CN221760560U - Expressway construction anti-collision system - Google Patents
Expressway construction anti-collision system Download PDFInfo
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- CN221760560U CN221760560U CN202420184366.8U CN202420184366U CN221760560U CN 221760560 U CN221760560 U CN 221760560U CN 202420184366 U CN202420184366 U CN 202420184366U CN 221760560 U CN221760560 U CN 221760560U
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- 238000010276 construction Methods 0.000 title claims abstract description 23
- 239000010687 lubricating oil Substances 0.000 claims description 3
- 238000009434 installation Methods 0.000 claims description 2
- 239000000872 buffer Substances 0.000 abstract description 4
- 230000007547 defect Effects 0.000 abstract description 2
- 230000008859 change Effects 0.000 description 8
- 230000004888 barrier function Effects 0.000 description 6
- 238000005457 optimization Methods 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 4
- 230000006378 damage Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000003116 impacting effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
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Abstract
The utility model provides a highway construction anti-collision system, which comprises an anti-collision vehicle and an anti-collision guardrail arranged on one side of the anti-collision vehicle, wherein the rear side of the anti-collision vehicle is connected with a lane changing stop device, the lane changing stop device comprises a mounting plate and an anti-collision plate, and the mounting plate is connected with the anti-collision vehicle; the mounting plate is connected with a group of sliding grooves, each sliding groove is internally connected with a guide round rod respectively, each sliding groove is internally provided with a group of sliding blocks respectively, and each guide round rod respectively penetrates through the corresponding sliding block. The utility model relates to the technical field of anti-collision, in particular to an anti-collision system for expressway construction. The utility model aims at the defects of the prior art and develops a highway construction anti-collision system, and the utility model improves the original direct collision into flexible contact, changes the lane of a driving vehicle and buffers huge impulse of the driving vehicle.
Description
Technical Field
The utility model relates to the technical field of anti-collision, in particular to an anti-collision system for expressway construction.
Background
When the expressway maintenance construction is carried out, an anti-collision vehicle is needed. The anti-collision car-blocking is a special car specially designed for highway maintenance construction, and has stronger anti-collision capability. The steel-based impact-resistant vehicle is generally made of steel, can effectively block and disperse impact force of vehicles, and protects safety of construction areas. The existing anti-collision vehicle collides with the driving vehicle directly, and the damage to the driving vehicle is too large. The speed of the driving vehicle is high, the possible speed is 80-120km/h, when the driving vehicle collides with an anti-collision vehicle, the high-speed moving vehicle collides with hard steel, and the driving vehicle and personnel thereon are greatly damaged.
If the device can be provided, buffer contact between the device and the vehicle can be realized, and the lane change drifting technology of 'soft and rigid' and 'Zhai Ji' is used, so that the device does not hard collide with a vehicle running at high speed, but changes lanes, and the device has a good protection effect on the running vehicle. The safety of the construction party can be ensured, the safety of the driving vehicle can be ensured, and less harm is caused to the driving vehicle and personnel, so that the principle of people oriented is embodied.
Therefore, in order to solve the above problems, a highway construction collision avoidance system is proposed.
Disclosure of utility model
The utility model aims at the defects of the prior art and develops a highway construction anti-collision system, and the utility model improves the original direct collision into flexible contact, changes the lane of a driving vehicle and buffers huge impulse of the driving vehicle.
The technical scheme for solving the technical problems is as follows: the utility model provides a highway construction anti-collision system, which comprises an anti-collision vehicle and an anti-collision guardrail arranged on one side of the anti-collision vehicle, wherein the rear side of the anti-collision vehicle is connected with a lane changing stop device, the lane changing stop device comprises a mounting plate and an anti-collision plate, and the mounting plate is connected with the anti-collision vehicle; the mounting plate is connected with a group of sliding grooves, each sliding groove is internally connected with a guide round rod, each sliding groove is internally provided with a group of sliding blocks, and each guide round rod penetrates through the corresponding sliding block; each sliding block is connected with a mounting seat respectively, each mounting seat is connected with a main guide cylinder respectively, each main guide cylinder is respectively provided with a main guide rod, each anti-collision plate is connected with a group of uniformly distributed main U plates, and each main guide rod is connected with a corresponding main U plate respectively. The original direct collision is changed into flexible contact, the lane of the driving vehicle is changed, the hard collision is avoided, and the huge impulse of the driving vehicle is buffered. And the anti-collision railing is arranged on the other lanes, so that huge impulse of a vehicle running at a high speed is buffered, the vehicle is relatively slowly slowed down, and the lane is changed safely even after being collided in a separated way.
As optimization, a group of sliding blocks which are farthest from the anti-collision guardrail and distributed along the up-down direction are respectively and fixedly connected with the corresponding sliding grooves.
As optimization, each mounting seat is connected with one end of a main spring respectively, each main spring is arranged in the corresponding main guide cylinder respectively, and the other end of each main spring is connected with the corresponding main guide rod respectively. By arranging the main spring, the vehicle impacts the anti-collision plate to realize flexible contact.
As optimization, at least one side of the upper side and the lower side of each mounting seat is respectively connected with an auxiliary assembly. Increasing the flexible resistance of the vehicle when it impacts the impact plate.
As optimization, one side of a group of installation seats which are farthest from the anti-collision guardrail and distributed along the up-down direction is respectively connected with auxiliary components. The auxiliary assembly is located on one side away from the crash barrier.
As the optimization, auxiliary assembly includes L frame, L frame connection corresponds the mount pad, L frame rotates and connects the guide cylinder, the one end of connecting the spring in the guide cylinder, be provided with the guide bar in the guide cylinder, the other end of spring is connected the guide bar, the guide bar rotates and connects the U board, the U board is connected corresponding main guide bar. By adopting the spring, the movement distance of the anti-collision plate is reduced.
Preferably, the surface of the anti-collision plate is smooth and coated with lubricating oil. The smooth surface provides lateral force forcing the oncoming vehicle to change lanes.
Preferably, the main guide cylinder is connected to the main guide rod.
Preferably, the anti-collision plate is inclined by 45-70 degrees. Lateral force is provided to force the oncoming vehicle to change lanes.
The effects provided in the summary of the utility model are merely effects of embodiments, not all effects of the utility model, and the above technical solution has the following advantages or beneficial effects:
The device changes the original direct collision into flexible contact, changes the lane of the driving vehicle, avoids hard collision and direct collision, and buffers huge impulse of the driving vehicle.
The device is also provided with the anti-collision railing on another lane, so that huge impulse of a vehicle running at a high speed is buffered, the vehicle is relatively slowly slowed down, and the lane is changed safely even through separate collisions.
The device changes the running direction of the running vehicle by arranging the lane changing stop device and tilting the anti-collision plate by 45-70 degrees, the anti-collision plate is a steel plate plane with small smooth friction force, and when the running vehicle collides with the anti-collision vehicle, the smooth plane and the running vehicle exert the action of the force. The smooth surface provides lateral force to force the oncoming vehicle to change lanes and provides a crash barrier in the direction of change to ensure minimal damage to the oncoming vehicle, minimal damage to the vehicle and maximum assurance of the safety of personnel on the oncoming vehicle.
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.
Fig. 1 is a schematic perspective view of the present utility model.
Fig. 2 is a schematic perspective view of a lane changing stop according to the present utility model.
Fig. 3 is a schematic partial perspective view of the lane changing stop according to the present utility model.
Fig. 4 is a schematic view of a partially cut-away perspective view of the present utility model.
Fig. 5 is a schematic view of a partial perspective structure of the present utility model.
Fig. 6 is a schematic view of the impact of the present utility model.
Fig. 7 is a schematic impact diagram of the second embodiment of the present utility model.
In the figure: 1. the anti-collision guardrail comprises an anti-collision guardrail body 2, an anti-collision vehicle body 3, a lane change stop, a main collision plate 31, a main collision plate 32, a main U plate 33, a main guide rod 34, a main guide cylinder 35, a mounting plate 36, a sliding chute 37, a guide round rod 38, a sliding block 39, a mounting seat 310, a main spring 4, an auxiliary assembly 41, an L-shaped frame 42, a guide cylinder 43, a spring 44, a guide rod 45 and a U plate.
Detailed Description
In order to clearly illustrate the technical features of the present solution, the present utility model will be described in detail below with reference to the following detailed description and the accompanying drawings. The following disclosure provides many different embodiments, or examples, for implementing different structures of the utility model. In order to simplify the present disclosure, components and arrangements of specific examples are described below. Furthermore, the present utility model may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. It should be noted that the components illustrated in the figures are not necessarily drawn to scale. Descriptions of well-known components and processing techniques and processes are omitted so as to not unnecessarily obscure the present utility model. The terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," and the like refer to an orientation or positional relationship based on that shown in the drawings, merely for convenience of description and to simplify the description, and do not denote or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus are not to be construed as limiting the utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
As shown in fig. 1 to 7, the highway construction anti-collision system comprises an anti-collision vehicle 2 and an anti-collision guardrail 1 arranged on one side of the anti-collision vehicle 2, wherein the rear side of the anti-collision vehicle 2 is connected with a lane changing stop 3, the lane changing stop 3 comprises a mounting plate 35 and an anti-collision plate 31, and the mounting plate 35 is connected with the anti-collision vehicle 2; the mounting plate 35 is connected with a group of sliding grooves 36, each sliding groove 36 is respectively connected with a guide round rod 37, each sliding groove 36 is respectively provided with a group of sliding blocks 38, and each guide round rod 37 respectively penetrates through the corresponding sliding block 38; each sliding block 38 is respectively connected with a mounting seat 39, each mounting seat 39 is respectively connected with a main guide cylinder 34, each main guide cylinder 34 is respectively provided with a main guide rod 33, each anti-collision plate 31 is connected with a group of uniformly distributed main U plates 32, and each main guide rod 33 is respectively connected with a corresponding main U plate 32. The original direct collision is changed into flexible contact, the lane of the driving vehicle is changed, the hard collision is avoided, and the huge impulse of the driving vehicle is buffered. The anti-collision railing 1 is arranged on the other lanes, so that huge impulse of a vehicle running at a high speed is buffered, the vehicle is relatively slowly slowed down, and the lane is changed safely even after multiple collisions.
The surface of the impact plate 31 is smooth and coated with lubricating oil. The smooth surface provides lateral force forcing the oncoming vehicle to change lanes.
The collision avoidance plate 31 is inclined by 45-70 degrees. Lateral force is provided to force the oncoming vehicle to change lanes.
Embodiment one:
The main guide cylinder 34 is connected with the main guide rod 33, and each sliding block 38 is respectively connected with the corresponding sliding groove 36.
The workflow of this embodiment is:
In the initial state, the anti-collision plate 31 is inclined towards the anti-collision guardrail 1, and the vehicle is steered after impacting the anti-collision plate 31, so that the vehicle is steered towards the anti-collision guardrail 1, and the vehicle is reversed.
Embodiment two: a group of sliding blocks 38 which are farthest from the crash barrier 1 and distributed along the up-down direction are respectively fixedly connected with the corresponding sliding grooves 36.
Each mounting seat 39 is respectively connected with one end of a main spring 310, each main spring 310 is respectively arranged in the corresponding main guide cylinder 34, and the other end of each main spring 310 is respectively connected with the corresponding main guide rod 33. By providing the main spring 310, a flexible contact is achieved when the vehicle hits the crash panel 31.
The shorter the main spring 310 is the closer to the crash barrier 1.
The workflow of this embodiment is:
In the initial state, the anti-collision plate 31 is inclined towards the anti-collision guardrail 1, when a vehicle collides with the anti-collision plate 31, the anti-collision plate 31 and the main U plate 32 move forwards, the main U plate 32 drives the main guide rod 33 to move along the main guide cylinder 34 to compress the main spring 310, so that the main guide rod is turned to be towards the anti-collision guardrail 1, and the reversing is realized.
Embodiment III: the present embodiment is further described on the basis of the second embodiment, at least one of the upper and lower sides of each mounting seat 39 is connected to the auxiliary assembly 4 respectively. The flexible resistance when the vehicle hits the impact plate 31 is increased.
The auxiliary assembly 4 comprises an L-shaped frame 41, the L-shaped frame 41 is connected with the corresponding mounting seat 39, the L-shaped frame 41 is rotatably connected with a guide cylinder 42, one end of a spring 43 is connected in the guide cylinder 42, a guide rod 44 is arranged in the guide cylinder 42, the other end of the spring 43 is connected with the guide rod 44, the guide rod 44 is rotatably connected with a U plate 45, and the U plate 45 is connected with the corresponding main guide rod 33. By employing the springs 43, the movement distance of the impact plate 31 is reduced.
The workflow of this embodiment is:
When the guide rod 33 moves, the U plate 45 is driven to move, the U plate 45 drives the guide rod 44 to swing, meanwhile, the guide rod 44 moves along the guide cylinder 42 to squeeze the spring 43, and the guide cylinder 42 and the spring 43 are driven to swing by the guide rod 44.
Embodiment four: the second embodiment further describes that, on the basis of the second embodiment, one side of a group of mounting seats 39 which are furthest from the crash barrier 1 and distributed along the up-down direction is respectively connected with an auxiliary assembly 4. The auxiliary assembly 4 is located on the side remote from the crash barrier 1.
The auxiliary assembly 4 comprises an L-shaped frame 41, the L-shaped frame 41 is connected with the corresponding mounting seat 39, the L-shaped frame 41 is rotatably connected with a guide cylinder 42, one end of a spring 43 is connected in the guide cylinder 42, a guide rod 44 is arranged in the guide cylinder 42, the other end of the spring 43 is connected with the guide rod 44, the guide rod 44 is rotatably connected with a U plate 45, and the U plate 45 is connected with the corresponding main guide rod 33. By employing the springs 43, the movement distance of the impact plate 31 is reduced.
The workflow of this embodiment is:
When the guide rod 33 moves, the U plate 45 is driven to move, the U plate 45 drives the guide rod 44 to swing, meanwhile, the guide rod 44 moves along the guide cylinder 42 to squeeze the spring 43, and the guide cylinder 42 and the spring 43 are driven to swing by the guide rod 44.
While the foregoing description of the embodiments of the present utility model has been presented with reference to the drawings, it is not intended to limit the scope of the utility model, but rather, it is apparent that various modifications or variations can be made by those skilled in the art without the need for inventive work on the basis of the technical solutions of the present utility model.
Claims (9)
1. Expressway construction collision avoidance system, characterized by: the anti-collision device comprises an anti-collision vehicle (2) and an anti-collision guardrail (1) arranged on one side of the anti-collision vehicle (2), wherein the rear side of the anti-collision vehicle (2) is connected with a lane changing stop device (3), the lane changing stop device (3) comprises a mounting plate (35) and an anti-collision plate (31), and the mounting plate (35) is connected with the anti-collision vehicle (2);
The mounting plate (35) is connected with a group of sliding grooves (36), each sliding groove (36) is respectively connected with a guide round rod (37), a group of sliding blocks (38) are respectively arranged in each sliding groove (36), and each guide round rod (37) respectively penetrates through the corresponding sliding block (38);
Each sliding block (38) is connected with a mounting seat (39) respectively, each mounting seat (39) is connected with a main guide cylinder (34) respectively, each main guide cylinder (34) is provided with a main guide rod (33) respectively, each anti-collision plate (31) is connected with a group of uniformly distributed main U plates (32), and each main guide rod (33) is connected with a corresponding main U plate (32) respectively.
2. The highway construction collision avoidance system of claim 1 wherein: a group of sliding blocks (38) which are farthest from the anti-collision guardrail (1) and distributed along the up-down direction are respectively and fixedly connected with the corresponding sliding grooves (36).
3. The highway construction collision avoidance system of claim 2 wherein: each mounting seat (39) is connected with one end of a main spring (310) respectively, each main spring (310) is arranged in the corresponding main guide cylinder (34) respectively, and the other end of each main spring (310) is connected with the corresponding main guide rod (33) respectively.
4. The highway construction collision avoidance system of claim 1 wherein: at least one side of the upper side and the lower side of each mounting seat (39) is respectively connected with an auxiliary assembly (4).
5. The highway construction collision avoidance system of claim 1 wherein: one side of a group of installation seats (39) which are furthest from the anti-collision guardrail (1) and distributed along the up-down direction is respectively connected with an auxiliary assembly (4).
6. The highway construction collision avoidance system of claim 4 or 5, wherein: the auxiliary assembly (4) comprises an L frame (41), the L frame (41) is connected with the corresponding mounting seat (39), the L frame (41) is rotationally connected with a guide cylinder (42), one end of a spring (43) is connected in the guide cylinder (42), a guide rod (44) is arranged in the guide cylinder (42), the other end of the spring (43) is connected with the guide rod (44), the guide rod (44) is rotationally connected with a U plate (45), and the U plate (45) is connected with the corresponding main guide rod (33).
7. The highway construction collision avoidance system of claim 1 wherein: the surface of the anti-collision plate (31) is smooth and coated with lubricating oil.
8. The highway construction collision avoidance system of claim 1 wherein: the main guide cylinder (34) is connected to the main guide rod (33).
9. The highway construction collision avoidance system of claim 1 wherein: the anti-collision plate (31) is inclined by 45-70 degrees.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420184366.8U CN221760560U (en) | 2024-01-25 | 2024-01-25 | Expressway construction anti-collision system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420184366.8U CN221760560U (en) | 2024-01-25 | 2024-01-25 | Expressway construction anti-collision system |
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| Publication Number | Publication Date |
|---|---|
| CN221760560U true CN221760560U (en) | 2024-09-24 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202420184366.8U Active CN221760560U (en) | 2024-01-25 | 2024-01-25 | Expressway construction anti-collision system |
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| Country | Link |
|---|---|
| CN (1) | CN221760560U (en) |
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- 2024-01-25 CN CN202420184366.8U patent/CN221760560U/en active Active
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