CN207362611U - New emergency lane safety devices - Google Patents

Abstract

The utility model discloses a new safety facility for a safe lane, which comprises: a safe lane and a slidable deceleration device arranged on the safe lane; The elastic buffer body in the box and the friction body arranged at the bottom of the box in contact with the road surface of the escape lane; the escape lane at least includes: the first deceleration section, the second deceleration section and the second deceleration section connected in sequence from the side of the main line lane outwards. Three deceleration sections, and the coefficient of sliding friction between the first deceleration section, the second deceleration section and the third deceleration section and the friction body increases sequentially. The above-mentioned new safety facility for the avoidance lane can ensure the effect of the avoidance lane on vehicle deceleration, effectively reduce casualties, and reduce project cost.

Description

New safety lane safety facilities

technical field

The utility model relates to the technical field of control for an escape lane and other out-of-control vehicles, in particular to a novel safety facility for an escape lane.

Background technique

In the design of long and steep downhill sections, it is necessary to add special lanes on the outside of the carriageway for vehicles with speed out of control to leave the main line and decelerate safely, referred to as "avoidance lanes". The traditional escape lane is paved with pea gravel, and the rolling resistance coefficient R of the road surface is about 0.25, while the rolling resistance coefficient R of the asphalt concrete pavement of the main lane is about 0.012, and the rolling resistance coefficient is more than 20 times different. When transitioning to pea-gravel road, the resistance changes too much. Too fast deceleration will cause the vehicle to overturn or the vehicle will not stop, resulting in casualties and cargo loss. At the same time, the current road pavement of the emergency avoidance lane often adopts the pavement form of full-section braking lane or half-section braking lane. Among them, the full-section braking lane is convenient for vehicle deceleration, but there are certain difficulties in rescue, while the half-section braking lane The pavement has both a braking lane and a service lane, which overcomes the shortcomings of the full-section braking lane. However, from the actual situation of operation, the two paving forms have the following problems:

(1) Due to terrain constraints, the length and slope of the escape lane cannot meet the requirements, and the braking ramp bed of the escape lane cannot completely stop the out-of-control vehicle. Some vehicles still rush out of the end of the escape lane, or even the entire The car overturned, causing casualties;

(2) Due to the difference in paving materials between the braking lane and the service lane, the inertial force direction of the vehicle is different from the driving direction of the vehicle, and tail flick occurs during deceleration, causing the cargo box to rollover and threatening personal safety;

(3) The resistance of the paving materials on the escape lane is too large, and the vehicle decelerates too fast. The goods behind the cargo box still rush forward to the cab due to the huge inertia effect, causing secondary damage.

Utility model content

Aiming at the above-mentioned shortcomings of the prior art, the utility model proposes a more practical roadway pavement facility for avoiding danger, so as to achieve the purpose of reducing casualties and lowering the construction cost.

For realizing above-mentioned technical effect, the technical scheme that the utility model adopts is:

A new type of safety facility for the avoidance lane, comprising: an avoidance lane connected to one side of the main line lane, characterized in that it also includes: a deceleration device slidably arranged on the avoidance lane; in the initial state, the deceleration device is located at On the side of the avoidance lane close to the main lane, the deceleration device includes: an open box facing the side of the main lane, an elastic buffer arranged in the box, and an elastic buffer arranged at the bottom of the box in contact with the road surface of the escape lane. Friction body; the rolling friction coefficient of the said escape lane and the tire is greater than the rolling friction coefficient of the main line lane and the tire, and the escape lane at least includes: a first deceleration section, a second deceleration section and a second deceleration section connected in sequence from one side of the main line lane outward The third deceleration section, and the sliding friction coefficients between the first deceleration section, the second deceleration section and the third deceleration section and the friction body increase sequentially.

The above-mentioned new safety lane safety facility uses the basic principle that the rolling friction force between the same materials is much smaller than the sliding friction force, and converts the rolling friction between the wheel and the road surface into the sliding friction between the friction body and the road surface, thereby converting the kinetic energy of the vehicle It is gradually converted into heat energy generated by friction to achieve the purpose of vehicle deceleration. When the out-of-control vehicle enters the escape lane, the front end of the vehicle collides with the elastic buffer body in the reduction gear box, and the elastic buffer body deforms to convert part of the kinetic energy of the vehicle into elastic potential energy, and at the same time overcomes the static friction between the box body and the road surface, pushing the box The body moves forward, and this process converts the kinetic energy of the vehicle into the kinetic energy of the box (reduction device), which is converted into heat energy through the friction between the road surface and the friction body at the bottom of the box, and then the speed of the vehicle is reduced until it stops. The effect of stopping; the road surface of the avoidance lane is divided into multi-levels with increasing friction coefficients for adjustment, so that the speed of the vehicle can be evenly slowed down, avoiding the resistance when transitioning from the main lane on the asphalt concrete road to the avoidance lane on the pea gravel road. If the change is too large, it will lead to overturning or non-stop parking of vehicles, resulting in casualties and loss of goods. It is safer and more practical, and achieves the purpose of reducing casualties. At the same time, the road surface of the emergency vehicle in the utility model is similar to the conventional road surface, and it only needs to be scratched on the road surface to increase the friction coefficient, and there is no need to lay thick pea gravel and paving materials on the road surface, which effectively reduces the engineering cost.

Further, the deceleration device further includes: a liftable rolling body arranged at the bottom of the box body, when rising, the lifting rolling body can be hidden in the deceleration device, and when descending, the lifting rolling body can The lower surface protruding from the friction body is in contact with the road surface. When the deceleration device leaves the initial position after use, it is necessary to clear the escape lane to restore the deceleration device to the initial position for the next use, and then install the lifting rolling body at the bottom of the box, and usually hide the lifting rolling body in the deceleration In the device, the frictional deceleration effect of the deceleration device will not be affected; after the lower surface of the movable rolling body protrudes downwards and protrudes from the friction body to contact the road surface, it is also easy to drag the box back to the initial position at the entrance of the escape lane. More convenient.

Further, the liftable rolling elements are liftable spherical balls arranged at least at the four corners of the bottom of the box. The spherical ball is used as the rolling body, the structure is simple, and the lifting up and down is convenient.

Further, the deceleration device further includes: a counterweight body, the counterweight body is detachable, arranged on the top of the box body, and the weight of the counterweight body can be adjusted. According to the friction force=friction coefficient*positive pressure resistance formula, combined with the friction coefficient of the road surface of the escape vehicle, by adjusting the weight of the counterweight on the top of the box, the optimal solution for the length of the avoidance lane and the rationality of the speed of vehicle deceleration can be obtained, so that The setting of the safety facilities of the whole new avoidance lane is more reasonable and convenient.

Further, the counterweight body is one or more counterweights detachably arranged on the top of the box body; the counterweight of the counterweight body is adjusted through the counterweights arranged separately, which has a simple structure and is easy to use.

Further, the friction body is a rubber pad; the rubber pad has good wear resistance and a large coefficient of friction with the road surface, so it is an ideal and easy-to-obtain friction body material.

Further, the thickness of the rubber pad is 15 cm; the sufficient thickness ensures effective friction and heat dissipation, improves the service life of the reduction gear, and ensures the reliability of the reduction gear.

Further, the elastic buffers are tires evenly arranged in the lower part of the box cavity; the tires are used as the anti-collision elastic buffers, which have a simple structure, and the waste tires can be reused, which is low in cost and easy to implement.

Further, both sides of the box are provided with fixed shafts, and the guardrails on both sides of the escape lane are provided with chutes arranged along its length, and the fixed shafts are slidably arranged in the chutes ; Through the sliding cooperation between the fixed shaft and the chute, the box body can be prevented from falling over when it is hit by a vehicle and pushed, and it is safer to use.

Further, a concrete block is provided on the end of the avoidance lane away from the main line lane; the final measure for preventing vehicles from rushing out of the lane is provided for the escape lane.

To sum up, the novel safety facility for the avoidance lane provided by the utility model can ensure the deceleration effect of the escape lane for vehicles, effectively reduce casualties, and reduce project cost.

Description of drawings

Fig. 1 is the structural representation of the utility model embodiment;

Fig. 2 is a side view structural schematic diagram of the deceleration device of the embodiment of the utility model;

Fig. 3 is a schematic diagram of the front structure of the deceleration device according to the embodiment of the present invention;

Fig. 4 is a schematic diagram of the state when the vehicle of the embodiment of the present invention drives into the avoidance lane;

Fig. 5 is a schematic diagram of the state when the vehicle enters the first deceleration section according to the embodiment of the utility model;

Fig. 6 is a schematic diagram of the state when the vehicle enters the second deceleration section according to the embodiment of the utility model;

Fig. 7 is a schematic diagram of the state when the vehicle enters the third deceleration section according to the embodiment of the utility model;

Fig. 8 is a schematic diagram of the state when the vehicle pulls back to the entrance of the avoidance lane according to the embodiment of the utility model;

Reference numerals: 100-new safety facility for avoidance lane, 1-avoidance lane, 11-first deceleration section, 12-second deceleration section, 13-third deceleration section, 14-concrete block, 15-guardrail, 2-deceleration device, 21-box body, 211-fixed shaft, 22-elastic buffer body, 23-friction body, 24-liftable rolling body, 25-counterweight body, 200-main lane, 300-vehicle.

Detailed ways

In order to make the technical means, creative features, goals and effects achieved by the utility model easy to understand, the utility model will be further elaborated below in conjunction with specific embodiments.

Please refer to Fig. 1 to Fig. 3, the new safety facility 100 of avoidance lane that the utility model provides, comprise: the avoidance lane 1 that is connected on one side of main line lane 200 and the deceleration device 2 that is slidably arranged on the avoidance lane 1 In the initial state, the deceleration device 2 is located on the side of the escape lane 1 close to the main lane 200, and it includes: a box body 21 facing the side of the main lane 200, an elastic buffer 22 arranged in the box 21, and a set The friction body 23 in contact with the road surface of the escape lane 1 at the bottom of the casing 21; the rolling friction coefficient of the road surface of the escape lane 1 and the tires of the vehicle 300 is greater than the rolling friction coefficient of the main line lane 200 and the tires, and the escape lane 1 At least include: the first deceleration section 11, the second deceleration section 12 and the third deceleration section 13 connected in sequence from the side of the main line lane 200, the first deceleration section 11, the second deceleration section 12 and the third deceleration section 13 The coefficient of sliding friction with the friction body 23 increases sequentially, and of course, the coefficient of rolling friction between the corresponding deceleration section and the wheel also increases sequentially.

The above-mentioned new safe lane safety facility 100 uses the basic principle that the rolling friction force between the same materials is much smaller than the sliding friction force, and converts the rolling friction between the wheel and the road surface into the friction body 23 and the safe lane 1 through the speed reduction device 2. The sliding friction of the road surface gradually converts the kinetic energy of the vehicle 300 into heat energy generated by friction, so as to achieve the purpose of decelerating the vehicle 300 . Specifically, referring to Fig. 4 to Fig. 7, when the out-of-control vehicle 300 enters the avoidance lane 1, it first drives into the first deceleration section 11 at high speed, and the front end of the vehicle 300 is in contact with the deceleration device 2 box 21 at the entrance of the first deceleration section 11. The elastic buffer body 22 inside collides, and the elastic buffer body 22 deforms to convert part of the kinetic energy of the vehicle 300 into elastic potential energy. At the same time, it overcomes the static friction between the box body 21 and the road surface, and pushes the box body 21 to move forward. The kinetic energy of the vehicle 300 is converted into the kinetic energy of the box body 21 (or the entire speed reduction device 2), and is converted into heat energy through the friction between the road surface and the friction body 23 at the bottom of the box body 21, and the initial kinetic energy of the vehicle 300 is consumed, thereby making the vehicle 300 The speed is reduced; after the vehicle 300 decelerates through the first deceleration section 11, it continues to move forward and enters the second deceleration section 12. With the increase of the friction force of the first deceleration section 11 on the friction body 23, the elastic buffer in the box body 2 The body 22 continues to be compressed, more kinetic energy is converted into elastic potential energy, and pushes the box body 2 to continue to move and consume energy on the second deceleration section 12 , and the deceleration effect is faster than that of the first deceleration section 11 . For small and medium-sized vehicles, generally the vehicle 300 can stop after decelerating through the aforementioned first deceleration section 11 and second deceleration section 12, but for large vehicles, because of their greater initial kinetic energy, after the first deceleration section 11 and the second deceleration section 12, the vehicle 300 can stop. After the frictional energy consumption of the first deceleration section 11 and the second deceleration section 12 may still have a certain speed, and then continue to set the third deceleration section 13 with higher surface friction coefficient after the second deceleration section 12, so that the vehicle 300 provide greater frictional force; at this moment, the elastic buffer body 22 will reach the maximum amount of compression, and the front wheels of the vehicle 300 may have entered the inside of the casing 21, forming an integral body with the casing and evolving into sliding friction, and the rear wheels of the vehicle 300 are still For rolling friction, but the front wheels move forward together, the kinetic energy will be quickly reduced until it stops; of course, depending on the use environment, the number of stages of the deceleration section of the avoidance lane 1 can also be increased or decreased accordingly to meet the Design requirements, to achieve safe deceleration and stop shall prevail.

Because the road surface of the avoidance lane 1 is divided into multi-levels with increasing friction coefficients for adjustment, the speed of the vehicle 300 can be evenly slowed down, achieving the effect of safe and smooth deceleration and stopping, and avoiding the transition from the main lane 200 on the asphalt concrete road surface to the bean road. When the traditional avoidance lane on the gravel road, the resistance changes too much, resulting in overturning or non-stop parking of vehicles, resulting in casualties and cargo losses. It is safer and more practical, and achieves the purpose of reducing casualties. At the same time, the road surface of the avoidance lane 1 in the utility model is similar to the conventional road surface, and only needs to increase the friction coefficient by making nicks and other surface treatment means on the road surface. , width and density, etc., it is not necessary to lay thick pea gravel and paving materials on the road surface, which effectively reduces the construction cost; especially when the escape lane 1 is a bridge structure, the weight of the bridge pavement is only the same as that of conventional It is close, no thick pea gravel and pavement materials are needed, the engineering quantity of the superstructure and substructure of the bridge is saved, and the construction cost is reduced by more than 10%. The effect is remarkable.

In order to make the use of the above-mentioned novel safety lane safety facility 100 more convenient and safer, the deceleration device 2 is also provided with a lifting rolling body 24 and a counterweight body 25 . Referring to Fig. 2 and Fig. 3, the lifting rolling body 24 is arranged at the bottom of the box body 21, which can be lifted up and down, and can be hidden in the reduction device 2 when rising, and can protrude from the lower surface of the friction body 23 and the road surface when falling down. touch. Usually, the lifting rolling element 24 is hidden in the reduction device 2, which does not affect the friction deceleration effect between the friction body 23 of the reduction device 2 and the road surface; see Figure 8, when the reduction device 2 leaves the initial position after use, it needs to be cleaned to avoid danger Lane 1 restores the deceleration device 2 to the initial position for the next use, and then extends the liftable rolling body 24 downwards and protrudes from the lower surface of the friction body 23 to contact the road surface, forming a rolling fit with less frictional resistance, which can be easily It is easy to drag the casing 21 (the whole deceleration device 2) back to the initial position at the entrance of the escape lane 1, which is more convenient to use.

Referring to FIG. 2 and FIG. 3 , the counterweight body 25 is detachably arranged on the top of the box body 21 , and the weight of the counterweight body 25 can be adjusted. According to the resistance formula of friction force=friction coefficient*positive pressure, by adjusting the weight of the top counterweight of the box body 21, the larger friction coefficient obtained by cooperating with the road surface treatment of the escape lane 1, combined with the load situation of the expressway vehicle , the optimal solution of the length of the avoidance lane 1 and the rationality of the deceleration speed of the vehicle 300 can be obtained, so that the problems in the escape lane caused by traditional pavement can be solved, and the safety facilities 100 of the whole new avoidance lane can be solved. The setting is more reasonable and convenient. For example, the rolling friction coefficient between the road surface of the main lane 200 paved with asphalt concrete and the wheels is about 0.012, and the rolling friction coefficient between the first deceleration section 11 and the wheels is set to 0.05. The friction coefficient is about 0.3, and the rolling friction coefficients between the second deceleration section 12 and the third deceleration section 13 and the wheels are set to 0.10 and 0.30 in turn. Compared with the direct transition from asphalt pavement to pea gravel pavement, the multi-level adjustment of the friction coefficient of the road surface makes the speed control of out-of-control vehicles more ideal, and effectively solves the safety and risk avoidance problems of various out-of-control vehicles.

In this embodiment, it is preferable to use tires as the anti-collision elastic buffer body 22, which are evenly arranged in the lower part of the inner cavity of the box body 21 for use. The structure is simple, and waste tires are reused, which is low in cost and easy to implement. The friction body 23 is selected for use with good wear resistance and a larger rubber pad with a friction coefficient with the road surface, which is easy to obtain and is a relatively ideal friction body material; meanwhile, the thickness of the rubber pad 23 is preferably 15 cm, which can pass through fully The thickness ensures effective friction and heat dissipation, improves the service life of the reduction device 2, and ensures the reliability of the reduction effect of the reduction device 2. The lifting rolling elements 24 are at least the lifting spherical balls arranged at the four corners of the bottom of the casing 21. Specifically, a plurality of rolling elements can be evenly arranged at the bottom of the casing 21. The rolling elements are simple in structure and easy to lift up and down. The counterweight body 25 selects one or more counterweights that are detachably arranged on the top of the box body 21, and the adjustment of the counterweight of the counterweight body 25 is completed through the counterweights provided separately, which is simple in structure and easy to use.

Further, in combination with the on-site actual layout structure that the end of the escape lane 1 may be in a suspended position and guardrails 15 are provided on both sides, an upwardly protruding concrete block 14 is provided on the end of the escape lane 1 away from the main line lane 300, As the escape lane 1 is provided with the final measures to prevent the vehicle from rushing out of the lane; Shaft 211, so that the fixed shafts 211 on both sides are slidably arranged in the corresponding chute, and the movement form of the reduction gear 2 is further limited through the sliding fit of the two, so as to prevent the box body 21 from being hit or pushed by the vehicle 300 Tip over, safer to use.

The basic principles and main features of the utility model and the advantages of the utility model have been shown and described above. For those skilled in the art, it is obvious that the utility model is not limited to the details of the above-mentioned exemplary embodiments, and without departing from the utility model The present utility model can be realized in other specific forms without the spirit or essential features. Therefore, no matter from all points of view, the embodiments should be regarded as exemplary and non-restrictive, and the scope of the present invention is defined by the appended claims rather than the above description, so it is intended to fall within the scope of the claims All changes within the meaning and range of equivalents of the required elements are included in the present invention. Any reference sign in a claim should not be construed as limiting the claim concerned.

In addition, it should be understood that although this specification is described according to implementation modes, not each implementation mode only contains an independent technical solution, and this description in the specification is only for clarity, and those skilled in the art should take the specification as a whole , the technical solutions in the various embodiments can also be properly combined to form other implementations that can be understood by those skilled in the art.

Claims (10)

1. a kind of new emergency lane safety devices, including：It is connected to the emergency lane of main line track side, it is characterised in that Further include：The deceleration device being slidably disposed on emergency lane,

The deceleration device is located at the side in the close main line track of emergency lane under original state, and the deceleration device includes： Babinet towards main line track side opening, the elastic buffer body being arranged in babinet and it is arranged on the bottom of box and hedging car The friction piece of the road surface contact in road；

The coefficient of rolling friction of the emergency lane and tire is more than the coefficient of rolling friction of main line track and tire, emergency lane Include at least：From main line track side outwards sequentially connected first braking section, the second braking section and the 3rd braking section, and described The coefficient of sliding friction of first braking section, the second braking section and the 3rd braking section and the friction piece is sequentially increased.

2. new emergency lane safety devices according to claim 1, it is characterised in that

The deceleration device further includes：It is arranged on the liftable rolling element of the bottom of box, during rising, the liftable rolls Body can be placed in deceleration device, and during decline, the lower surface that the liftable rolling element can protrude from friction piece is contacted with road surface.

3. new emergency lane safety devices according to claim 2, it is characterised in that

The liftable rolling element is the liftable spherical ball for being arranged at bottom of box corner.

4. new emergency lane safety devices according to claim 1, it is characterised in that the deceleration device further includes: Weight body, the weight body is detachable, is arranged on the top of babinet, and the weight-adjustable section of weight body.

5. new emergency lane safety devices according to claim 4, it is characterised in that the weight body is one or more A clump weight for being detachably arranged at casing top.

6. new emergency lane safety devices according to claim 1, it is characterised in that the friction piece is rubber pad Block.

7. new emergency lane safety devices according to claim 6, it is characterised in that the thickness of the rubber cushion blocks is 15cm。

8. new emergency lane safety devices according to claim 1, it is characterised in that the elastic buffer body is uniform It is arranged in the tire of cabinets cavity lower part.

9. according to the new emergency lane safety devices of claim 1-8 any one of them, it is characterised in that the two of the babinet Side is provided with fixing axle, and the sliding slot arranged along its length, the fixation are provided with the guardrail of the emergency lane both sides Axis is slidably disposed in the sliding slot.

10. new emergency lane safety devices according to claim 1, it is characterised in that the emergency lane it is remote Concrete block is provided with the one end in main line track.