2 This is a schematic side sectional structural diagram of a traffic engineering anti-collision device of the present utility model;

[0019] Figure 3 For the utility model Figure 2 A in the middle is an enlarged structural diagram;

[0020] Figure 4 This is a schematic diagram of the elastic mechanism structure of the utility model;

[0021] Figure 5 This is a schematic diagram of the structure of the mobile mechanism of the utility model;

[0022] Figure 6This is a schematic diagram of the connection structure between the internal thread block and the slider of the utility model.

[0023] In the picture:

[0024] 1. Support plate; 2. Anti-collision plate; 3. Fixed bar; 4. Sliding rod; 5. Screw; 6. Elastic mechanism; 7. Inflating mechanism; 8. Buffer block; 9. First fixed block; 10. First rotating shaft; 11. Linking rod; 12. Second rotating shaft; 13. Second fixed block; 14. Spring; 15. Moving mechanism; 16. Internal thread block; 17. Synchronous wheel; 18. Knob; 19. Slider; 20. Slide groove; 21. Airbag; 22. Through hole; 23. Inflating port; 24. Sealing bead; 25. Conical spring; 26. Limit rod; 27. Limit block; 28. Damping pad; 29. ​​Structural plate; 30. Bolt; 31. Synchronous belt. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0026] See also Figures 1 to 6 The present invention describes the above technical solution in detail through the following embodiments:

[0027] The cam 2 is provided with a plurality of support rods 3, and the support rods 3 are provided with a plurality of support rods 4. The support rods 3 are provided with a plurality of support rods 4. The support rods 3 are provided with a plurality of support rods 4. The support rods 3 are provided with a plurality of support rods 4. The support rods 3 are provided with a plurality of support rods 4.

[0028] like Figure 4As shown, the elastic mechanism 6 includes: buffer blocks 8 are provided on the outer surfaces of both ends of the slide rod 4, and the buffer blocks 8 are slidably connected to the slide rod 4 and the screw 5. The side of the buffer block 8 away from the support plate 1 is fixedly connected to two first fixed blocks 9, and the two first fixed blocks 9 are fixedly connected through a first rotating shaft 10. The outer surface of the middle part of the first rotating shaft 10 is rotatably connected to a linkage rod 11, and the end of the linkage rod 11 away from the first rotating shaft 10 is rotatably connected to a second rotating shaft 12. Both ends of the second rotating shaft 12 are fixedly connected to second fixed blocks 13, and the second fixed blocks 13 are fixedly connected to the anti-collision plate 2; springs 14 are provided between the buffer block 8 and the fixed bar 3, and the springs 14 are respectively sleeved It is arranged on the outer surface of the screw 5; the end of the spring 14 away from the buffer block 8 is provided with a moving mechanism 15 for adjusting the hardness of the spring 14. When the car hits the anti-collision plate 2, the anti-collision plate 2 pushes the second fixed block 13, and the second fixed block 13 squeezes one end of the linkage rod 11 through the second rotating shaft 12, so that the other end of the linkage rod 11 pushes the first rotating shaft 10, and the first rotating shaft 10 drives the first fixed block 9, and the first fixed block 9 drives the buffer block 8, so that the buffer block 8 slides on the surface of the slide rod 4 and the screw 5. While the buffer block 8 slides, it squeezes the spring 14 through the cooperation of the fixed bar 3, and then the elastic force of the spring 14 itself is used to buffer the impact force of the car.

[0029] like Figure 4 As shown, the moving mechanism 15 includes: an internal thread block 16 is provided on the end of the spring 14 away from the buffer block 8, and the internal thread block 16 is respectively threadedly connected to the screw rod 5; one side of the fixing bar 3 away from the screw rod 5 is provided with two synchronous wheels 17, and the two synchronous wheels 17 are connected by a synchronous belt 31. The two synchronous wheels 17 are respectively fixedly connected to the screw rod 5, and one end of the screw 5 away from the slide rod 4 passes through the fixing bar 3 and extends to the knob 18. The knob 18 is fixedly connected to the screw 5. The user can rotate the knob 18 as needed. The knob 18 rotates while the knob 18 is rotated. The cooperation between the synchronous wheel 17 and the synchronous belt 31 enables the slide rod 4 and the screw 5 to rotate between the two fixed bars 3. Since the surface threads of the screw 5 at both ends of the slide rod 4 are set in opposite directions, the internal thread block 16 is controlled to move synchronously in the direction of the buffer block 8, thereby achieving the purpose of compressing the spring 14, so that the device can adjust the hardness of the spring 14 according to the needs of the user, thereby achieving the purpose of adjusting the buffering performance of the device, improving practicality, and solving the problem that some traffic engineering anti-collision devices do not have the ability to adjust the buffering performance of the device according to the needs of the user and have poor practicality.

[0030] like Figure 6As shown, a slider 19 is fixedly connected to one side of the internal thread block 16 close to the support plate 1, and a corresponding slide groove 20 is provided near the slider 19 of the support plate 1. The slider 19 is slidably connected to the slide groove 20, which can limit the internal thread block 16, so that the screw 5 can control the horizontal movement of the internal thread block 16 when rotating.

[0031] like Figure 3 As shown, the inflation mechanism 7 includes: an airbag 21 is fixedly connected to the side of the anti-collision plate 2 away from the support plate 1, and a through hole 22 is opened near the airbag 21 of the anti-collision plate 2; an inflation port 23 is provided at one end of the through hole 22 away from the airbag 21, and the inflation port 23 is fixedly connected to the anti-collision plate 2, and a matching sealing bead 24 is provided inside the inflation port 23, and a conical spring 25 is provided at the bottom of the sealing bead 24. The user inflates the interior of the airbag 21 through the cooperation of the inflation port 23 and the through hole 22. When inflating, The gas squeezes the sealing bead 24, separating the sealing bead 24 from the inflation port 23. The air enters the inside of the through hole 22 through the gap between the sealing bead 24 and the inflation port 23, and the air is transported to the inside of the airbag 21 by the through hole 22. When the inflation into the inflation port 23 stops, the air pressure inside the airbag 21 is greater than the outside, and the conical spring 25 generates elastic recovery to push the sealing bead 24, so that the sealing bead 24 moves to the inflation port 23, sealing the inflation port 23 to avoid air leakage.

[0032] like Figure 1 and Figure 2 As shown, the four corners of the anti-collision plate 2 close to the support plate 1 are fixedly connected to the limiting rod 26, and the end of the limiting rod 26 away from the anti-collision plate 2 passes through the support plate 1 and extends to the limiting block 27. The limiting block 27 is fixedly connected to the limiting rod 26 respectively, and the support plate 1 is fixedly connected to the damping pad 28 near the limiting rod 26, which can limit the moving stroke of the anti-collision plate 2, and the setting of the damping pad 28 can relieve the rebound force generated by the spring 14.

[0033] like Figure 1 and Figure 2 As shown, two structural plates 29 are provided on the side of the support plate 1 away from the anti-collision plate 2. The structural plates 29 are fixedly connected to the anti-collision plate 2. Bolts 30 are provided at the four corners of the support plate 1 close to the structural plates 29. The bottom ends of the bolts 30 pass through the support plate 1 and extend to the outside of the support plate 1. The setting of the structural plates 29 improves the structural strength of the device. The bolts 30 can connect the support plate 1 to the ground to achieve the purpose of installing and fixing the device.

[0034] Working principle: When the car hits the anti-collision plate 2, the anti-collision plate 2 pushes the second fixed block 13, and the second fixed block 13 squeezes one end of the linkage rod 11 through the second rotating shaft 12, so that the other end of the linkage rod 11 pushes the first rotating shaft 10, and the first rotating shaft 10 drives the first fixed block 9, and the first fixed block 9 drives the buffer block 8, so that the buffer block 8 slides on the surface of the slide rod 4 and the screw rod 5. While the buffer block 8 slides, it squeezes the spring 14 through the cooperation of the fixing bar 3, and then the elastic force of the spring 14 itself is used to buffer the impact force of the car. The user inflates the interior of the airbag 21 through the cooperation of the inflation port 23 and the through hole 22. During inflation, the gas squeezes the sealing bead 24, so that the sealing bead 24 is separated from the inflation port 23, and the air passes through the gap between the sealing bead 24 and the inflation port 23. The gap enters the interior of the through hole 22, and the air is transported to the interior of the airbag 21 through the through hole 22. When the inflation into the interior of the inflation port 23 stops, the air pressure inside the airbag 21 is greater than the external pressure, and the conical spring 25 produces elastic recovery to push the sealing bead 24, so that the sealing bead 24 moves to the inflation port 23, and seals the inflation port 23 to avoid air leakage. The impact force of the car is relieved and buffered by air, and the impact force of the car can be relieved and buffered by the cooperation of the spring 14 and the airbag 21, thereby achieving the improvement of the buffering performance of the device by the cooperation of mechanical buffering and air buffering, solving the problem that the buffering performance of the existing traffic engineering anti-collision device is relatively limited due to the limited elastic force of the spring, resulting in poor anti-collision effect.

[0035] The user can rotate the knob 18 as needed. When the knob 18 rotates, the slide rod 4 and the screw 5 are rotated between the two fixed bars 3 through the cooperation of the synchronous wheel 17 and the synchronous belt 31. Since the surface threads of the screw 5 at both ends of the slide rod 4 are set in opposite directions, the internal thread block 16 is controlled to move synchronously in the direction of the buffer block 8, thereby achieving the purpose of compressing the spring 14, so that the device can adjust the hardness of the spring 14 according to the needs of the user, thereby achieving the purpose of adjusting the buffering performance of the device, improving practicality, and solving the problem that some traffic engineering anti-collision devices do not have the ability to adjust the buffering performance of the device according to the needs of the user and have poor practicality.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A traffic engineering anti-collision device, comprising: Support plate (1); It is characterized in that an anti-collision plate (2) is provided on one side of the support plate (1), and fixing bars (3) are fixedly connected to both sides of the support plate (1) close to the anti-collision plate (2), and two sliding bars (4) are provided between the two fixing bars (3), and screw rods (5) are fixedly connected to both ends of the sliding bars (4), and the ends of the screw rods (5) away from the sliding bars (4) are respectively rotatably connected to the fixing bars (3), and the outer diameter of the screw rods (5) is equal to the diameter of the sliding bars (4); Both ends of the slide rod (4) are provided with elastic mechanisms (6) capable of adjusting the magnitude of the buffering force; A side of the anti-collision plate (2) away from the support plate (1) is provided with an inflation mechanism (7) for improving the buffering of vehicle collisions.

2. A traffic engineering anti-collision device according to claim 1, characterized in that: The elastic mechanism (6) comprises: Buffer blocks (8) are provided on the outer surfaces of both ends of the slide bar (4), and the buffer blocks (8) are slidably connected to the slide bar (4) and the screw rod (5). The buffer blocks (8) are fixedly connected to two first fixed blocks (9) on the side away from the support plate (1), and the two first fixed blocks (9) are fixedly connected through a first rotating shaft (10). The middle outer surface of the first rotating shaft (10) is rotatably connected to a linkage rod (11), and the end of the linkage rod (11) away from the first rotating shaft (10) is rotatably connected to a second rotating shaft (12), and both ends of the second rotating shaft (12) are fixedly connected to second fixed blocks (13), and the second fixed blocks (13) are fixedly connected to the anti-collision plate (2); A spring (14) is provided between the buffer block (8) and the fixing bar (3), and the spring (14) is respectively sleeved on the outer surface of the screw rod (5); One end of the spring (14) away from the buffer block (8) is provided with a moving mechanism (15) for adjusting the hardness of the spring (14).

3. A traffic engineering anti-collision device according to claim 2, characterized in that: The moving mechanism (15) comprises: An internal thread block (16) is provided at one end of the spring (14) away from the buffer block (8), and the internal thread block (16) is respectively threadedly connected to the screw rod (5); Two synchronous wheels (17) are provided on one side of the fixing bar (3) away from the screw rod (5), and the two synchronous wheels (17) are connected by a synchronous belt (31). The two synchronous wheels (17) are respectively fixedly connected to the screw rod (5). One end of the screw rod (5) away from the sliding rod (4) passes through the fixing bar (3) and extends to the knob (18), and the knob (18) is fixedly connected to the screw rod (5).

4. A traffic engineering anti-collision device according to claim 3, characterized in that: The inner thread block (16) is fixedly connected to a slider (19) on one side close to the support plate (1), and the support plate (1) is provided with a matching slide groove (20) close to the slide groove (19), and the slide groove (19) is slidably connected to the slide groove (20).

5. The traffic engineering anti-collision device according to claim 1, characterized in that: The inflation mechanism (7) comprises: An air bag (21) is fixedly connected to a side of the anti-collision plate (2) away from the support plate (1), and a through hole (22) is provided on the anti-collision plate (2) near the air bag (21); An inflation port (23) is provided at one end of the through hole (22) away from the airbag (21), the inflation port (23) is fixedly connected to the anti-collision plate (2), a matching sealing bead (24) is provided inside the inflation port (23), and a conical spring (25) is provided at the bottom of the sealing bead (24).

6. The traffic engineering anti-collision device according to claim 1, characterized in that: The four corners of the anti-collision plate (2) close to the support plate (1) are fixedly connected to the limiting rods (26); the ends of the limiting rods (26) away from the anti-collision plate (2) pass through the support plate (1) and extend to the limiting blocks (27); the limiting blocks (27) are respectively fixedly connected to the limiting rods (26); and the support plate (1) close to the limiting rods (26) is fixedly connected to the damping pads (28).

7. The traffic engineering anti-collision device according to claim 1, characterized in that: Two structural plates (29) are provided on one side of the support plate (1) away from the anti-collision plate (2), and the structural plates (29) are fixedly connected to the anti-collision plate (2). Bolts (30) are provided at the four corners of the support plate (1) near the structural plates (29), and the bottom ends of the bolts (30) pass through the support plate (1) and extend to the outside of the support plate (1).

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