A traffic facility safety collision avoidance device

Abstract

This utility model relates to the technical field, specifically to a traffic facility safety collision avoidance device. It includes a street light assembly, an installation assembly, and a collision avoidance assembly. The street light assembly includes a street light body; the installation assembly includes a mounting side plate and a mounting base; and the collision avoidance assembly includes a collision avoidance outer plate. A collision avoidance inner plate is detachably connected to the inner wall of the outer plate via high-strength bolts. A sliding rod is welded to the end of a universal joint away from the inner plate. The end of the sliding rod away from the universal joint is detachably connected to a linkage plate via threads. A sleeve is slidably fitted onto the outer ring of the sliding rod. When the outer and inner plates are subjected to impact, the rotation of the universal joint ball joint within the adjustment groove, and the clearance fit between the universal joint and the adjustment groove, allow the outer and inner plates to displace along the direction of impact, preventing rigid fracture.

Description

Technical Field

[0001] This utility model relates to the field of traffic facility equipment technology, specifically a traffic facility safety anti-collision device. Background Technology

[0002] In urban road traffic systems, columnar traffic facilities such as streetlights and traffic signal poles are widely distributed on sidewalks, lane edges, and intersections. Their substructures are susceptible to external forces such as vehicle scraping, pedestrian collisions, and impacts from non-motorized vehicles.

[0003] To reduce impact damage to the main structure and the impacting party, existing technologies typically install anti-collision devices at the base of columnar structures. These devices usually consist of anti-collision plates and buffer structures. However, existing anti-collision devices often use fixed rigid connections between the anti-collision plates and buffer structures, or can only achieve displacement buffering in a single direction. When subjected to non-axial impact forces such as oblique or lateral forces (e.g., oblique scraping by a vehicle or lateral collision with a pedestrian), the anti-collision plates cannot adjust their posture along the direction of the force, causing the impact force to concentrate on the connection points. This easily leads to rigid damage such as cracking of the anti-collision plates and breakage of connecting bolts, resulting in not only a loss of subsequent protective capabilities but also the potential for secondary risks such as flying debris. Utility Model Content

[0004] To address the above problems, the purpose of this utility model is to provide a traffic facility safety anti-collision device that solves the problem that when subjected to non-axial impact forces such as oblique or lateral forces, the anti-collision plate cannot adjust its posture along the direction of the force, resulting in the impact force being concentrated on the connection part. When the outer anti-collision plate and the inner anti-collision plate are subjected to impact forces, the rotation of the universal joint ball joint in the adjustment groove and the clearance fit between the universal joint and the adjustment groove enable the outer anti-collision plate and the inner anti-collision plate to displace along the direction of the force when subjected to impact forces from different directions, thus avoiding rigid fracture.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a traffic facility safety anti-collision device, comprising a street light assembly, an installation assembly, and an anti-collision assembly. The street light assembly includes a street light body, the installation assembly includes an installation side plate and an installation base, and the anti-collision assembly includes an anti-collision outer plate. An anti-collision inner plate is detachably connected to the inner wall of the anti-collision outer plate by high-strength bolts. Adjustment grooves are correspondingly provided on the inner sides of the anti-collision outer plate and the anti-collision inner plate. The inner side of the adjustment groove is rotatably connected to a universal joint via a rotating shaft. The rotating shaft and the inner wall of the adjustment groove are clearance-fitted. A sliding rod is fixedly welded to the end of the universal joint away from the anti-collision inner plate. The end of the sliding rod away from the universal joint is detachably connected to a linkage plate via threads. An external thread is provided at the end of the sliding rod, and an internal thread hole is correspondingly provided on the linkage plate. A sleeve is slidably sleeved on the outer ring of the sliding rod. A sliding groove is provided axially on the inner side of the sleeve. A shock absorber is connected to the inner wall of the sliding groove. One end of the shock absorber is welded and fixed to the bottom wall of the sliding groove away from the universal joint, and the other end is hinged to the linkage plate via a pin.

[0006] The beneficial effects of this utility model are as follows: when the outer anti-collision plate and the inner anti-collision plate are subjected to impact force, the rotation of the universal joint ball head in the adjustment groove and the clearance fit between the universal joint and the adjustment groove enable the outer anti-collision plate and the inner anti-collision plate to be displaced along the force direction when subjected to impact force in different directions, thus avoiding rigid fracture.

[0007] To complete the installation and positioning of the mounting base: As a further improvement to the above technical solution: the bottom of the street light body is detachably connected to the mounting base via a flange. The mounting base is a circular steel plate structure with a diameter 150mm larger than the bottom diameter of the street light body, and its surface is provided with threaded holes at equal intervals along the arc.

[0008] The beneficial effects of this improvement are as follows: During installation, the mounting base is first placed on the preset concrete foundation, and the level of the mounting base is calibrated using a level. Then, the expansion bolts are screwed into the concrete foundation through the threaded holes to a depth of ≥100mm. Finally, the bolts are tightened with a torque wrench to complete the installation and positioning of the mounting base.

[0009] To ensure the mounting side plates are circumferentially and evenly fitted to the outer wall of the lower part of the street light body, M12 stainless steel bolts are then used to thread the mounting side plates to the pre-embedded nuts on the outer wall of the street light body. As a further improvement to the above technical solution: the end of the mounting base away from the mounting side plate is provided with a relief groove along the axial direction. The width of the relief groove is 3mm larger than the diameter of the sliding rod. The sliding rod passes through the relief groove and is slidably connected to the sleeve. The inner wall of the mounting base is fixed with a positioning plate by welding. The sleeve is fixed to the positioning plate by welding through a reserved hole on the positioning plate. The axis of the sleeve is parallel to the radial direction of the mounting base.

[0010] The beneficial effects of this improvement are as follows: After the installation of the mounting base is completed, the mounting side plate is circumferentially and evenly fitted to the outer wall of the lower part of the street lamp body. The gap between the mounting side plate and the outer wall of the street lamp body is ≤1mm. Then, the mounting side plate is threaded to the pre-embedded nut on the outer wall of the street lamp body using M12 stainless steel bolts. After the installation is completed, the sliding rod is manually pulled to test its smoothness of sliding in the clearance groove. If there is any jamming, the fit of the mounting side plate is adjusted until the sliding rod can slide freely.

[0011] In order for the universal joint to transmit the impact force to the sliding rod through multi-angle rotation, so as to disperse and buffer the impact force: As a further improvement to the above technical solution: both the outer anti-collision plate and the inner anti-collision plate are arc-shaped aluminum alloy structures, and a reflective strip is attached to the end of the outer anti-collision plate away from the inner anti-collision plate by strong double-sided adhesive.

[0012] The beneficial effects of this improvement are as follows: when the outer anti-collision plate is subjected to external impact, the arc structure first disperses part of the impact force, and then drives the inner anti-collision plate to move synchronously and apply force to the universal joint. The universal joint transmits the impact force to the sliding rod through multi-angle rotation, thereby achieving the dispersion and buffering of the impact force. The reflective strip reflects light at night or in low visibility environments, reminding pedestrians and vehicles to pay attention to the position of the device and reducing the risk of collision.

[0013] To protect the main body of the street light by forming a ring-shaped protective structure with eight sets of anti-collision components, covering the lower outer wall of the street light body: As a further improvement to the above technical solution: the anti-collision components are provided in eight sets. The eight sets of anti-collision components are installed around the central axis of the street lamp body with equal circumference. An expansion gap is reserved between the anti-collision outer plates of two adjacent sets of anti-collision components.

[0014] The beneficial effects of this improvement are as follows: During installation, the top surface of the mounting base is used as the reference plane, and a height gauge is used to calibrate the top height of the outer anti-collision plate of each anti-collision component. The eight anti-collision components form a ring-shaped protective structure that covers the lower outer wall of the street light body, thereby protecting the street light body.

[0015] In order to limit the rotation of the linkage plate by the cooperation of the guide bar and the guide groove, and to ensure that the sliding rod slides only along the axial direction, thereby improving the stability of the sliding rod during sliding: As a further improvement to the above technical solution: the inner wall of the sleeve is provided with guide grooves symmetrically along the axial direction. The guide grooves have an arc-shaped cross-section and are opened through the height direction of the sliding groove. The outer wall of the linkage plate is symmetrically welded with guide strips along the axial direction. The cross-section of the guide strips is adapted to the guide grooves. The outer wall of the guide strips is coated with a polytetrafluoroethylene lubricating layer. The guide strips are slidably connected to the guide grooves.

[0016] The beneficial effects of this improvement are as follows: when the linkage plate moves in the sliding groove, the linkage plate drives the guide bars on both sides to slide synchronously along the guide groove. The rotation of the linkage plate is restricted by the cooperation between the guide bars and the guide groove, ensuring that the sliding rod slides only along the axial direction, improving the stability of the sliding rod when sliding, and avoiding the impact of sliding offset on the buffering effect.

[0017] To ensure that both the outer and inner anti-collision panels can displace along the direction of force when subjected to impact forces from different directions, thus preventing rigid fracture: As a further improvement to the above technical solution: the size of the universal joint is precisely matched with the size of the adjustment groove, the diameter of the ball head of the universal joint is 2mm smaller than the width of the adjustment groove, the diameter of the connecting rod of the universal joint is adapted to the depth of the adjustment groove, and the ball head and connecting rod of the universal joint are formed by an integrated forging process.

[0018] The beneficial effects of this improvement are as follows: when the outer and inner anti-collision plates are subjected to impact force, the rotation of the universal joint ball head in the adjustment groove and the clearance fit between the universal joint and the adjustment groove enable the outer and inner anti-collision plates to displace along the force direction when subjected to impact force from different directions, thus avoiding rigid fracture.

[0019] In order for the shock absorber to use the elastic restoring force of the internal return spring to drive the linkage plate, sliding rod and universal joint to return to the initial protective position in the reverse direction: As a further improvement to the above technical solution: the shock absorber is a bidirectional cylindrical damper, which is horizontally and coaxially installed inside the sliding groove. The axis of the shock absorber coincides with the axis of the sliding groove. The end of the shock absorber away from the bottom wall of the sliding groove is hinged to the linkage plate through a pin. The shock absorber includes a damper and a return spring. The damper is filled with hydraulic oil, and the damping effect is achieved by the flow of hydraulic oil.

[0020] The beneficial effects of this improvement are as follows: When the universal joint is subjected to axial compressive force, the universal joint applies coaxial compressive force to the sliding rod, causing the sliding rod to slide along the sliding groove towards the bottom of the groove. During this process, the sliding rod drives the linkage plate to move horizontally synchronously, and the linkage plate axially compresses the shock absorber. The shock absorber absorbs part of the impact force through the throttling resistance of the hydraulic oil inside the damper. The remaining energy is dissipated through the sliding friction between the outer wall of the sliding rod and the inner wall of the sleeve. After the impact ends, the shock absorber drives the linkage plate, sliding rod and universal joint to return to the initial protective position through the elastic restoring force of the internal return spring.

[0021] In summary, the beneficial effects of this case are as follows: when the outer and inner anti-collision panels are subjected to impact force, the rotation of the universal joint ball joint in the adjustment groove, as well as the clearance fit between the universal joint and the adjustment groove, enable the outer and inner anti-collision panels to displace along the direction of force when subjected to impact force from different directions, thus avoiding rigid fracture.

[0022] The parts of the device not covered herein are the same as or can be implemented using existing technologies. Attached Figure Description

[0023] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0024] Figure 2 This is a top view of the structure of this utility model.

[0025] Figure 3 This is a top view sectional structural diagram of the mounting base of this utility model.

[0026] Figure 4 This is a cross-sectional view of the sleeve of this utility model.

[0027] Figure 5 This is a three-dimensional structural diagram of the sleeve of this utility model.

[0028] Figure 6 This is a three-dimensional structural diagram of the mounting base of this utility model.

[0029] In the diagram: 1. Streetlight assembly; 11. Mounting base; 12. Streetlight body; 2. Mounting assembly; 21. Mounting side plate; 22. Mounting seat; 23. Positioning plate; 24. Clearance groove; 3. Anti-collision assembly; 31. Anti-collision outer plate; 311. Reflective strip; 32. Anti-collision inner plate; 33. Adjustment groove; 34. Universal joint; 35. Sliding rod; 36. Linkage plate; 361. Guide strip; 37. Sleeve; 371. Guide groove; 38. Sliding groove; 39. Shock absorber. Detailed Implementation

[0030] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be described in detail below with reference to the accompanying drawings. The description in this part is only exemplary and explanatory, and should not be used to limit the scope of protection of this utility model in any way.

[0031] like Figure 1-6As shown, a traffic facility safety collision avoidance device includes a street light assembly 1, a mounting assembly 2, and a collision avoidance assembly 3. The street light assembly 1 includes a street light body 12. The mounting assembly 2 includes a mounting side plate 21 and a mounting base 22. The collision avoidance assembly 3 includes a collision avoidance outer plate 31. A collision avoidance inner plate 32 is detachably connected to the inner wall of the collision avoidance outer plate 31 by high-strength bolts. Adjustment grooves 33 are correspondingly formed on the inner sides of the collision avoidance outer plate 31 and the collision avoidance inner plate 32. The inner side of the adjustment groove 33 is rotatably connected to a universal joint 34 via a rotating shaft. The rotating shaft and the inner wall of the adjustment groove 33 are clearance-fitted. A sliding rod 35 is welded to one end of the universal joint 34 away from the inner anti-collision plate 32. The end of the sliding rod 35 away from the universal joint 34 is detachably connected to the linkage plate 36 by threads. The end of the sliding rod 35 is provided with external threads, and the linkage plate 36 is provided with corresponding internal thread holes. A sleeve 37 is slidably sleeved on the outer ring of the sliding rod 35. A sliding groove 38 is provided axially on the inner side of the sleeve 37. A shock absorber 39 is connected to the inner wall of the sliding groove 38. One end of the shock absorber 39 is welded and fixed to the bottom wall of the sliding groove 38 away from the universal joint 34, and the other end is hinged to the linkage plate 36 by a pin.

[0032] The bottom of the street light body 12 is detachably connected to the mounting base 11 via a flange. The mounting base 11 is a circular steel plate structure with a diameter 150mm larger than the bottom diameter of the street light body 12. Threaded holes are evenly spaced along the arc on its surface. During installation, the mounting base 11 is first placed on a pre-set concrete foundation. A level is used to calibrate the levelness of the mounting base 11. Then, expansion bolts are screwed into the concrete foundation through the threaded holes to a depth ≥100mm. Finally, the bolts are tightened using a torque wrench to complete the installation and positioning of the mounting base 11.

[0033] The mounting base 22 has an axially oriented relief groove 24 at the end away from the mounting side plate 21. The width of the relief groove 24 is 3mm larger than the diameter of the sliding rod 35. The sliding rod 35 passes through the relief groove 24 and is slidably connected to the sleeve 37. The inner wall of the mounting base 22 is fixed with a positioning plate 23 by welding. The sleeve 37 is fixed to the positioning plate 23 by welding through the reserved hole on the positioning plate 23. The axis of the sleeve 37 is parallel to the radial direction of the mounting base 22. After the installation of the mounting base 11 is completed, the mounting side plate 21 is circumferentially and evenly fitted to the outer wall of the lower part of the street lamp body 12. The gap between the mounting side plate 21 and the outer wall of the street lamp body 12 is ≤1mm. Then, the mounting side plate 21 is threadedly connected to the pre-embedded nut on the outer wall of the street lamp body 12 using M12 stainless steel bolts. After the installation is completed, the sliding rod 35 is manually pulled to test its smoothness of sliding in the relief groove 24. If there is any jamming, the fit of the mounting side plate 21 is adjusted until the sliding rod 35 can slide freely.

[0034] Both the outer anti-collision plate 31 and the inner anti-collision plate 32 are arc-shaped aluminum alloy structures. The outer anti-collision plate 31, away from the inner anti-collision plate 32, has a reflective strip 311 attached to it with strong double-sided adhesive. When the outer anti-collision plate 31 is subjected to external impact, the arc-shaped structure first disperses part of the impact force, and then drives the inner anti-collision plate 32 to move synchronously and apply force to the universal joint 34. The universal joint 34 transmits the impact force to the sliding rod 35 through multi-angle rotation, thereby achieving the dispersion and buffering of the impact force. The reflective strip 311 reflects light at night or in low visibility environments to remind pedestrians and vehicles to pay attention to the location of the device and reduce the risk of collision.

[0035] The anti-collision components 3 consist of eight sets. The eight sets of anti-collision components 3 are installed around the central axis of the street lamp body 12 at equal intervals around the outer ring of the street lamp body 12. An expansion gap is reserved between the anti-collision outer plates 31 of adjacent sets of anti-collision components 3. During installation, the upper surface of the mounting base 11 is used as the reference plane, and the height of the top of the anti-collision outer plate 31 of each set of anti-collision components 3 is calibrated using a height gauge. The eight sets of anti-collision components 3 form a ring-shaped protective structure that covers the lower outer wall of the street lamp body 12, thereby protecting the street lamp body 12.

[0036] The inner wall of the sleeve 37 is symmetrically provided with guide grooves 371 along the axial direction. The guide grooves 371 have an arc-shaped cross-section and are provided through the sliding groove 38. The outer wall of the linkage plate 36 is symmetrically welded with guide strips 361 along the axial direction. The cross-section of the guide strips 361 is adapted to the guide grooves 371. The outer wall of the guide strips 361 is coated with a polytetrafluoroethylene lubricating layer. The guide strips 361 are slidably connected to the guide grooves 371. When the linkage plate 36 moves in the sliding groove 38, the linkage plate 36 drives the guide strips 361 on both sides to slide synchronously along the guide grooves 371. The cooperation between the guide strips 361 and the guide grooves 371 restricts the rotation of the linkage plate 36, ensuring that the sliding rod 35 slides only along the axial direction, improving the stability of the sliding rod 35 when sliding, and avoiding the impact of sliding deviation on the buffering effect.

[0037] The dimensions of the universal joint 34 are precisely matched with the dimensions of the adjustment groove 33. The diameter of the ball head of the universal joint 34 is 2mm smaller than the groove width of the adjustment groove 33. The diameter of the connecting rod of the universal joint 34 is adapted to the groove depth of the adjustment groove 33. The ball head and the connecting rod of the universal joint 34 are formed by an integrated forging process. When the outer anti-collision plate 31 and the inner anti-collision plate 32 are subjected to impact force, the rotation of the ball head of the universal joint 34 in the adjustment groove 33 and the clearance fit between the universal joint 34 and the adjustment groove 33 enable the outer anti-collision plate 31 and the inner anti-collision plate 32 to displace along the force direction when subjected to impact force in different directions, thus avoiding rigid fracture.

[0038] The shock absorber 39 is a bidirectional cylindrical damper, horizontally and coaxially mounted inside the sliding groove 38. The axis of the shock absorber 39 coincides with the axis of the sliding groove 38. The end of the shock absorber 39 away from the bottom wall of the sliding groove 38 is hinged to the linkage plate 36 via a pin. The shock absorber 39 includes a damper and a return spring. The damper is filled with hydraulic oil, and the damping effect is achieved through the flow of hydraulic oil. When the universal joint 34 is subjected to axial compressive force, the universal joint 34 applies a coaxial compressive force to the sliding rod 35, causing the sliding rod 35 to... The device slides along the sliding groove 38 towards the bottom of the groove. During this process, the sliding rod 35 drives the linkage plate 36 to move horizontally in sync. The linkage plate 36 axially compresses the shock absorber 39. The shock absorber 39 absorbs part of the impact force through the throttling resistance of the hydraulic oil inside the damper. The remaining energy is dissipated through the sliding friction between the outer wall of the sliding rod 35 and the inner wall of the sleeve 37. After the impact ends, the shock absorber 39 drives the linkage plate 36, the sliding rod 35 and the universal joint 34 to return to the initial protective position through the elastic restoring force of the internal return spring.

[0039] The working principle of this utility model is as follows: During installation, first place the mounting base 11 on the preset concrete foundation, use a level to calibrate the levelness of the mounting base 11, then screw the expansion bolts through the threaded holes into the concrete foundation, with a bolt insertion depth ≥100mm, and finally tighten the bolts with a torque wrench to complete the installation and positioning of the mounting base 11. Then, attach the mounting side plate 21 circumferentially to the outer wall of the lower part of the street lamp body 12 at equal intervals, with a gap between the mounting side plate 21 and the outer wall of the street lamp body 12 ≤1mm. Next, use M12 stainless steel bolts to thread the mounting side plate 21 to the pre-embedded nuts on the outer wall of the street lamp body 12. After installation, manually pull the sliding rod 35 to test its smoothness of sliding within the clearance groove 24. If there is any... If there is a jam, adjust the fit of the mounting side plate 21 until the sliding rod 35 can slide freely. During installation, use the upper surface of the mounting base 11 as the reference plane and use a height gauge to calibrate the top height of the outer anti-collision plate 31 of each anti-collision component 3. The eight anti-collision components 3 form a ring-shaped protective structure, covering the lower outer wall of the street lamp body 12, thus protecting the street lamp body 12. When the outer anti-collision plate 31 is subjected to external impact, it first disperses part of the impact force through the arc structure, and then drives the inner anti-collision plate 32 to move synchronously and apply force to the universal joint 34. The universal joint 34 transmits the impact force to the sliding rod 35 through multi-angle rotation, thus dispersing and buffering the impact force. The reflective strip 311 reflects light at night or in low visibility environments. The line serves as a warning to pedestrians and vehicles to be aware of the device's location, reducing the risk of collision. When the outer anti-collision plate 31 and the inner anti-collision plate 32 are subjected to impact, the rotation of the ball joint 34 within the adjusting groove 33, along with the clearance fit between the universal joint 34 and the adjusting groove 33, allows the outer anti-collision plate 31 and the inner anti-collision plate 32 to displace along the direction of force when subjected to impact forces from different directions, preventing rigid fracture. When the universal joint 34 is subjected to axial compressive force, it applies a coaxial compressive force to the sliding rod 35, causing the sliding rod 35 to slide along the sliding groove 38 towards the bottom of the groove. During this process, the sliding rod 35 drives the linkage plate 36 to move horizontally synchronously, and the linkage plate 36 axially compresses the shock absorber 39. The shock absorber 39, through the damper's internal... The throttling resistance of the hydraulic oil absorbs part of the impact force, and the remaining energy is dissipated through the sliding friction between the outer wall of the sliding rod 35 and the inner wall of the sleeve 37. After the impact, the shock absorber 39 drives the linkage plate 36, the sliding rod 35 and the universal joint 34 to return to the initial protective position through the elastic restoring force of the internal return spring. When the linkage plate 36 moves in the sliding groove 38, the linkage plate 36 drives the guide bars 361 on both sides to slide synchronously along the guide groove 371. The cooperation between the guide bars 361 and the guide groove 371 restricts the rotation of the linkage plate 36, ensuring that the sliding rod 35 slides only along the axial direction, improving the stability of the sliding rod 35 when sliding, and avoiding the impact of sliding offset on the buffering effect. The model of the shock absorber 39 is CD150-200.

[0040] It should be noted that, in this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. This article uses specific examples to illustrate the principles and implementation methods of this utility model. The above examples are only for the purpose of helping to understand the method and core ideas of this utility model. The above description is only a preferred embodiment of this utility model. It should be noted that due to the limitations of textual expression, there are objectively infinite specific structures. For those skilled in the art, several improvements, modifications, or changes can be made without departing from the principles of this utility model, and the above technical features can also be combined in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the concept and technical solution of the utility model to other occasions without modification, should all be considered within the protection scope of this utility model.

Claims

1. A traffic facility safety collision avoidance device, comprising a street light assembly (1), an installation assembly (2), and a collision avoidance assembly (3), wherein the street light assembly (1) comprises a street light body (12), the installation assembly (2) comprises an installation side plate (21) and an installation base (22), and the collision avoidance assembly (3) comprises a collision avoidance outer plate (31), characterized in that: The inner wall of the outer anti-collision plate (31) is detachably connected to the inner anti-collision plate (32) by high-strength bolts. Adjustment grooves (33) are correspondingly provided on the inner sides of the outer anti-collision plate (31) and the inner anti-collision plate (32). The inner side of the adjustment groove (33) is rotatably connected to a universal joint (34) via a rotating shaft. The rotating shaft and the inner wall of the adjustment groove (33) are in clearance fit. A sliding rod (35) is welded to one end of the universal joint (34) away from the inner anti-collision plate (32). The sliding rod (35) is further away from the universal joint (34) at one end... The end of the sliding rod (35) is detachably connected to the linkage plate (36) by a thread. The end of the sliding rod (35) is provided with an external thread, and the linkage plate (36) is provided with an internal thread hole. The outer ring of the sliding rod (35) is slidably sleeved with a sleeve (37). The inner side of the sleeve (37) is provided with a sliding groove (38) along the axial direction. The inner wall of the sliding groove (38) is connected to a shock absorber (39). One end of the shock absorber (39) is welded and fixed to the bottom wall of the sliding groove (38) away from the universal joint (34), and the other end is hinged to the linkage plate (36) by a pin.

2. The traffic facility safety collision avoidance device according to claim 1, characterized in that: The bottom of the street lamp body (12) is detachably connected to the mounting base (11) via a flange. The mounting base (11) is a circular steel plate structure with a diameter 150mm larger than the bottom diameter of the street lamp body (12). Threaded holes are provided on its surface at equal intervals along the arc.

3. The traffic facility safety collision avoidance device according to claim 1, characterized in that: The mounting base (22) has a relief groove (24) axially formed at one end away from the mounting side plate (21). The width of the relief groove (24) is 3mm larger than the diameter of the sliding rod (35). The sliding rod (35) passes through the relief groove (24) and is slidably connected to the sleeve (37). The inner wall of the mounting base (22) is fixed with a positioning plate (23) by welding. The sleeve (37) is fixed to the positioning plate (23) by welding through the reserved hole on the positioning plate (23). The axis of the sleeve (37) is parallel to the radial direction of the mounting base (22).

4. A traffic facility safety collision avoidance device according to claim 1, characterized in that: Both the outer anti-collision plate (31) and the inner anti-collision plate (32) are arc-shaped aluminum alloy structures. The outer anti-collision plate (31) has a reflective strip (311) attached to the end away from the inner anti-collision plate (32) by strong double-sided adhesive.

5. A traffic facility safety collision avoidance device according to claim 1, characterized in that: The anti-collision components (3) are provided in eight groups. The eight groups of anti-collision components (3) are installed on the outer ring of the street lamp body (12) with the central axis of the street lamp body (12) as the center and the circumference is equally spaced. There is a telescopic gap between the anti-collision outer plates (31) of two adjacent groups of anti-collision components (3).

6. A traffic facility safety collision avoidance device according to claim 1, characterized in that: The inner wall of the sleeve (37) is symmetrically provided with guide grooves (371) along the axial direction. The cross section of the guide groove (371) is arc-shaped and is opened through the sliding groove (38) along the height direction. The outer wall of the linkage plate (36) is symmetrically welded with guide strips (361) along the axial direction. The cross section of the guide strip (361) is adapted to the guide groove (371). The outer wall of the guide strip (361) is coated with a polytetrafluoroethylene lubricating layer. The guide strip (361) is slidably connected to the guide groove (371).

7. A traffic facility safety collision avoidance device according to claim 1, characterized in that: The dimensions of the universal joint (34) are precisely matched with the dimensions of the adjustment groove (33). The diameter of the ball head of the universal joint (34) is 2mm smaller than the width of the groove of the adjustment groove (33). The diameter of the connecting rod of the universal joint (34) is adapted to the depth of the groove of the adjustment groove (33). The ball head and the connecting rod of the universal joint (34) are formed by an integrated forging process.

8. A traffic facility safety collision avoidance device according to claim 1, characterized in that: The shock absorber (39) is a bidirectional cylindrical damper, which is horizontally and coaxially installed inside the sliding groove (38). The axis of the shock absorber (39) coincides with the axis of the sliding groove (38). The end of the shock absorber (39) away from the bottom wall of the sliding groove (38) is hinged to the linkage plate (36) by a pin. The shock absorber (39) includes a damper and a return spring. The damper is filled with hydraulic oil, and the damping effect is achieved by the flow of hydraulic oil.

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