Traffic engineering anti-collision device

Abstract

The utility model discloses a traffic engineering anti-collision device, belongs to the technical field of protective devices, solves the problem that the buffer stroke is inconvenient to prolong, and comprises a mounting base, the inner side surface of the mounting base is slidably connected with a damping mechanism, and the outer surface of the damping mechanism is rotatably connected with a linkage mechanism. When the outer surface of the buffer roller is collided, the rubber layer on the outer surface of the buffer roller absorbs energy generated by collision, so that the sliding block slides on the inner wall of the mounting base, the first damper and the second damper are compressed, and then the energy generated by collision is conveniently absorbed; meanwhile, the sliding blocks drive the damping frames and the rotating frames to move, so that the adjacent rotating frames rotate in a small range, a concave surface is formed between the rotating frames, impact force is dispersed, local pressure is prevented from being too large, the overall impact resistance is enhanced, the buffering stroke is prolonged, and more time and distance are gained for consuming kinetic energy of a vehicle; and the impact on people in the vehicle is reduced.

Description

Technical Field

[0001] This utility model relates to the field of protective device technology, and in particular to a traffic engineering anti-collision device. Background Technology

[0002] my country's transportation infrastructure construction, including highways, railways, and municipal facilities, has entered a period of rapid development. In the current traffic conditions, anti-collision devices are often installed on the road surface to prevent and mitigate damage to traffic facilities, casualties, and property losses caused by traffic collisions.

[0003] Chinese utility model patent CN220468715U discloses a traffic engineering anti-collision device, including a base for connecting to the road surface, a support system fixed to the top of the base, a first buffer mechanism installed at the front end of the support system, the first buffer mechanism including several first buffer supports, connecting rods and a first protective plate, and a second buffer mechanism installed at the lower end of the support system, the second buffer mechanism including second buffer supports, a second protective plate and a sliding groove, a speed bump fixed to the front end of the sliding groove, and sand and gravel material for deceleration and buffering within the speed bump. This device employs a triple protection mechanism of the first buffer mechanism, the second buffer mechanism, and the speed bump. First, the first buffer mechanism provides buffering; then, the first protective plate pushes the second buffer mechanism for further buffering; finally, the speed bump applies friction to the wheels to reduce speed, gradually increasing the buffering force. This effectively protects against impacting vehicles, minimizes damage to the device, extends its service life, and saves maintenance costs.

[0004] Existing collision avoidance devices, upon high-speed collision, experience a powerful reaction force that causes their direction to deviate at a large angle. This not only subjects occupants to the enormous inertial impact of the sudden turn, increasing the risk of injury, but may also cause out-of-control vehicles to enter other lanes and collide with normally traveling vehicles, triggering a chain reaction and causing multi-vehicle pile-up accidents, seriously threatening road traffic safety. Therefore, there is a problem with the inconvenience of extending the buffer travel distance. Utility Model Content

[0005] To address the problems existing in the prior art, this utility model provides a traffic engineering collision avoidance device.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a traffic engineering anti-collision device, comprising a mounting base, a shock-absorbing mechanism slidably connected to the inner side of the mounting base, a linkage mechanism rotatably connected to the outer surface of the shock-absorbing mechanism, the shock-absorbing mechanism including a sliding block slidably connected to the inner side of the mounting base, a shock-absorbing frame fixedly connected to the outer surface of the sliding block, a second damper fixedly connected to the outer surface of the shock-absorbing frame, and a first damper fixedly connected to the outer surface of the sliding block, the other end of the first damper fixedly connected to the inner wall of the mounting base, the linkage mechanism including a rotating frame rotatably connected to the upper surface of the sliding block, a fixed sleeve fixedly connected to the outer surface of the rotating frame, a fixed pin fixedly connected to the side of the rotating frame away from the fixed sleeve, and a buffer roller rotatably connected to the inner wall of the rotating frame.

[0007] In a preferred embodiment of the traffic engineering anti-collision device of the present invention, a guide block is fixedly connected to the lower surface of the fixing pin, and the diameter of the guide block is smaller than the diameter of the fixing sleeve.

[0008] By adopting the above technical solution, the guide block facilitates the insertion of the fixing pin into the fixing sleeve, thereby facilitating the connection of adjacent rotating frames.

[0009] In a preferred embodiment of the traffic engineering anti-collision device of this utility model, rotating blocks are fixedly connected to both the upper and lower surfaces of the rotating frame, and the rotating block located on the lower surface of the rotating frame is rotatably connected to the outer surface of the sliding block.

[0010] By adopting the above technical solution, the sliding block facilitates the limiting of the rotating frame and the rotating block.

[0011] In a preferred embodiment of the traffic engineering anti-collision device of this utility model, the outer surface of the shock-absorbing frame is fitted with a mounting plate, the outer surface of the mounting plate is rotatably connected to the outer surface of the rotating block, and the outer surface of the shock-absorbing frame is threaded with a bolt, the outer surface of the bolt being threadedly connected to the outer surface of the mounting plate.

[0012] By adopting the above technical solution, the mounting plate and the shock-absorbing frame can be easily separated by rotating the bolts, which in turn facilitates the separation of the rotating frame and the sliding block, and makes it easier to maintain the rotating frame and the buffer roller.

[0013] As a preferred embodiment of the traffic engineering anti-collision device of this utility model, the cross-section of the sliding block adopts a convex shape, and the outer surface of the shock-absorbing frame is slidably connected to the outer surface of the mounting base, and a fixing plate is fixedly connected to the upper surface of the mounting base.

[0014] By adopting the above technical solution, the sliding block is used to prevent separation from the mounting base, thereby increasing the strength of the shock-absorbing frame.

[0015] In a preferred embodiment of the traffic engineering anti-collision device of this utility model, a rubber pad is fixedly connected to the outer surface of the shock-absorbing frame, a rubber sleeve is fixedly connected to the outer surface of the fixing plate, and the outer surface of the fixing plate is fixedly connected to the other end of the second damper.

[0016] By adopting the above technical solution, the first damper and the second damper can be protected by rubber sleeves and rubber pads respectively, which facilitates shading of the first damper and the second damper and extends their service life to a certain extent.

[0017] This utility model provides a traffic engineering collision avoidance device. It has the following beneficial effects:

[0018] 1. When the outer surface of the buffer roller is impacted, the rubber layer on the outer surface of the buffer roller absorbs the energy generated by the impact, causing the sliding block to slide on the inner wall of the mounting base. This compresses the first and second dampers, thus facilitating the absorption of the energy generated by the impact. At the same time, the sliding block drives the shock-absorbing frame and the rotating frame to move, causing the adjacent rotating frames to rotate slightly. This creates a concave surface between the rotating frames, dispersing the impact force, avoiding excessive local pressure, enhancing the overall impact resistance, and extending the buffer stroke to buy more time and distance for the vehicle's kinetic energy to dissipate, thereby reducing the impact on the occupants of the vehicle.

[0019] 2. By embedding the mounting base into the groove in the ground, inserting the rotating block on the lower surface of the rotating frame into the sliding block, covering the upper surface of the rotating block with the mounting plate, and then fixing the mounting plate with bolts, it is easier to install the rotating frame and the buffer roller. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0022] Figure 2 This is a front view of the overall structure of this utility model;

[0023] Figure 3 This is a side view of the overall structure of this utility model;

[0024] Figure 4 This is a top view schematic diagram of the overall structure of this utility model.

[0025] In the diagram, 1. Mounting base; 2. Linkage mechanism; 201. Fixing sleeve; 202. Fixing pin; 203. Buffer roller; 204. Rotating frame; 205. Guide block; 206. Rotating block; 3. Shock absorption mechanism; 301. Sliding block; 302. Fixing plate; 303. Rubber sleeve; 304. Rubber pad; 305. Mounting plate; 306. Bolt; 307. First damper; 308. Second damper; 309. Shock absorption frame. Detailed Implementation

[0026] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Example

[0027] Reference Figure 1 , Figure 2 , Figure 3 and Figure 4 This is the first embodiment of the present invention. This embodiment provides a traffic engineering anti-collision device, including a mounting base 1. A shock-absorbing mechanism 3 is slidably connected to the inner side of the mounting base 1. A linkage mechanism 2 is rotatably connected to the outer surface of the shock-absorbing mechanism 3. The linkage mechanism 2 includes a rotating frame 204 rotatably connected to the upper surface of the sliding block 301. A fixing sleeve 201 is fixedly connected to the outer surface of the rotating frame 204, and a fixing pin 202 is fixedly connected to the side of the rotating frame 204 away from the fixing sleeve 201. A buffer roller 203 is rotatably connected to the inner wall of the rotating frame 204.

[0028] Specifically, a guide block 205 is fixedly connected to the lower surface of the fixed pin 202, and the diameter of the guide block 205 is smaller than the diameter of the fixed sleeve 201. Rotating blocks 206 are fixedly connected to both the upper and lower surfaces of the rotating frame 204. The rotating block 206 located on the lower surface of the rotating frame 204 is rotatably connected to the outer surface of the sliding block 301.

[0029] Furthermore, when the outer surface of the buffer roller 203 is impacted, the rubber layer on the outer surface of the buffer roller 203 absorbs the energy generated by the impact, causing the sliding block 301 to slide on the inner wall of the mounting base 1, thereby compressing the first damper 307 and the second damper 308, which facilitates the absorption of the energy generated by the impact. At the same time, the sliding block 301 drives the shock-absorbing frame 309 and the rotating frame 204 to move, causing the adjacent rotating frames 204 to rotate slightly, forming a concave surface between the rotating frames 204 to disperse the impact force, avoid excessive local pressure, enhance the overall impact resistance, and extend the buffer stroke, giving more time and distance to consume the vehicle's kinetic energy and reduce the impact on the occupants of the vehicle. Example

[0030] Reference Figure 1 , Figure 2 , Figure 3 and Figure 4 This is the second embodiment of the present invention. This embodiment is based on the previous embodiment. The shock absorption mechanism 3 includes a sliding block 301 that is slidably connected to the inner side of the mounting base 1. A shock absorption frame 309 is fixedly connected to the outer surface of the sliding block 301. A second damper 308 is fixedly connected to the outer surface of the shock absorption frame 309. A first damper 307 is fixedly connected to the outer surface of the sliding block 301. The other end of the first damper 307 is fixedly connected to the inner wall of the mounting base 1.

[0031] The outer surface of the damping frame 309 is fitted with a mounting plate 305. The outer surface of the mounting plate 305 is rotatably connected to the outer surface of the rotating block 206. The outer surface of the damping frame 309 is threaded with a bolt 306. The outer surface of the bolt 306 is threaded with the outer surface of the mounting plate 305. The cross-section of the sliding block 301 adopts a convex structure. The outer surface of the damping frame 309 is slidably connected to the outer surface of the mounting base 1. The upper surface of the mounting base 1 is fixedly connected with a fixing plate 302. The outer surface of the damping frame 309 is fixedly connected with a rubber pad 304. The outer surface of the fixing plate 302 is fixedly connected with a rubber sleeve 303. The outer surface of the fixing plate 302 is fixedly connected to the other end of the second damper 308.

[0032] Further embed the mounting base 1 into the groove in the ground, then insert the rotating block 206 on the lower surface of the rotating frame 204 into the sliding block 301, cover the upper surface of the rotating block 206 with the mounting plate 305, and then fix the mounting plate 305 with bolts 306, thereby facilitating the installation of the rotating frame 204 and the buffer roller 203.

[0033] Working principle: First, the mounting base 1 is embedded in the groove in the ground. Then, the rotating block 206 on the lower surface of the rotating frame 204 is inserted into the sliding block 301. The mounting plate 305 is then placed on the upper surface of the rotating block 206, and the mounting plate 305 is fixed with bolts 306. This facilitates the installation of the rotating frame 204 and the buffer roller 203. Then, multiple sets of rotating frames 204 are connected side by side by fixing pins 202 and fixing sleeves 201. When the outer surface of the buffer roller 203 is impacted, its rubber layer immediately takes effect, absorbing part of the impact energy. At the same time, the impact force causes the sliding block 301 to slide against the inner wall of the mounting base 1. The movement causes the first damper 307 and the second damper 308 to compress and contract, converting kinetic energy into other forms of energy to buffer the impact. During this period, the rubber pad 304 and the rubber sleeve 303 also deform under force to help absorb energy. In addition, the sliding block 301 slides and drives the shock-absorbing frame 309 and the rotating frame 204 to move synchronously. The rotating frame 204 rotates on the upper surface of the sliding block 301, causing the adjacent rotating frame 204 to rotate slightly, thereby forming a concave structure. The concave structure can disperse the impact force, avoid excessive local pressure, enhance the overall impact resistance, and extend the buffer stroke, giving more time and distance to consume the vehicle's kinetic energy and reduce the impact on the occupants of the vehicle.

[0034] It should be noted that in this paper, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

Claims

1. A traffic engineering anti-collision device, comprising a mounting base (1), characterized in that: The inner side of the mounting base (1) is slidably connected to a shock-absorbing mechanism (3), and the outer surface of the shock-absorbing mechanism (3) is rotatably connected to a linkage mechanism (2). The damping mechanism (3) includes a sliding block (301) slidably connected to the inner side of the mounting base (1), a damping frame (309) fixedly connected to the outer surface of the sliding block (301), a second damper (308) fixedly connected to the outer surface of the damping frame (309), and a first damper (307) fixedly connected to the outer surface of the sliding block (301). The other end of the first damper (307) is fixedly connected to the inner wall of the mounting base (1). The linkage mechanism (2) includes a rotating frame (204) rotatably connected to the upper surface of the sliding block (301). A fixed sleeve (201) is fixedly connected to the outer surface of the rotating frame (204), and a fixed pin (202) is fixedly connected to the side of the rotating frame (204) away from the fixed sleeve (201). A buffer roller (203) is rotatably connected to the inner wall of the rotating frame (204).

2. The traffic engineering collision avoidance device according to claim 1, characterized in that: The lower surface of the fixed pin (202) is fixedly connected to a guide block (205), and the diameter of the guide block (205) is smaller than the diameter of the fixed sleeve (201).

3. A traffic engineering collision avoidance device according to claim 2, characterized in that: Rotating blocks (206) are fixedly connected to both the upper and lower surfaces of the rotating frame (204), and the rotating block (206) located on the lower surface of the rotating frame (204) is rotatably connected to the outer surface of the sliding block (301).

4. A traffic engineering collision avoidance device according to claim 3, characterized in that: The outer surface of the shock-absorbing frame (309) is fitted with a mounting plate (305), the outer surface of the mounting plate (305) is rotatably connected to the outer surface of the rotating block (206), and the outer surface of the shock-absorbing frame (309) is threaded with a bolt (306), the outer surface of the bolt (306) is threaded to the outer surface of the mounting plate (305).

5. A traffic engineering collision avoidance device according to any one of claims 1-4, characterized in that: The cross-section of the sliding block (301) adopts a convex shape, and the outer surface of the shock-absorbing frame (309) is slidably connected to the outer surface of the mounting base (1). The upper surface of the mounting base (1) is fixedly connected to a fixing plate (302).

6. A traffic engineering collision avoidance device according to claim 5, characterized in that: A rubber pad (304) is fixedly connected to the outer surface of the shock-absorbing frame (309), a rubber sleeve (303) is fixedly connected to the outer surface of the fixing plate (302), and the outer surface of the fixing plate (302) is fixedly connected to the other end of the second damper (308).

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