CN109295896B - Road anti-collision device for highway junction - Google Patents
Road anti-collision device for highway junction Download PDFInfo
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- CN109295896B CN109295896B CN201811426795.7A CN201811426795A CN109295896B CN 109295896 B CN109295896 B CN 109295896B CN 201811426795 A CN201811426795 A CN 201811426795A CN 109295896 B CN109295896 B CN 109295896B
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- rod
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- unfolding
- cross
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
- E01F15/143—Protecting devices located at the ends of barriers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A30/00—Adapting or protecting infrastructure or their operation
- Y02A30/30—Adapting or protecting infrastructure or their operation in transportation, e.g. on roads, waterways or railways
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Vibration Dampers (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
Abstract
The invention discloses a turnout road anti-collision device which mainly triggers anti-collision unfolding rods arranged on two sides of an anti-collision cross rod to unfold after an automobile collides with a guardrail so as to increase the collision area of the automobile and the guardrail. The invention aims at: aiming at the problems that the existing turnout anti-collision device only adopts a passive energy absorption technology to buffer collision and neglects the situation that a vehicle is easy to generate tail flick and tilt, the turnout road anti-collision device is provided. When the anti-collision device is impacted, the contact area between the anti-collision device and a vehicle can be timely increased, the anti-collision device has a buffering and damping function, the tail of the vehicle can be prevented from being thrown, and the tipping probability of the vehicle is prevented or reduced.
Description
Technical Field
The invention belongs to the technical field of road traffic safety protection equipment. And more particularly to a road bump guard particularly for use at a road junction.
Background
On the road surface of common highway and expressway, a V-shaped road is formed at the road junction, which is a special road section with traffic jam and frequent traffic accident. The common accidents are caused by illegal driving of drivers when vehicles enter the intersections. For example, when the traveling direction of many vehicles is not determined, the vehicles can stay at the intersection temporarily or change the traveling direction temporarily, and the driver can drive fatigue, or in an environment with poor illumination, the vehicles are easy to collide with the guardrails, and the occurrence rate of traffic accidents is high.
At present, in the existing anti-collision devices designed for intersections, a passive energy absorption principle is mostly adopted to convert the kinetic energy of automobile collision into elastic potential energy of the anti-collision device so as to achieve the purpose of decelerating and stopping. However, due to the limitation of narrow width of some intersections, the angle of the front end of the anti-collision device for receiving the collision part is also small, so that the contact area of the vehicle and the device is small when the vehicle collides with the device, and the stress pressure is large. Moreover, when the vehicle collides with the anti-collision device, the contact area is small, so that the vehicle is easily subjected to tail flick and tipping, the vehicle is seriously damaged, and the safety of personnel in the vehicle is endangered. Therefore, a collision avoidance facility with more comprehensive installation performance at low-angle road intersections is greatly necessary.
Disclosure of Invention
The invention aims at: aiming at the problems that the existing turnout anti-collision device only adopts a passive energy absorption technology to buffer collision and neglects the situation that a vehicle is easy to generate tail flick and tilt, the turnout road anti-collision device is provided. When the anti-collision device is impacted, the contact area between the anti-collision device and a vehicle can be timely increased, the anti-collision device has a buffering and damping function, the tail of the vehicle can be prevented from being thrown, and the tipping probability of the vehicle is prevented or reduced.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
a fork road anti-collision device comprises a first guardrail, a second guardrail, a first side rod, a second side rod, a first cross rod, a second cross rod, a base, a spring damping rod, an anti-collision cross rod, an anti-collision unfolding rod, a second pull rod, a first connecting rod, a second connecting rod and a stretching rod;
the rear end of the side rod I is hinged with the front end of the guardrail I, and the rear end of the side rod II is hinged with the front end of the guardrail II; the front end of the side rod I is hinged with the rear end of the cross rod I, and the front end of the side rod II is hinged with the rear end of the cross rod II; the front end of the first cross rod is hinged with the front end of the second cross rod;
the base is fixed on the ground, the anti-collision cross rod is positioned in front of the base, and a spring damping rod is arranged between the anti-collision cross rod and the base;
the front end of the first anti-collision unfolding rod is hinged with one end of the anti-collision cross rod, and the front end of the second anti-collision unfolding rod is hinged with the other end of the anti-collision cross rod; the front end of the first pull rod is hinged with the middle part of the first anti-collision expanding rod, and the front end of the second pull rod is hinged with the middle part of the second anti-collision expanding rod; the rear end of the first pull rod is hinged with the rear end of the second pull rod;
the front end of the connecting rod I is hinged to the hinging point of the side rod I and the cross rod I, and the front end of the connecting rod II is hinged to the hinging point of the side rod II and the cross rod II; the rear end of the first connecting rod is hinged with the rear end of the second connecting rod; the front end of the stretching rod is connected with the hinge point of the first connecting rod and the second connecting rod, and the rear end of the stretching rod is connected with the hinge point of the first connecting rod and the second connecting rod.
As a preferable scheme, the front end of the first guardrail is provided with a first limiting rod, and the first limiting rod is positioned at the inner side of the first guardrail; the front end of the second guardrail is provided with a second limiting rod, and the limiting rod is positioned on the inner side of the second guardrail.
As a preferable scheme, the middle part of the side lever I is provided with a spring assembly I, and the middle part of the side lever II is provided with a spring assembly II.
Preferably, the spring damping rod comprises a first spring damping rod and a second spring damping rod.
As a preferable scheme, a sliding block is arranged at the rear side of the anti-collision cross rod, and the front end of the spring damping rod is hinged with the sliding block; the front end of the spring damping rod II is hinged with the rear side of the anti-collision cross rod.
As a preferable scheme, a ratchet mechanism I is arranged between the anti-collision unfolding rod I and the anti-collision cross rod, and the ratchet mechanism I allows the anti-collision unfolding rod I to unfold and prohibits the anti-collision unfolding rod I from closing; a ratchet mechanism II is arranged between the anti-collision unfolding rod II and the anti-collision cross rod, and the ratchet mechanism II allows the anti-collision unfolding rod II to unfold and prohibits the anti-collision unfolding rod II from closing.
As a preferable scheme, the front end of the stretching rod is hinged at the hinge point of the first connecting rod and the second connecting rod, and the rear end of the stretching rod is hinged at the hinge point of the first connecting rod and the second connecting rod.
As a preferable scheme, the outer side of the side lever I is provided with a roller, and the outer side of the side lever II is provided with a roller; and the roller is axially and vertically arranged.
As a preferable scheme, the first outer side of the anti-collision unfolding rod is provided with a roller, and the outer side of the anti-collision unfolding rod is provided with a roller; and the roller is axially and vertically arranged.
As the preferable scheme, the front side of the anti-collision cross rod is provided with a roller, and the roller is axially and vertically arranged.
In summary, due to the adoption of the technical scheme, compared with the prior art, the invention has the beneficial effects that: the road protection device can timely increase the contact area of the vehicle and the guardrail when being impacted, and the spring damping rod are used for damping, so that the tail of the vehicle is prevented from being thrown, the tipping probability of the vehicle is prevented or reduced, the injury to personnel in the vehicle is lightened, and meanwhile, the angle of the anti-collision rod can be adjusted in a small-angle self-adaptive manner according to the direction of the vehicle, so that the contact area of the vehicle bumper and the anti-collision rod is maximized. The invention has stronger shock resistance, can reduce the harm caused by the deficiency of the protective guard, avoids the overturn and deflection of the vehicle, and maintains the safety of the vehicle and personnel in the vehicle.
Drawings
Fig. 1 is a schematic structural view of an embodiment.
Fig. 2 is a schematic structural diagram of a second embodiment.
Fig. 3 is a schematic diagram of a third embodiment.
Fig. 4 is a schematic diagram of a partial structure of an embodiment.
Fig. 5 is a schematic diagram of a partial structure of the second embodiment.
Fig. 6 is a partial schematic diagram of the third embodiment.
Fig. 7 is a partial structural diagram of the embodiment.
Fig. 8 is a partial schematic diagram of the embodiment.
Fig. 9 is a partial structural diagram of the embodiment.
Fig. 10 is a schematic view of a first hinge point of a first cross bar and a second cross bar when an automobile collides.
Fig. 11 is a schematic illustration two of an automobile striking a hinge point between a first rail and a second rail.
Fig. 12 is a schematic view III of an automobile striking a hinge point between a first cross bar and a second cross bar.
Fig. 13 is a schematic view of an automobile striking the first rail.
Fig. 14 is a schematic view of an automobile striking a second cross bar.
Fig. 15 is a schematic view of an automobile striking a side bar one.
Fig. 16 is a schematic view of an automobile striking a second side bar.
The components in the drawings are marked with corresponding references: 1-cross bar I, 2-side lever I, 4-spring assembly I, 5-stop lever I, 6-guardrail I, 7-guardrail II, 8-stop lever II, 9-spring assembly II, 10-side lever II, 11-cross bar II, 12-link II, 13-link I, 14-ratchet mechanism I, 15-anti-collision deployment lever I, 17-pull lever I, 18-stretch lever, 19-pull lever II, 20-anti-collision deployment lever II, 22-ratchet mechanism II, 23-anti-collision cross bar, 25-spring damper lever I, 26-base, 27-spring damper lever II, 29-slider, 31-car.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
The embodiment discloses a turnout road anti-collision device, which comprises a first guardrail, a second guardrail, a first side rod, a second side rod, a first cross rod, a second cross rod, a base, a spring damping rod, an anti-collision cross rod, an anti-collision unfolding rod, a first pull rod, a second pull rod, a first connecting rod, a second connecting rod and a stretching rod, as shown in fig. 1-9. The rear end of the side rod I is hinged with the front end of the guardrail I, and the rear end of the side rod II is hinged with the front end of the guardrail II; the front end of the side rod I is hinged with the rear end of the cross rod I, and the front end of the side rod II is hinged with the rear end of the cross rod II; the front end of the first cross rod is hinged with the front end of the second cross rod. The base is fixed subaerial, and the anticollision horizontal pole is located the base place ahead, is provided with spring damping pole between anticollision horizontal pole and the base. The front end of the first anti-collision unfolding rod is hinged with one end of the anti-collision cross rod, and the front end of the second anti-collision unfolding rod is hinged with the other end of the anti-collision cross rod; the front end of the first pull rod is hinged with the middle part of the first anti-collision expanding rod, and the front end of the second pull rod is hinged with the middle part of the second anti-collision expanding rod; the rear end of the first pull rod is hinged with the rear end of the second pull rod. The front end of the connecting rod I is hinged to the hinging point of the side rod I and the cross rod I, and the front end of the connecting rod II is hinged to the hinging point of the side rod II and the cross rod II; the rear end of the first connecting rod is hinged with the rear end of the second connecting rod; the front end of the stretching rod is connected with the hinge point of the first connecting rod and the second connecting rod, and the rear end of the stretching rod is connected with the hinge point of the first connecting rod and the second connecting rod.
As shown in fig. 10-12, when an automobile collides against a hinge point between the first cross bar and the second cross bar, the anti-collision method comprises the following steps:
the hinge point of the first cross rod and the second cross rod is stressed to move backwards, the clamping angle between the first cross rod and the second cross rod is increased, and the distance between the rear end of the first cross rod and the rear end of the second cross rod is increased; the side lever I rotates outwards at the hinging point of the side lever I and the guardrail I, and the side lever II rotates outwards at the hinging point of the side lever II and the guardrail II; the distance between the front end of the first connecting rod and the front end of the second connecting rod is increased, and the clamping angle between the first connecting rod and the second connecting rod is increased; the hinge point of the first connecting rod and the second connecting rod moves forwards, and the hinge point of the first connecting rod and the second connecting rod is driven to move forwards by the stretching rod; the clamping angle between the first pull rod and the second pull rod is increased, and the distance between the first pull rod and the front end of the second pull rod is increased; the first anti-collision unfolding rod rotates forwards at the hinging point of the first anti-collision unfolding rod and the anti-collision cross rod, and the second anti-collision unfolding rod rotates forwards at the hinging point of the second anti-collision unfolding rod and the anti-collision cross rod; finally, the first anti-collision unfolding rod, the second anti-collision unfolding rod and the anti-collision cross rod are in a straight line, so that the automobile is contacted with the anti-collision cross rod, the first anti-collision unfolding rod and the second anti-collision unfolding rod, and the impact of the automobile is buffered through the spring damping rod.
As shown in fig. 1-9, the anti-collision device further comprises a first limit rod arranged at the front end of the first guardrail, and the first limit rod is positioned at the inner side of the first guardrail; the limiting rod II is arranged at the front end of the guardrail II and is positioned at the inner side of the guardrail II; the front end of the stretching rod is hinged to the hinge point of the first connecting rod and the second connecting rod, and the rear end of the stretching rod is hinged to the hinge point of the first connecting rod and the second connecting rod.
As shown in fig. 13, when an automobile collides against a cross bar, the collision preventing method includes the steps of:
the first transverse rod is stressed and has a backward movement tendency, but due to the action of the first limiting rod, the first side rod cannot rotate inwards at the hinging point of the first side rod and the first guardrail, so that the front end of the first side rod cannot displace; namely, the rear end of the first cross rod does not displace, and the front end of the first cross rod displaces backwards; the clamping angle between the second cross rod and the first cross rod is increased, and the distance between the rear end of the second cross rod and the rear end of the first cross rod is increased; the side lever II rotates outwards at the hinging point of the side lever II and the guardrail II; the distance between the front end of the first connecting rod and the front end of the second connecting rod is increased, and the clamping angle between the first connecting rod and the second connecting rod is increased; the hinge point of the first connecting rod and the second connecting rod moves forwards, and the hinge point of the first connecting rod and the second connecting rod is driven to move forwards by the stretching rod; the clamping angle between the first pull rod and the second pull rod is increased, and the distance between the first pull rod and the front end of the second pull rod is increased; the first anti-collision unfolding rod rotates forwards at the hinging point of the first anti-collision unfolding rod and the anti-collision cross rod, and the second anti-collision unfolding rod rotates forwards at the hinging point of the second anti-collision unfolding rod and the anti-collision cross rod; so that the automobile is contacted with the anti-collision cross rod, the first anti-collision unfolding rod and the second anti-collision unfolding rod, and the impact of the automobile is buffered through the spring damping rod.
As shown in fig. 14, when the automobile collides against the second cross bar, the anti-collision method includes the following steps:
the second transverse rod is stressed to move backwards, but due to the action of the second limiting rod, the second side rod cannot rotate inwards at the hinging point of the second side rod and the second guardrail, so that the front end of the second side rod cannot displace; namely, the rear end of the second cross rod does not displace, and the front end of the second cross rod displaces backwards; the clamping angle between the first cross rod and the second cross rod is increased, and the distance between the rear end of the first cross rod and the rear end of the second cross rod is increased; the side lever I rotates outwards at the hinging point of the side lever I and the guardrail I; the distance between the front end of the first connecting rod and the front end of the second connecting rod is increased, and the clamping angle between the first connecting rod and the second connecting rod is increased; the hinge point of the first connecting rod and the second connecting rod moves forwards, and the hinge point of the first connecting rod and the second connecting rod is driven to move forwards by the stretching rod; the clamping angle between the first pull rod and the second pull rod is increased, and the distance between the first pull rod and the front end of the second pull rod is increased; the first anti-collision unfolding rod rotates forwards at the hinging point of the first anti-collision unfolding rod and the anti-collision cross rod, and the second anti-collision unfolding rod rotates forwards at the hinging point of the second anti-collision unfolding rod and the anti-collision cross rod; so that the automobile is contacted with the anti-collision cross rod, the first anti-collision unfolding rod and the second anti-collision unfolding rod, and the impact of the automobile is buffered through the spring damping rod.
As shown in fig. 1-9, the anti-collision device further comprises a roller arranged at the outer side of the side rod and a roller arranged at the outer side of the side rod; and the roller is axially and vertically arranged.
As shown in fig. 15, when an automobile collides against a side bar, the collision preventing method includes the steps of:
the first side rod is stressed to have a backward movement tendency, but the first side rod cannot rotate inwards at the hinging point of the first side rod and the first guardrail under the action of the first limiting rod; the automobile is deflected to the outer side of the guardrail by the roller on the side rod I, so as to be guided to the original lane.
As shown in fig. 16, when the automobile collides against the side bar two, the crashproof method comprises the following steps:
the second side rod is stressed to have a backward movement trend, but the second side rod cannot rotate inwards at the hinging point of the second side rod and the second guardrail under the action of the second limiting rod; the automobile is deviated to the outer side of the second guardrail by the idler wheels on the second side rod, so that the automobile can be guided to the original lane.
As shown in fig. 1-9, the anti-collision device further comprises a first spring assembly arranged in the middle of the first side rod and a second spring assembly arranged in the middle of the second side rod.
As shown in fig. 10-14, when an automobile collides against the first cross bar, the second cross bar or the hinge point of the first cross bar and the second cross bar, the anti-collision method comprises the following steps:
after the first cross rod or the second cross rod moves to the limit position, the first side rod or the second side rod is compressed under the stress, and the impact of the automobile is buffered through the springs on the side rods.
As shown in fig. 1-9, the anti-collision device further comprises a ratchet mechanism one arranged between the anti-collision unfolding rod one and the anti-collision cross rod, wherein the ratchet mechanism one allows the anti-collision unfolding rod one to unfold and inhibits the anti-collision unfolding rod one from closing; and a ratchet mechanism II arranged between the anti-collision unfolding rod II and the anti-collision cross rod, wherein the ratchet mechanism II allows the anti-collision unfolding rod II to unfold and prohibits the anti-collision unfolding rod II from closing.
As shown in fig. 10-14, when an automobile collides against the first cross bar, the second cross bar or the hinge point of the first cross bar and the second cross bar, the anti-collision method comprises the following steps:
after the first or second anti-collision unfolding rod rotates forwards, the first or second anti-collision unfolding rod cannot rotate reversely due to the action of the first or second ratchet mechanism so as to keep the unfolding state.
As shown in fig. 1-9, the spring damper rod of the anti-collision device comprises a first spring damper rod and a second spring damper rod.
As shown in fig. 10-14, when an automobile collides against the first cross bar, the second cross bar or the hinge point of the first cross bar and the second cross bar, the anti-collision method comprises the following steps:
after the automobile collides on the anti-collision cross rod, the first spring damping rod and the second spring damping rod which are arranged behind the anti-collision cross rod are compressed under the stress so as to buffer the collision of the automobile.
As shown in fig. 1-9, the anti-collision device further comprises a sliding block arranged at the rear side of the anti-collision cross rod, and one front end of the spring damping rod is hinged with the sliding block; the front end of the spring damping rod II is hinged with the rear side of the anti-collision cross rod.
As shown in fig. 10-14, when an automobile collides against the first cross bar, the second cross bar or the hinge point of the first cross bar and the second cross bar, the anti-collision method comprises the following steps:
after the automobile collides on the anti-collision cross rod, one of the two spring damping rods with larger stress is larger in compression amount, and the other spring damping rod with smaller stress is smaller in compression amount, so that the spring damping rod drives the sliding block to displace, the anti-collision cross rod deflects towards the automobile direction, and the contact area between the anti-collision cross rod and the automobile is enlarged.
As shown in fig. 1-9, rollers are arranged on the outer side of the first anti-collision expanding rod, the outer side of the second anti-collision expanding rod and the front side of the anti-collision cross rod, and the rollers are axially and vertically arranged.
As shown in fig. 10-14, when an automobile collides against the first cross bar, the second cross bar or the hinge point of the first cross bar and the second cross bar, the anti-collision method comprises the following steps:
after the automobile is impacted on the anti-collision cross rod, the anti-collision unfolding rod I or the anti-collision unfolding rod II, the automobile is attached to the anti-collision cross rod, the anti-collision unfolding rod I or the anti-collision unfolding rod II through the idler wheels on the anti-collision cross rod, the anti-collision unfolding rod I or the anti-collision unfolding rod II, so that the contact area is increased.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (10)
1. The utility model provides a turnout road buffer stop which characterized in that: the device comprises a first guardrail, a second guardrail, a first side rod, a second side rod, a first cross rod, a second cross rod, a base, a spring damping rod, an anti-collision cross rod, an anti-collision unfolding rod, a first pull rod, a second pull rod, a first connecting rod, a second connecting rod and a stretching rod; the rear end of the side rod I is hinged with the front end of the guardrail I, and the rear end of the side rod II is hinged with the front end of the guardrail II; the front end of the side rod I is hinged with the rear end of the cross rod I, and the front end of the side rod II is hinged with the rear end of the cross rod II; the front end of the first cross rod is hinged with the front end of the second cross rod; the base is fixed on the ground, the anti-collision cross rod is positioned in front of the base, and a spring damping rod is arranged between the anti-collision cross rod and the base; the front end of the first anti-collision unfolding rod is hinged with one end of the anti-collision cross rod, and the front end of the second anti-collision unfolding rod is hinged with the other end of the anti-collision cross rod; the front end of the first pull rod is hinged with the middle part of the first anti-collision expanding rod, and the front end of the second pull rod is hinged with the middle part of the second anti-collision expanding rod; the rear end of the first pull rod is hinged with the rear end of the second pull rod; the front end of the connecting rod I is hinged to the hinging point of the side rod I and the cross rod I, and the front end of the connecting rod II is hinged to the hinging point of the side rod II and the cross rod II; the rear end of the first connecting rod is hinged with the rear end of the second connecting rod; the front end of the stretching rod is connected to the hinge point of the first connecting rod and the hinge point of the second connecting rod, the rear end of the stretching rod is connected to the hinge point of the first connecting rod and the hinge point of the second connecting rod, and the anti-collision cross rod is far away from the first guardrail and the second guardrail.
2. The turnout road collision avoidance device of claim 1 wherein: the front end of the first guardrail is provided with a first limiting rod which is positioned on the inner side of the first guardrail; the front end of the second guardrail is provided with a second limiting rod, and the limiting rod is positioned on the inner side of the second guardrail.
3. The turnout road collision avoidance device of claim 1 wherein: the middle part of the side lever I is provided with a spring component I, and the middle part of the side lever II is provided with a spring component II.
4. The turnout road collision avoidance device of claim 1 wherein: the spring damping rod comprises a first spring damping rod and a second spring damping rod.
5. The turnout road collision avoidance device of claim 4 wherein: the rear side of the anti-collision cross rod is provided with a sliding block, and the front end of the spring damping rod is hinged with the sliding block; the front end of the spring damping rod II is hinged with the rear side of the anti-collision cross rod.
6. The turnout road collision avoidance device of claim 1 wherein: a ratchet mechanism I is arranged between the anti-collision unfolding rod I and the anti-collision cross rod, and the ratchet mechanism I allows the anti-collision unfolding rod I to unfold and prohibits the anti-collision unfolding rod I from closing; a ratchet mechanism II is arranged between the anti-collision unfolding rod II and the anti-collision cross rod, and the ratchet mechanism II allows the anti-collision unfolding rod II to unfold and prohibits the anti-collision unfolding rod II from closing.
7. The turnout road collision avoidance device of claim 1 wherein: the front end of the stretching rod is hinged to the hinge point of the first connecting rod and the second connecting rod, and the rear end of the stretching rod is hinged to the hinge point of the first connecting rod and the second connecting rod.
8. The turnout road collision avoidance device of claim 1 wherein: the outer side of the side rod I is provided with a roller, and the outer side of the side rod II is provided with a roller; and the roller is axially and vertically arranged.
9. The turnout road collision avoidance device of claim 1 wherein: the outer side of the first anti-collision unfolding rod is provided with a roller, and the outer side of the first anti-collision unfolding rod is provided with a roller; and the roller is axially and vertically arranged.
10. The turnout road collision avoidance device of claim 1 wherein: the front side of the anti-collision cross rod is provided with a roller, and the roller is axially and vertically arranged.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811426795.7A CN109295896B (en) | 2018-11-27 | 2018-11-27 | Road anti-collision device for highway junction |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811426795.7A CN109295896B (en) | 2018-11-27 | 2018-11-27 | Road anti-collision device for highway junction |
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| Publication Number | Publication Date |
|---|---|
| CN109295896A CN109295896A (en) | 2019-02-01 |
| CN109295896B true CN109295896B (en) | 2023-08-18 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201811426795.7A Active CN109295896B (en) | 2018-11-27 | 2018-11-27 | Road anti-collision device for highway junction |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111236737B (en) * | 2020-01-10 | 2021-04-09 | 王水山 | Buffering formula anticollision warning guardrail is used in road and bridge construction |
| CN111994024A (en) * | 2020-09-04 | 2020-11-27 | 邓云娣 | Bear formula buffer stop and use its vehicle, guardrail, bridge and building |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106223193A (en) * | 2016-07-26 | 2016-12-14 | 山东交通学院 | Cushion bumper structure at a kind of road and crossing |
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