A highway engineering emergency collision avoidance device

Abstract

This utility model provides an emergency collision avoidance device for highway engineering, belonging to the field of road engineering technology. It includes a collision avoidance barrel body, inside which are four honeycomb aluminum elements arranged in a circular array. Four stabilizing components are arranged in a circular array at the bottom of the collision avoidance barrel body, serving to stabilize the body. Four placement components are also located at the bottom of the body, each corresponding to one of the stabilizing components, for placing the stabilizing components. A connecting component is located at the top of the body. This utility model, through a stabilizing component composed of a slider, hexagonal prism, connecting seat, and base, can expand outwards to form a near-triangular support structure, significantly lowering the center of gravity and improving the overall stability of the emergency collision avoidance device.

Description

Technical Field

[0001] This utility model relates to the field of road engineering technology, and in particular to an emergency collision avoidance device for highway engineering. Background Technology

[0002] Highway engineering emergency collision avoidance equipment refers to a type of passive safety facility designed specifically for temporary and mobile applications such as highway maintenance, construction, emergency rescue operations, or traffic accident handling. Its core function is to effectively absorb and transfer the collision kinetic energy from out-of-control vehicles through its own controllable deformation or energy dissipation mechanism, thereby minimizing the severity of accidents and providing safety guarantees for on-site personnel, drivers, and vehicles.

[0003] Currently available emergency equipment, such as crash barriers, can only serve as a warning and guidance tool during highway construction, with limited crash protection. Furthermore, their small base area, high center of gravity, and weak connection to the ground make them susceptible to being blown over by strong winds in severe weather, rendering them ineffective as a warning device. If sand or water is filled inside to increase stability, the plastic surface is easily broken upon impact, causing sand or water to splash and creating cleaning difficulties later. Additionally, most crash barriers on the market can only be placed individually, making it difficult to connect or adjust them according to construction conditions, thus failing to increase their crash protection strength.

[0004] In view of the shortcomings of existing devices, such as poor stability, internal filling with sand and gravel affecting later cleaning, and the need for additional equipment to connect multiple barrels, this application provides an emergency anti-collision device for highway engineering to meet the requirements.

[0005] Therefore, this application provides an emergency collision avoidance device for highway engineering to meet the requirements. Utility Model Content

[0006] The technical problem to be solved by this utility model is to provide an emergency anti-collision device for highway engineering to solve the problems of poor stability, internal filling with sand and gravel affecting later cleaning, and the need for additional equipment to connect multiple barrels.

[0007] To solve the above-mentioned technical problems, this utility model provides the following technical solution:

[0008] An emergency collision avoidance device for highway engineering includes a collision avoidance barrel body. The interior of the collision avoidance barrel body contains four honeycomb aluminum elements arranged in a circular array. Four stabilizing components are arranged in a circular array at the bottom exterior of the collision avoidance barrel body, serving to stabilize the body. Four placement components are also located at the bottom of the collision avoidance barrel body, each corresponding to one of the stabilizing components, for placing the stabilizing components. A connecting component is located at the top of the collision avoidance barrel body for connecting the two halves together.

[0009] Optionally, the placement component includes a first placement slot, which is located inside the bottom of the anti-collision barrel body, and a first magnetic seat is embedded in one side inner wall of the first placement slot.

[0010] Optionally, the placement assembly further includes a second placement groove, which is located at the lower end of one side of the first placement groove. A third placement groove is located at the bottom end of the second placement groove, and a second magnetic base is fixedly connected to the inner wall of one side of the third placement groove.

[0011] Optionally, the stabilizing component includes a slider that is slidably connected to the inner wall of the first placement slot, and a magnetic block is fixedly connected to one side of the slider.

[0012] Optionally, the stabilizing component further includes a locking seat, which is fixedly connected to the other side of the slider, and a hexagonal prism is hinged to the other end of the locking seat.

[0013] Optionally, the stabilizing component further includes a connecting seat hinged to the other end of the hexagonal prism, and a base is fixedly connected to the bottom end of the connecting seat.

[0014] Optionally, the stabilizing component further includes a weight embedded inside the base, a rubber pad being adhered to the center of the bottom end of the base, and a first magnetic ring being embedded in the outer side of the bottom end of the base.

[0015] Optionally, the stabilizing component further includes a locking rod, which is engaged with the inner wall of the connecting seat, and the other end of the locking rod passes through the connecting seat and is engaged with the inner wall of the anti-collision barrel body.

[0016] Optionally, the connecting assembly includes two first fixing seats, which are fixedly connected to the top two sides of the anti-collision barrel body, and second fixing seats are fixedly connected to the other two sides of the top of the anti-collision barrel body.

[0017] Optionally, the connecting assembly further includes four fixing rods, which are respectively engaged with the inner walls of the first fixing seat and the second fixing seat, and the bottom ends of the four fixing rods respectively penetrate the bottom ends of the first fixing seat and the second fixing seat and are engaged with the inner wall of the engaging seat.

[0018] Compared with the prior art, this utility model has at least the following beneficial effects:

[0019] In the above solution, the stabilizing components, consisting of sliders, hexagonal prisms, connecting seats, and bases, can expand outward to form a support structure that approximates a triangle, significantly lowering the center of gravity and improving overall stability. The weight is increased by the built-in weights in the base, increasing the weight of the bottom of the anti-collision barrel. The rubber pads further enhance the friction with the ground, improving wind resistance and anti-slip capabilities. The magnetic blocks are attached to the first magnetic seat, and the magnetic rings are attached to the second magnetic seat, facilitating the storage, transportation, and storage of the stabilizing components and saving space. Finally, by connecting several anti-collision barrels, the interception range is increased, and the anti-collision strength of the anti-collision barrels is improved. Attached Figure Description

[0020] The accompanying drawings, which are incorporated herein and form part of the specification, illustrate embodiments of the present invention and, together with the specification, further serve to explain the principles of the present invention and enable those skilled in the art to implement and use the present invention.

[0021] Figure 1 This is a front view structural diagram of the crash barrier body;

[0022] Figure 2 This is a frontal cross-sectional view of the crash barrier body.

[0023] Figure 3 A schematic diagram of the three-dimensional structure connecting the two crash barrier bodies;

[0024] Figure 4 This is a schematic diagram of the horizontal cross-sectional structure of the crash barrier body;

[0025] Figure 5 A schematic diagram of the cross-sectional structure of the stabilizing component.

[0026] Figure label:

[0027] 1. Anti-collision barrel body; 2. Honeycomb aluminum; 3. Stabilizing component; 301. Slider; 302. Magnetic block; 303. Locking seat; 304. Hexagonal prism; 305. Connecting seat; 306. Base; 307. Weight; 308. Rubber pad; 309. First magnetic ring; 310. Locking rod; 4. Placement component; 401. First placement slot; 402. First magnetic seat; 403. Second placement slot; 404. Third placement slot; 405. Second magnetic seat; 5. Connecting component; 501. First fixing seat; 502. Second fixing seat; 503. Fixing rod.

[0028] As shown in the figure, specific structures and devices are marked in the figure to clearly illustrate the structure of the embodiment of this utility model. However, this is only for illustrative purposes and is not intended to limit this utility model to this specific structure, device and environment. Those skilled in the art can adjust or modify these devices and environments according to specific needs. Detailed Implementation

[0029] The following is a detailed description of an emergency collision avoidance device for highway engineering provided by this utility model, in conjunction with the accompanying drawings and specific embodiments. It should be noted that, to make the embodiments more detailed, the following embodiments are the best and preferred embodiments; for some known technologies, those skilled in the art can also use other alternative methods to implement the invention. Furthermore, the accompanying drawings are only for more specific description of the embodiments and are not intended to specifically limit this utility model.

[0030] It should be noted that the use of terms such as "an embodiment," "an embodiment," "an exemplary embodiment," and "some embodiments" in the specification indicates that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments (whether explicitly described or not) should be within the knowledge of those skilled in the art.

[0031] Generally, terms can be understood at least partly from their use in context. For example, depending at least partly on the context, the term "one or more" as used herein can be used to describe any feature, structure, or characteristic in a singular sense, or a combination of features, structures, or characteristics in a plural sense. Additionally, the term "based on" can be understood not necessarily to convey an exclusive set of factors, but rather, alternatively, depending at least partly on the context, to allow for the presence of other factors that are not necessarily explicitly described.

[0032] It is understood that the meanings of “on”, “above”, and “above” in this utility model should be interpreted in the broadest manner, such that “on” not only means “directly on” something, but also includes the meaning of being “on” something with an intervening feature or layer, and that “above” or “above” not only means “on” something, but also includes the meaning of being “on” something without an intervening feature or layer.

[0033] Furthermore, spatially related terms such as “below,” “under,” “lower,” “above,” and “upper” are used herein for convenience to describe the relationship of one element or feature to one or more other elements or features, as illustrated in the accompanying drawings. Spatially related terms are intended to cover different orientations in the use or operation of the device other than those depicted in the accompanying drawings. The device may be oriented in other ways, and the spatially related descriptive terms used herein can be interpreted similarly.

[0034] like Figures 1 to 5As shown, an embodiment of this utility model provides an emergency collision avoidance device for highway engineering, including a collision avoidance barrel body 1. Several reflective strips are adhered to the outer wall of the collision avoidance barrel body 1 to facilitate warning to pedestrians. Four honeycomb aluminum 2s are arranged inside the collision avoidance barrel body 1. Each honeycomb aluminum 2 has several hollow hexagonal prisms inside. The hexagonal shape provides strong stability, and the honeycomb aluminum 2 can resist compression with an almost constant reaction force, thereby smoothly and controllably absorbing huge energy, achieving a buffering effect, reducing the peak velocity of the impacting object, and thus achieving buffering. The four honeycomb aluminum 2s are arranged in a ring array inside the collision avoidance barrel body 1. Four stabilizing components 3 are arranged in a ring array at the bottom of the collision avoidance barrel body 1. The stabilizing components 3 are used for… To stabilize the crash barrier body 1, four placement components 4 are provided at the bottom of the crash barrier body 1. Each of the four placement components 4 corresponds one-to-one with a stabilizing component 3. The stabilizing component 3 is used to place the stabilizing component 3. A connecting component 5 is provided at the top of the crash barrier body 1. The connecting component 5 is used to connect the crash barrier body 1. The placement component 4 includes a first placement groove 401, which is opened inside the bottom of the crash barrier body 1. A first magnetic seat 402 is embedded in the inner wall of one side of the first placement groove 401. The first magnetic seat 402 and the magnetic block 302 are connected by adsorption and correspond one-to-one. The placement component 4 also includes a second placement groove 403, which is opened at the lower end of one side of the first placement groove 401. The bottom end is provided with a third placement groove 404. A second magnetic seat 405 is fixedly connected to the inner wall of one side of the third placement groove 404. The second magnetic seat 405 and the first magnetic ring 309 are connected by adsorption and correspond one-to-one. The stabilizing component 3 includes a slider 301, which is slidably connected to the inner wall of the first placement groove 401. A magnetic block 302 is fixedly connected to one side of the slider 301. The stabilizing component 3 also includes a locking seat 303. The locking seat 303 has sufficient length to allow sufficient rotation space for the hexagonal prism 304, the connecting seat 30, and the base 306 during installation. The locking seat 303 is fixedly connected to the other side of the slider 301. The other end of the locking seat 303 is hinged to the hexagonal prism 304. The stabilizing component 3 also includes a connecting seat 305. 05 is hinged to the other end of the hexagonal prism 304. The bottom end of the connecting seat 305 is fixedly connected to the base 306. The stabilizing component 3 also includes a weight 307, which is embedded inside the base 306. After installation, the hexagonal prism 304, the locking rod 310, and the anti-collision barrel body 1 can form a nearly triangular structure, thereby fixing the locking seat 303, the hexagonal prism 304, the connecting seat 305, and the base 306 to prevent them from shifting, thus increasing the stability of the stabilizing component 3. A rubber pad 308 is glued to the center of the bottom end of the base 306. The rubber pad 308 is made of wear-resistant material and can increase the friction with the road surface. A first magnetic ring 309 is embedded in the outer side of the bottom end of the base 306. The stabilizing component 3 also includes a locking rod 310.The engaging rod 310 engages with the inner wall of the connecting seat 305. The other end of the engaging rod 310 passes through the connecting seat 305 and engages with the inner wall of the crash barrier body 1. A weight 307 is embedded inside the bottom end of the base 306 to increase its weight, thereby increasing the weight of the stabilizing component 3 and thus increasing the weight of the bottom end of the crash barrier body 1, thereby increasing the stability of the bottom end of the crash barrier body 1.

[0035] like Figures 1 to 3 As shown, the connecting component 5 includes two first fixing seats 501, which are fixedly connected to the top two sides of the anti-collision barrel body 1. Second fixing seats 502 are fixedly connected to the other two sides of the top of the anti-collision barrel body 1. The two first fixing seats 501 and the second fixing seats 502 are respectively arranged opposite to each other. The connecting component 5 also includes four fixing rods 503, which are respectively engaged with the inner walls of the first fixing seats 501 and the second fixing seats 502. The bottom ends of the four fixing rods 503 penetrate the bottom ends of the first fixing seats 501 and the second fixing seats 502 and are engaged with the inner wall of the engaging seat 303. A groove is provided inside the fixing rod 503, which engages with the engaging rod 310. When the engaging rod 310 is not in use, it is placed inside the fixing rod 503 for fixation, making it easy to locate.

[0036] The working principle of the technical solution provided by this utility model is as follows:

[0037] This invention moves the stabilizing component 3 out of the anti-collision barrel body 1 by moving the slider 301 outward, then rotating the hexagonal prism 304 to move it to a specified angle, and then rotating the connecting seat 305 to a horizontal position. At this time, the fixing rod 503 is engaged into the interior of the first fixing seat 501 or the second fixing seat 502, and the bottom end of the fixing rod 503 is engaged and fixed with the inner wall of the engaging seat 303. Then, the engaging rod 310 is engaged into the inner wall of the connecting seat 305, and the other end of the engaging rod 310 is engaged and fixed with the inner wall of the anti-collision barrel body 1. At this time, the installation of the other three stabilizing components 3 is completed according to the above connection.

[0038] Furthermore, when the stabilizing component 3 is not used, the hexagonal prism 304 is rotated vertically, and then the connecting seat 305 is rotated to the vertical direction. The stabilizing component 3 is moved inward, and the slider 301 is moved to the innermost end of the first placement slot 401. At this time, the magnetic block 302 on one side of the slider 301 is attracted to the first magnetic seat 402 inside the first placement slot 401. At the same time, the hexagonal prism 304 is moved to the inside of the second placement slot 403, and the base 306 is moved to the inside of the third placement slot 404. The first magnetic ring 309 at the bottom of the base 306 is attracted to the second magnetic seat 405.

[0039] Furthermore, when several connecting crash barrier bodies 1 are required, the stabilizing components 3 on one opposite side of one crash barrier body 1 are retracted in the manner described above, and the stabilizing components 3 on the other opposite side of another crash barrier body 1 are retracted at the same time. Then, the first fixing seat 501 of the crash barrier body 1 and the second fixing seat 502 of the other crash barrier body 1 are moved together so that they coincide in the vertical direction. Then, the first fixing seat 501 of the crash barrier body 1 and the second fixing seat 502 of the other crash barrier body 1 are engaged and fixed together by the fixing rod 503.

[0040] This utility model encompasses any substitutions, modifications, equivalent methods, and solutions made within the spirit and scope of this utility model. To provide the public with a thorough understanding of this utility model, specific details are described in detail in the following preferred embodiments; however, those skilled in the art will fully understand this utility model even without these detailed descriptions. Furthermore, to avoid unnecessary confusion regarding the essence of this utility model, well-known methods, processes, procedures, components, and circuits are not described in detail.

[0041] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. An emergency collision avoidance device for highway engineering, characterized in that, The system includes a crash barrier body, and the interior of the crash barrier body is provided with four honeycomb aluminum elements, which are arranged in a ring array inside the crash barrier body. Four stabilizing components are provided on the bottom exterior of the crash barrier body. The four stabilizing components are arranged in a circular array at the bottom of the crash barrier body. The stabilizing components are used to stabilize the crash barrier body. The bottom of the anti-collision barrel body is provided with four placement components, each of which corresponds to a stabilizing component. The stabilizing components are used to place the stabilizing components. The top of the crash barrier body is provided with a connecting component, which is used to connect the crash barrier body.

2. The emergency collision avoidance device for highway engineering according to claim 1, characterized in that, The placement component includes a first placement slot, which is located inside the bottom of the anti-collision barrel body, and a first magnetic seat is embedded in one side inner wall of the first placement slot.

3. The emergency collision avoidance device for highway engineering according to claim 2, characterized in that, The placement assembly also includes a second placement slot, which is located at the lower end of one side of the first placement slot. A third placement slot is located at the bottom of the second placement slot, and a second magnetic base is fixedly connected to the inner wall of one side of the third placement slot.

4. The emergency collision avoidance device for highway engineering according to claim 3, characterized in that, The stabilizing component includes a slider that is slidably connected to the inner wall of the first placement slot, and a magnetic block is fixedly connected to one side of the slider.

5. The emergency collision avoidance device for highway engineering according to claim 4, characterized in that, The stabilizing component also includes a locking seat, which is fixedly connected to the other side of the slider, and a hexagonal prism is hinged to the other end of the locking seat.

6. The emergency collision avoidance device for highway engineering according to claim 5, characterized in that, The stabilizing component also includes a connecting seat, which is hinged to the other end of the hexagonal prism, and a base is fixedly connected to the bottom end of the connecting seat.

7. The emergency collision avoidance device for highway engineering according to claim 6, characterized in that, The stabilizing component also includes a weight embedded inside the base. A rubber pad is adhered to the center of the bottom end of the base, and a first magnetic ring is embedded in the outer side of the bottom end of the base.

8. The emergency collision avoidance device for highway engineering according to claim 7, characterized in that, The stabilizing component also includes a locking rod, which is engaged with the inner wall of the connecting seat, and the other end of the locking rod passes through the connecting seat and is engaged with the inner wall of the anti-collision barrel body.

9. The emergency collision avoidance device for highway engineering according to claim 8, characterized in that, The connecting assembly includes two first fixing seats, which are fixedly connected to the top two sides of the anti-collision barrel body, and second fixing seats are fixedly connected to the other two sides of the top of the anti-collision barrel body.

10. The emergency collision avoidance device for highway engineering according to claim 9, characterized in that, The connecting assembly also includes four fixing rods, which are respectively engaged with the inner walls of the first fixing seat and the second fixing seat. The bottom ends of the four fixing rods pass through the bottom ends of the first fixing seat and the second fixing seat and are engaged with the inner wall of the engaging seat.

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