CN220468715U

CN220468715U - Traffic engineering buffer stop

Info

Publication number: CN220468715U
Application number: CN202321832316.8U
Authority: CN
Inventors: 郭顺军; 马鹏宇; 郭建强
Original assignee: Individual
Current assignee: Individual
Priority date: 2023-07-13
Filing date: 2023-07-13
Publication date: 2024-02-09
Anticipated expiration: 2033-07-13

Abstract

The utility model provides a traffic engineering buffer stop, including being used for the base of being connected with the road surface, the base top rigid coupling has the support system, and first buffer gear is installed to support system front end, and first buffer gear includes a plurality of first buffer struts, connecting rod and first guard plate, and second buffer gear is installed to support system lower extreme, and second buffer gear includes second buffer struts, second guard plate and sliding tray, and the sliding tray front end rigid coupling has the deceleration strip, is equipped with the grit material that is used for the deceleration buffering in the deceleration strip. The first buffer mechanism, the second buffer mechanism and the triple protection mechanism of the deceleration strip are adopted, the first buffer mechanism is used for buffering at first, then the first protection plate pushes the second buffer mechanism to further buffer, and finally the deceleration strip is used for carrying out friction deceleration on wheels, so that the buffer force is gradually increased, and the damage of the device is reduced to the minimum outside the effective protection of the collision vehicle, the service life of the device is prolonged, and the maintenance cost is saved.

Description

Traffic engineering buffer stop

Technical Field

The utility model relates to the technical field of protection devices, in particular to a traffic engineering anti-collision device.

Background

In the rapid development period of road, railway and municipal construction of traffic infrastructures in China, an anti-collision device is often arranged on a road surface in the existing traffic road conditions, and the damage, casualties and property loss of the traffic facilities caused by collision accidents in traffic are prevented and reduced through the anti-collision device.

The patent of publication number CN218952070U discloses a traffic engineering buffer stop, including the bottom plate, the upper surface of bottom plate is equipped with two support columns, two one side of support column is connected with buffer gear, buffer gear includes: the anti-collision device comprises a mounting plate, a fixing shaft, a partition plate, springs, a movable seat, a connecting rod and damping telescopic rods, wherein the other ends of the connecting rods are hinged with anti-collision plates, and the damping telescopic rods are respectively arranged between the partition plate and the movable seat. The device has only one protection, has a common anti-collision effect, and has high maintenance and replacement cost after the collision of the vehicle.

Disclosure of Invention

The utility model aims to overcome the defects of the prior art, and aims to provide the traffic engineering anti-collision device which can perform triple protection buffering, prolong the service life and save the maintenance cost.

The utility model provides a traffic engineering buffer stop which characterized in that: including the base that is used for being connected with the road surface, base top rigid coupling has the support system, first buffer gear is installed to support system front end, first buffer gear includes a plurality of first buffering branches, connecting rod and first guard plate, second buffer gear is installed to support system lower extreme, second buffer gear includes a plurality of second buffering branches, second guard plate and sliding tray, the sliding tray front end rigid coupling has the deceleration strip, be equipped with the grit material that is used for the deceleration buffering in the deceleration strip.

Further, the four corners of the bottom of the base are fixedly connected with embedded piers, and the embedded piers are embedded in the roadbed.

Further, the support system comprises two vertical rods, a cross rod, a sliding rod and a plurality of inclined struts, wherein the bottoms of the vertical rods are fixedly connected to the top surface of the base, the two ends of the cross rod are fixedly connected to the two side walls of the vertical rods, the bottoms of the inclined struts are fixedly connected to the top surface of the base, and the tops of the inclined struts are fixedly connected with the vertical rods and the side walls of the cross rod.

Further, the side wall at the top of the vertical rod is provided with a sliding rod, the upper end and the lower end of the sliding rod are respectively provided with a groove, the bottom of the connecting rod is slidably connected with the grooves, the front end of the connecting rod is fixedly connected with the first protection plate, the front end of the first buffering support rod is fixedly connected with the rear end of the connecting rod, and the front end of the first buffering support rod is fixedly connected with the side wall of the vertical rod.

Further, a light reflecting strip for warning is stuck to the front end of the first protection plate.

Further, the second buffering branch rear end fixedly connected to the side wall of the bottom end of the vertical rod, the front end of the second buffering branch fixedly connected to the rear end of the second protection plate, the rear end of the sliding groove fixedly connected to the front end of the base, the bottom of the sliding groove is flush with the bottom of the base, a protrusion is arranged at the bottom of the second protection plate, and the protrusion is slidably connected to the sliding groove.

Further, the first protection plate is located in front of the second protection plate, and the first protection plate covers part of the second protection plate.

Further, the front end of the deceleration strip is provided with a slope, the top of the deceleration strip is inwards sunken to form a cavity, and sand and stone materials are filled in the cavity.

Compared with the prior art, the utility model has the beneficial effects that:

(1) the device adopts the triple protection mechanisms of the first buffer mechanism, the second buffer mechanism and the deceleration strip, firstly, the first buffer mechanism buffers, then the first protection plate pushes the second buffer mechanism to further buffer, finally, the deceleration strip carries out friction deceleration on wheels, the buffer force is gradually increased, and the device is effectively used for protecting the collision vehicles, so that the damage of the device is reduced to the minimum, the service life of the device is prolonged, and the maintenance cost is saved.

Drawings

The accompanying drawings are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate the utility model and together with the embodiments of the utility model, serve to explain the utility model. In the drawings:

fig. 1 is a schematic view of a front overall structure of a traffic engineering collision avoidance device.

Fig. 2 is a schematic view of the overall structure of the back of a traffic engineering collision avoidance device.

In the figure: 1. a base; 11. embedding piers; 2. a support system; 21. a vertical rod; 22. a cross bar; 23. a slide bar; 24. diagonal bracing; 3. a first buffer mechanism; 31. a first buffer strut; 32. a connecting rod; 33. a first protection plate; 331. a reflective strip; 4. a second buffer mechanism; 41. a second buffer strut; 42. a second protection plate; 43. a sliding groove; 5. a deceleration strip; 51. sand and stone materials.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

As shown in fig. 1 and 2, a traffic engineering anti-collision device comprises a base 1 which is used for being connected with a road surface, wherein the top of the base 1 is fixedly connected with a supporting system 2, the front end of the supporting system 2 is provided with a first buffer mechanism 3, the first buffer mechanism 3 comprises four first buffer supporting rods 31, connecting rods 32 and first protection plates 33, the lower end of the supporting system 2 is provided with a second buffer mechanism 4, the second buffer mechanism 4 comprises two second buffer supporting rods 41, a second protection plate 42 and a sliding groove 43, the front end of the sliding groove 43 is fixedly connected with a deceleration strip 5, and sand and stone materials 51 used for deceleration buffering are arranged in the deceleration strip 5.

The four corners rigid coupling in the bottom of base 1 has pre-buried mound 11, and pre-buried mound 11 pre-buried in the road bed, pre-buried mound 11 make the base 1 firm fix on the ground, guarantee to have enough big stability to resist the striking from the place ahead, prevent to produce too powerful thrust because of striking and lead to whole device to turn on one's side.

The support system 2 comprises two vertical rods 21, a cross rod 22, a sliding rod 23 and four inclined struts 24, wherein the bottom of the vertical rod 21 is welded to the top surface of the base 1, two ends of the cross rod 22 are fixedly connected to the side walls of the two vertical rods 21, the cross rod 22 connects the two vertical rods 21 into a whole, the stability is improved, the bottom of the inclined struts 24 is welded to the top surface of the base 1, the top of one inclined strut 24 is welded to the side wall of the vertical rod 21, the top of the two inclined struts 24 is welded to the side wall of the cross rod 22, and the inclined struts 24 are arranged to enable the device to resist impact more, reduce deformation caused by impact and improve the use stability of the device.

The montant 21 top lateral wall is equipped with slide bar 23, slide bar 23 and montant 21 are connected as an organic whole, slide bar 23 upper end and lower extreme all are equipped with the recess, connecting rod 32 bottom sliding connection is in the recess, recess restriction connecting rod 32 only can carry out back and forth movement, can not make connecting rod 32 produce the off normal because of the angle difference that receives the striking, connecting rod 32 front end welds in first guard plate 33 rear end middle part, upper and lower two connecting rods 32 are "eight" font, to first guard plate 33 steady support, first buffer strut 31 front end welds in connecting rod 32 rear end, first buffer strut 31 front end welds in montant 21 lateral wall, the vehicle first guard plate 33 of striking, first guard plate 33 promotes connecting rod 32 backward displacement, connecting rod 32 extrudees first buffer strut 31, first buffer strut 31 backward shrink produces the buffer force, the damage of the vehicle that reduces the collision.

The reflective strip 331 for warning is stuck to the front end of the first protection plate 33, for the direction of the out-of-control vehicle, the collision preventing device is prompted to exist at the position of the out-of-control vehicle, and the collision preventing device can be prompted to exist at the position at night, so that unnecessary collision is avoided.

The rear end of the second buffering support rod 41 is fixedly connected to the side wall of the bottom end of the vertical rod 21, the front end of the second buffering support rod 41 is fixedly connected to the middle of the rear end of the second protection plate 42, the length of the second buffering support rod 41 is larger than that of the sliding rod 23, the rear end of the sliding groove 43 is fixedly connected to the front end of the base 1, the bottom of the sliding groove 43 is flush with the bottom of the base 1, the bottom of the second protection plate 42 is provided with a bulge, the bulge is slidingly connected to the sliding groove 43, the sliding groove 43 limits the displacement of the second protection plate 42 only in the front-back direction, the first protection plate 33 is positioned in front of the second protection plate 42, the first protection plate 33 covers part of the second protection plate 42, when the impact force is overlarge, the rear end of the first protection plate 33 contacts with the front end of the second protection plate 42 and pushes the second buffering mechanism 4 to displace along the sliding groove 43, after the rear end of the first protection plate 33 contacts with the front end of the sliding rod 23, the second buffering support rod 41 generates enough buffering force for resisting, the buffering effect of the device is further enhanced, the anti-collision preventing capability of the device is enhanced, the first protection plate 33 can be used for preventing the second protection plate 33 from being damaged when the second protection plate 33 is not required to be damaged, and the second protection plate 33 is damaged, and the maintenance cost can be saved.

The deceleration strip 5 front end is equipped with the slope, and the deceleration strip 5 can be gone up to the supplementary car of slope, and the inside sunken cavity that forms in deceleration strip 5 rear end top, grit material 51 fill into in the cavity, and grit material 51 decelerates the tire, when the vehicle appears the circumstances of brake failure when the direction of can mastering, can travel one side wheel to deceleration strip 5, and supplementary car is slowed down, and when the vehicle is collided this device strength too greatly, the wheel also can enter into deceleration strip 5 in, and deceleration strip 5 provides the third protection to the vehicle, makes the vehicle stop as early as possible.

The device adopts the triple protection mechanisms of the first buffer mechanism 3, the second buffer mechanism 4 and the deceleration strip 5, firstly the first buffer mechanism 3 is used for buffering, then the first protection plate 33 is used for pushing the second buffer mechanism 4 to further buffer, finally the deceleration strip 5 is used for carrying out friction deceleration on wheels, the buffering force is gradually increased, and the device is effectively used for protecting the collision vehicle, so that the damage of the device is reduced to the minimum, the service life of the device is prolonged, and the maintenance cost is saved.

Finally, it should be noted that: the foregoing description is only a preferred embodiment of the present utility model, and the present utility model is not limited thereto, but it is to be understood that modifications and equivalents of some of the technical features described in the foregoing embodiments may be made by those skilled in the art, although the present utility model has been described in detail with reference to the foregoing embodiments. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model should be included in the protection scope of the present utility model.

Claims

1. The utility model provides a traffic engineering buffer stop which characterized in that: including being used for base (1) of being connected with the road surface, base (1) top rigid coupling has support system (2), first buffer gear (3) are installed to support system (2) front end, first buffer gear (3) are including a plurality of first buffer branch (31), connecting rod (32) and first guard plate (33), second buffer gear (4) are installed to support system (2) lower extreme, second buffer gear (4) include a plurality of second buffer branch (41), second guard plate (42) and sliding tray (43), sliding tray (43) front end rigid coupling has deceleration strip (5), be equipped with in deceleration strip (5) and be used for the grit material (51) of deceleration buffering.

2. The traffic engineering collision avoidance device of claim 1 wherein: the four corners of the bottom of the base (1) are fixedly connected with embedded piers (11), and the embedded piers (11) are embedded in the roadbed.

3. The traffic engineering collision avoidance device of claim 1 wherein: the support system (2) comprises two vertical rods (21), a cross rod (22), a sliding rod (23) and a plurality of inclined struts (24), wherein the bottom of the vertical rod (21) is fixedly connected to the top surface of the base (1), two ends of the cross rod (22) are fixedly connected to two side walls of the vertical rod (21), the bottom of the inclined struts (24) is fixedly connected to the top surface of the base (1), and the top of the inclined struts (24) is fixedly connected to the side walls of the vertical rod (21) and the cross rod (22).

4. A traffic engineering collision avoidance device according to claim 3 wherein: the utility model discloses a vertical rod (21), including montant (32), connecting rod (31), montant (21) top lateral wall is equipped with slide bar (23), slide bar (23) upper end and lower extreme all are equipped with the recess, connecting rod (32) bottom sliding connection in the recess, connecting rod (32) front end rigid coupling in first guard plate (33), first buffering branch (31) front end rigid coupling in connecting rod (32) rear end, first buffering branch (31) front end rigid coupling in montant (21) lateral wall.

5. The traffic engineering collision avoidance device of claim 4 wherein: the front end of the first protection plate (33) is stuck with a reflecting strip (331) for warning.

6. A traffic engineering collision avoidance device according to claim 3 wherein: the rear end of the second buffering support rod (41) is fixedly connected to the side wall of the bottom end of the vertical rod (21), the front end of the second buffering support rod (41) is fixedly connected to the rear end of the second protection plate (42), the rear end of the sliding groove (43) is fixedly connected to the front end of the base (1), the bottom of the sliding groove (43) is flush with the bottom of the base (1), a protrusion is arranged at the bottom of the second protection plate (42), and the protrusion is slidably connected to the sliding groove (43).

7. The traffic engineering collision avoidance device of claim 1 wherein: the first protection plate (33) is positioned in front of the second protection plate (42), and the first protection plate (33) covers part of the second protection plate (42).

8. The traffic engineering collision avoidance device of claim 1 wherein: the front end of the deceleration strip (5) is provided with a slope, the top of the deceleration strip (5) is inwards sunken to form a cavity, and the sand and stone material (51) is filled into the cavity.