A collapsible assembled crash wall and a method for installing the same

Abstract

The present application belongs to the technical field of anti-collision wall, and particularly relates to an energy-absorbing assembled anti-collision wall and a mounting method thereof. The anti-collision wall comprises a base, a wall body slidingly connected to the base, an elastic energy-absorbing assembly arranged on a collision surface of the wall body, a damping energy-dissipating assembly connecting the base and the wall body, and a climbing-preventing intercepting assembly integrated in the wall body. The system is equipped with a multi-source data acquisition and processing assembly, and through spatiotemporal data fusion of far-field radar prediction and near-field contact sensing, an impact feature vector is constructed and a hierarchical control instruction is generated. In operation, for low-energy-level impact, the elastic assembly is used for resetting and energy absorption; for medium and high-energy-level impact, the wall body is controlled to slide, and the kinetic energy is dissipated through the variable-damping mechanism of the damping energy-dissipating assembly; and for high-risk climbing danger, the climbing-preventing intercepting assembly is driven to instantaneously expand and lock. The present application effectively solves the problems that the traditional guardrail cannot simultaneously consider buffering and rigid blocking, and the large vehicle climbing interception fails.

Description

Technical Field

[0001] This invention belongs to the field of crash barrier technology, specifically an energy-dissipating prefabricated crash barrier and its installation method. Background Technology

[0002] Crash barriers (guardrails) are critical safety facilities for highways, bridges, and mountain roads. Their core function is to prevent out-of-control vehicles from running off the road or falling off bridges, while minimizing injury to vehicle occupants. With the development of the transportation industry, the types of vehicles on the road are becoming increasingly complex, ranging from light electric cars to heavy semi-trailer tractors, with significant differences in weight, speed, and center of gravity. This poses extremely challenging requirements for the protective performance of crash barriers.

[0003] Existing crash barrier technologies mainly consist of the following typical structures: rigid guardrails (such as reinforced concrete walls); traditional concrete crash barriers rely on their own strength and mass to resist impacts. Although they have strong blocking capabilities and can effectively prevent vehicles from running off course, they lack a buffering energy absorption mechanism. When a small vehicle collides at high speed, the enormous impact energy is instantly converted into the vehicle's plastic deformation energy and biological damage to the occupants, resulting in an extremely high fatality rate. In addition, rigid walls often undergo brittle fracture or complete collapse when subjected to ultra-high energy impacts, leading to complete failure of protection. Flexible / semi-rigid guardrails (such as corrugated beams): While corrugated beam guardrails offer some energy absorption, their structural strength and height are often insufficient when facing fully loaded heavy trucks or buses with a high center of gravity. Existing crash barriers have a fixed height (typically 0.8-1.2 meters). When a vehicle with a high center of gravity experiences a sideslip impact, it is highly likely to "climb" along the wall due to inertia, eventually straddling or even overturning the guardrail and falling. Increasing the wall height blindly would obstruct the driver's view and increase the psychological pressure of driving.

[0004] In conclusion, designing a crash barrier that can protect car occupants, powerfully intercept large vehicles, dynamically prevent rollover, and remain reliable even in power outages and oblique collisions is a pressing technical challenge in the field of traffic safety. Summary of the Invention

[0005] To overcome the shortcomings of existing technologies, this invention proposes an energy-dissipating prefabricated crash barrier and its installation method. This invention primarily addresses the problem that existing crash barriers cannot simultaneously achieve both energy absorption and anti-overturning capabilities.

[0006] The technical solution adopted by the present invention to solve its technical problem is: an energy-dissipating prefabricated crash barrier, including a base and a wall; the base is fixedly connected to the building foundation; a sliding groove is provided on the base, and a slider for sliding connection with the sliding groove is provided on the wall; an elastic energy-absorbing component is provided on the impact surface of the wall. A damping energy dissipation component is provided between the base and the wall, which is configured to generate reverse motion resistance when the wall slides relative to the base. The wall is equipped with an anti-climb interception component, which has a retracted state and an extended state. In the retracted state, the component is at least partially housed within the wall or attached to the wall surface. In the extended state, the component extends and protrudes towards or above the impact side of the wall to block vehicles from climbing over. The data acquisition component includes a dot-matrix distributed pressure sensor disposed on the side of the wall near the elastic energy absorption component, a far-field sensing element disposed on both sides of the wall, a pressure sensor disposed between the base and the road surface, and an acceleration sensor disposed between the wall and the base. A data processing component is used to receive data information collected by the data acquisition component and perform data alignment and data fusion processing on the time axis; An energy dissipation control component is used to generate an energy dissipation control instruction based on the calculation and processing results of the data processing component, and to transmit the generated instruction to an execution component. The execution component includes at least one or more combinations of the elastic energy absorption component, the damping energy dissipation component, and the anti-climb interception component.

[0007] The damping energy dissipation component includes a first hydraulic rod fixedly connected to the base; one end of the movable rod of the first hydraulic rod is connected to the wall; a friction bladder is provided at the bottom of the groove of the base; a friction plate is provided at the bottom of the slider; and the friction bladder contacts the friction plate. The friction bladder is connected to the interior of the first hydraulic lever via a pipe, and is configured such that the first hydraulic lever retracts to discharge the internal medium into the friction bladder. A reset chamber is provided on the base; the interior of the reset chamber is connected to the interior of the hydraulic cylinder and is configured such that the retraction of the movable rod of the first hydraulic lever discharges the internal medium into the interior of the reset chamber; The first hydraulic rod is connected to the reset chamber and the first hydraulic rod is connected to the friction bladder. Both are equipped with control valves that can control the opening of the pipeline.

[0008] Preferably, the friction bag includes a main body, a friction part that contacts the friction pad, a deformable part, and a metal mesh part; the metal mesh part is embedded inside the main body; the friction part is provided on the upper outer surface of the main body; the friction part is made of wear-resistant rubber; The main body has a deformable part on its side. The wall thickness of the deformable part is less than the wall thickness of the rest of the main body, and no metal mesh part is provided inside it.

[0009] Preferably, a compression chamber is provided on one side of the main body; the interior of the compression chamber is connected to the interior of the friction bladder; an amplification chamber is provided on one side of the compression chamber; one end of the amplification chamber is connected to the compression chamber, and the other end is connected to the interior of the first hydraulic bar; A movable plate one is slidably connected inside the amplification chamber; a movable plate two is slidably connected inside the extrusion chamber; the movable plate one and the movable plate two are fixedly connected as one unit by a sliding rod; the sliding rod is slidably connected to the end of the amplification chamber; The cross-section of the enlargement chamber is smaller than that of the extrusion chamber, and the cross-section ratio is between 1:2 and 1:5.

[0010] Preferably, the anti-climb interception component includes a telescopic plate slidably connected to the wall; a second hydraulic rod is provided at the bottom of the telescopic plate; the second hydraulic rod is fixedly connected to the wall by bolts; one end of the piston rod of the second hydraulic rod is fixedly connected to the telescopic plate. The second hydraulic lever is connected to the first hydraulic lever through a pipeline and is configured such that the movable rod of the first hydraulic lever retracts to press its internal medium into the second hydraulic lever, causing the movable rod to extend. A control valve is installed in the connecting pipeline between the first hydraulic rod and the second hydraulic rod to control the opening of the pipeline.

[0011] Preferably, the elastic energy-absorbing component is one or more combinations of polyurethane foam board with a thickness of 10-12mm, high-damping rubber, or rubber airbag.

[0012] Preferably, a rolling plate is fixedly connected to the side wall of the chute; balls are evenly spaced on the rolling plate, and the balls are ball-on-ball connected to the rolling plate; the movable rod of the first hydraulic lever is ball-on-ball connected to the wall.

[0013] Preferably, the telescopic plate forms an angle of 75°-80° with the horizontal direction.

[0014] Another aspect of the present invention provides a method for installing an energy-dissipating prefabricated crash barrier, comprising the following steps: Foundation construction: Precast reinforced concrete foundations at the edge of roads or bridges, anchor the bases to the foundations with high-strength bolts, and ensure that the levelness of the chute meets the design requirements; Hydraulic component pre-embedding: Install the friction bladder at the bottom of the groove of the base, lay the connecting pipeline, and install the first hydraulic bar at the preset position of the base. Connect the pipeline and control valve between the first hydraulic bar and the friction bladder and the reset chamber. Wall hoisting and ball joint: Hoist the wall with the elastic energy-absorbing components attached to it above the base, aligning the slider at the bottom of the wall and the rolling plate on the side wall with the groove; slowly lower the wall, ensuring that the ball and rolling plate fit well; then connect the movable end of the first hydraulic rod to the bottom of the wall with a ball joint. Anti-climb component assembly: Install the second hydraulic bar and telescopic plate inside the wall, connect the telescopic plate to the piston rod of the second hydraulic bar, and connect the hydraulic pipeline between the first hydraulic bar and the second hydraulic bar; Sensor and control system integration: Install matrix pressure sensors, far-field sensing elements, base pressure sensors and acceleration sensors respectively, and electrically connect all sensors to energy dissipation and control components; Commissioning and calibration: Fill and vent the hydraulic system, calibrate the zero point of each sensor, simulate impact signals to test the opening and closing logic of the control valve and the extension and retraction of the anti-climbing component, and complete the installation after confirming that there are no errors.

[0015] The beneficial effects of this invention are as follows: 1. This invention achieves multi-level adaptive protection, balancing protection and interception. For low-energy impacts, only the elastic energy-absorbing components work to protect the vehicle paint and the wall; for medium- and high-energy impacts, the sliding and friction bladders efficiently convert kinetic energy into heat energy, avoiding secondary damage caused by rigid collisions; for severe overturning incidents, the anti-climb interception components automatically deploy, changing the geometric contour to intercept the vehicle, solving the problem that traditional low walls cannot stop large vehicles from overturning.

[0016] 2. In this invention, the first hydraulic lever is used as a power source to convert the kinetic energy of the impact into hydraulic energy, directly driving the second hydraulic lever and the friction bladder. No external high-power power supply is required, and the more violent the impact, the faster the anti-climb plate pops out, achieving a "passive servo" response. The design of the hydraulic amplification mechanism (large and small cross-sections) ensures that sufficient frictional resistance is generated even with slight wall displacement, eliminating response lag.

[0017] 3. In this invention, by incorporating ball bearings on the sidewall of the chute, lateral sliding friction is converted into rolling friction, preventing the mechanism from self-locking under non-direct impact. Simultaneously, the integrated reset chamber design allows the device to automatically reset using stored energy after an impact, significantly reducing maintenance costs and road closure time. Attached Figure Description

[0018] The invention will now be further described with reference to the accompanying drawings.

[0019] Figure 1 This is a schematic diagram of the first integral structure of the anti-collision wall in this invention; Figure 2 This is a schematic diagram of the second integral structure of the anti-collision wall in this invention; Figure 3This is a schematic diagram of the rearward movement of the anti-collision wall in this invention; Figure 4 This is a schematic diagram of the extended state of the anti-collision wall telescopic plate in this invention; Figure 5 This is a schematic diagram of the hydraulic connection inside the anti-collision wall in this invention; Figure 6 This is a schematic diagram of the internal structure of the anti-collision wall in this invention; Figure 7 This is a schematic diagram of the internal structure of the friction bladder in this invention; Figure 8 This is a schematic diagram of the enlarged internal structure of the chamber in this invention; Figure 9 This is a schematic diagram of the rolling plate mounting structure in this invention; In the diagram: 1. Base; 2. Wall; 3. Slide; 4. Slider; 5. Elastic energy absorption component; 6. Pressure sensor; 7. Far-field sensing element; 8. Acceleration sensor; 9. First hydraulic lever; 10. Friction bag; 11. Friction plate; 12. Reset chamber; 13. Main body; 14. Friction part; 15. Deformation part; 16. Metal mesh part; 17. Extrusion chamber; 18. Magnification chamber; 19. Moving plate one; 20. Moving plate two; 21. Slide rod; 22. Telescopic plate; 23. Second hydraulic lever; 24. Rolling plate; 25. Ball bearing. Detailed Implementation

[0020] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0021] Example 1: like Figures 1 to 3 As shown, an energy-dissipating prefabricated crash barrier includes a base 1 and a wall 2; the base 1 is fixedly connected to the building foundation; the base 1 is provided with a sliding groove 3, and the wall 2 is provided with a slider 4 for sliding connection with the sliding groove 3; an elastic energy-absorbing component 5 is provided on the impact surface of the wall 2. A damping energy dissipation component is provided between the base 1 and the wall 2, which is configured to generate reverse motion resistance when the wall 2 slides relative to the base 1. The wall 2 is equipped with an anti-climb interception component, which has a retracted state and an extended state. In the retracted state, the component is at least partially housed inside the wall 2 or attached to the surface of the wall 2. In the extended state, the component extends and protrudes towards or above the impact side of the wall 2 to block overturning vehicles. The data acquisition component includes a pressure sensor 6 arranged in a dot matrix on the side of the wall 2 near the elastic energy absorption component 5, a far-field sensing element 7 arranged on both sides of the wall 2, a weight measuring sensor arranged between the base 1 and the road surface, and an acceleration sensor arranged between the wall 2 and the base 1. A data processing component is used to receive data information collected by the data acquisition component and perform data alignment and data fusion processing on the time axis; An energy dissipation control component is used to generate an energy dissipation control instruction based on the calculation and processing results of the data processing component, and to transmit the generated instruction to an execution component. The execution component includes at least one or more combinations of the elastic energy absorption component 5, the damping energy dissipation component, and the anti-climb interception component.

[0022] During operation, the system uses far-field sensing elements 7, such as millimeter-wave radar, lidar, or image acquisition devices, positioned on both sides of the wall 2 to perform all-weather scanning of the direction of oncoming vehicles. If a vehicle is involved in an accident and crashes into the crash barrier, the system first performs pre-collection of feature data during the stage before the vehicle hits the barrier but before physical contact occurs; the far-field sensing elements 7 positioned on both sides or around the wall 2 then capture the target vehicle and detect its speed data in real time. And the approximate dimensions of the vehicle, including its length. vehicle width And car height These data are then transferred to the data processing component.

[0023] Meanwhile, the pressure sensor 6, located between the base 1 and the road surface, functions as a "dynamic weighing" device. When a vehicle enters the monitoring area near the crash barrier or passes through the sensing area around the base 1 due to an out-of-control trajectory, the pressure sensor 6 senses the change in load transmitted by the road surface and calculates the vehicle's real-time weight data. .

[0024] The data processing component receives the aforementioned predicted data and constructs an initial feature vector. Based on this vector, the postural risk coefficient is first calculated: ; in The effective protective height of the crash barrier itself is constant; The preset reference standard vehicle volume is set according to the design requirements of the project; , The weighting coefficients are such that the sum of the two is 1.

[0025] Then, the initial evaluation indicators were calculated: .

[0026] Among them It is the energy conversion coefficient, used to map physical kinetic energy into a dimensionless value for system control; The calculated initial evaluation indicators are then compared with the system's preset safety thresholds to generate the first-stage control instructions: like : Then the elastic energy absorption mode is maintained, that is, the only effective execution component includes the elastic energy absorption component 5; like The effective execution components are the elastic energy absorption component 5 and the damping energy dissipation component; at this time, preset damping is established to prevent the wall 2 from moving too fast at the moment of impact; like The effective execution components are the elastic energy absorption component 5, the damping energy dissipation component, and the anti-climb interception component.

[0027] When the vehicle makes physical contact with the crash barrier, the system collects actual contact data for verification; the dot matrix pressure sensor 6 provides feedback on the actual contact height. The sensor feedback of the actual peak value of the accelerated shock wave .

[0028] Subsequently, revised evaluation indicators were generated based on the information collected above.

[0029] in and This is the reliability weighting coefficient; Represents the trust far-field sensing element 7; Actual test of trust contact; If the radar predicts the vehicle is very high, but the actual impact point is low, the risk value is lowered to avoid the anti-climbing device accidentally deploying. Conversely, if the actual impact point is extremely high, the risk value is significantly increased.

[0030] The revised evaluation indicators were then reviewed again. The comparison is made with a preset threshold; the energy dissipation control component then performs an action based on the comparison result.

[0031] In this solution, the energy dissipation control component generates targeted, graded energy dissipation control commands based on the calculation results of the data calculation component, and transmits them to the execution component for multi-mode response: For low-energy impacts such as minor vehicle scratches or low-speed collisions, the system determines that mechanical slippage is not required, and relies solely on the elastic energy-absorbing components 5 installed on the impact surface of the wall 2. By utilizing the reversible compression deformation characteristics of elastic materials such as polymers, the impact energy is absorbed, thereby protecting the vehicle paint while preventing rigid damage to the main structure of the crash barrier 13, thus reducing road maintenance costs and traffic congestion caused by minor accidents. For medium-to-high energy impacts, such as high-speed frontal or side impacts of a vehicle: If the system determines that the impact energy exceeds the threshold of the elastic component, it activates the damping energy dissipation component. This component includes one or more combinations of solid friction pairs, fluid damping cylinders, and mechanical shearing elements. At this time, the slider 4 on the wall 2 slides backward in a controlled manner along the groove 3 on the base 1. During this sliding process, the damping energy dissipation component efficiently converts the vehicle's enormous kinetic energy into heat or other forms of energy for dissipation, whether by squeezing the fluid damping cylinder to generate fluid resistance, by generating dry friction through the solid friction pairs, or by shearing the mechanical shearing elements to generate significant reverse motion resistance. Through this sliding energy dissipation method, the peak impact force at the moment of collision can be significantly reduced, providing buffer protection for the vehicle and passengers, preventing the vehicle from disintegrating or the occupants from suffering fatal deceleration injuries due to the rigidity of the wall 2. For dangerous situations such as high-center-of-gravity trucks overturning or losing control and straddling other vehicles: When the data processing component detects a surge in pressure in the high-level area of ​​the dot matrix pressure sensor 6, and the pressure sensor 6 on the base 1 indicates a tendency for the wall 2 to tip over, the energy dissipation control component immediately issues the highest priority interception command. The anti-climb interception component responds rapidly, instantly switching from a retracted state to an deployed state, extending and protruding towards or above the impact surface of the wall 2. This alters the geometric profile of the top of the crash barrier, creating a physical geometric obstruction and reverse compression torque against vehicles attempting to climb over, effectively "locking" out-of-control vehicles back into the driving lane. This completely solves the problem that traditional low walls cannot intercept large vehicles climbing over, easily leading to serious secondary accidents such as vehicles running off the bridge.

[0032] Example 2: like Figures 4 to 6 As shown, based on Embodiment 1, further extensions have been made, specifically including: the damping energy dissipation component includes a first hydraulic rod 9 fixedly connected to the base 1; one end of the movable rod of the first hydraulic rod 9 is connected to the wall 2; a friction bladder 10 is provided at the bottom of the slide groove 3 of the base 1; a friction plate 11 is provided at the bottom of the slider 4; the friction bladder 10 contacts the friction plate 11; The friction bladder 10 is connected to the interior of the first hydraulic lever 9 via a pipe, and is configured such that the first hydraulic lever 9 retracts to discharge the internal medium into the friction bladder 10. A reset chamber 12 is provided on the base 1; the interior of the reset chamber 12 is connected to the interior of the hydraulic cylinder, and is configured such that the internal medium is discharged into the interior of the reset chamber 12 when the movable rod of the first hydraulic lever 9 retracts. The first hydraulic rod 9 is connected to the reset chamber 12 and the first hydraulic rod 9 is connected to the friction bladder 10, both of which are equipped with control valves that can control the opening of the pipeline.

[0033] During operation, when the crash barrier is struck by a vehicle, the barrier 2 slides backward relative to the base 1, causing the movable rod of the first hydraulic lever 9 to compress. At this time, the system controls the opening and closing of the control valves in the pipeline according to the severity of the impact: During the reset phase following a normal impact or impact: The control system opens the valve leading to the reset chamber 12 and closes the valve leading to the friction chamber 10. The medium inside the first hydraulic lever 9 is forced into the reset chamber 12, compressing the gas or spring inside the reset chamber 12 to store energy. When the external force disappears, the reset chamber 12 releases the energy, pushing the medium back against the first hydraulic lever 9, thus automatically resetting the wall 2.

[0034] When a severe impact requires powerful energy dissipation: The control system opens the valve leading to the friction bladder 10. The first hydraulic lever 9 instantly transforms into a "hydraulic pump," injecting high-pressure medium into the friction bladder 10 at the bottom of the groove. The friction bladder 10 rapidly expands due to the increased internal pressure, pushing upwards and firmly pressing against the friction plate 11 at the bottom of the slider 4. As the wall 2 continues to slide, a huge positive pressure is generated between the expanding friction bladder 10 and the moving friction plate 11, resulting in intense sliding friction resistance.

[0035] This achieves an adaptive energy dissipation effect where "the deeper the displacement, the greater the pressure, and the more intense the friction," avoiding the problems of excessively hard initial impact or insufficient end-of-line interception caused by fixed friction. Integrating the "energy dissipation" and "reset" functions into the same hydraulic system simplifies the structure and utilizes impact energy to achieve passive automatic reset, reducing maintenance costs. Furthermore, by controlling the opening of the control valves connecting the friction chamber 10 and the reset chamber 12, the first hydraulic lever 9, generated by the impact displacement, compresses and distributes the squeezed-out medium, thereby achieving precise control over the degree of friction energy dissipation and improving the system's operational stability and versatility.

[0036] like Figure 6 and Figure 7 As shown, the friction bag 10 includes a main body 13, a friction part 14 that contacts the friction plate 11, a deformable part 15, and a metal mesh part 16; the metal mesh part 16 is embedded inside the main body 13; the friction part 14 is provided on the outer upper surface of the main body 13; the friction part 14 is made of wear-resistant rubber; The main body 13 has a deformable part 15 on its side. The wall thickness of the deformable part 15 is less than the wall thickness of the rest of the main body 13, and no metal mesh part 16 is provided inside it.

[0037] During operation, when high-pressure medium is injected into the body 13 of the friction bladder 10, the metal mesh 16 embedded inside the body 13 restricts excessive radial expansion of the bladder, preventing it from bursting under high pressure. The deformation section 15, with its thinner wall and lack of metal mesh constraint, undergoes elastic buckling deformation first under pressure, guiding the friction bladder 10 to bulge upwards. The wear-resistant rubber of the top friction section 14 is then pushed towards the friction plate 11 at the bottom of the slider 4. Due to the high coefficient of friction and elasticity of the rubber, it can tightly adhere to the microscopic surface of the friction plate 11, maximizing the contact area; the metal mesh 16 significantly improves the burst pressure resistance of the friction bladder 10, enabling it to withstand high-pressure pulses generated during severe impacts; and the wear-resistant rubber layer extends the service life of the friction pair.

[0038] Example 3: like Figure 8 As shown, based on Embodiment 2, further extensions have been made, specifically including: a compression chamber 17 is provided on one side of the main body 13; the interior of the compression chamber 17 is connected to the interior of the friction bladder 10; an amplification chamber 18 is provided on one side of the compression chamber 17; one end of the amplification chamber 18 is connected to the compression chamber 17, and the other end is connected to the interior of the first hydraulic rod 9; The amplification chamber 18 is slidably connected to a first movable plate 19; the extrusion chamber 17 is slidably connected to a second movable plate 20; the first movable plate 19 and the second movable plate 20 are fixedly connected as one unit by a sliding rod 21; the sliding rod 21 is slidably connected to the end of the amplification chamber 18; The cross-section of the enlargement chamber 18 is smaller than the cross-section of the extrusion chamber 17, and the cross-section ratio is between 1:2 and 1:5.

[0039] During operation, when the wall 2 initially slips slightly upon impact, the first hydraulic lever 9 presses a small amount of medium into the smaller amplification chamber 18. The first movable plate 19 within the amplification chamber 18 is displaced under fluid pressure and, via the slide rod 21, drives the second movable plate 20 to move synchronously within the larger compression chamber 17. Since the cross-section of the compression chamber 17 is 2-5 times that of the amplification chamber 18, the movement of the second movable plate 20 instantly squeezes several times the input volume of medium from the compression chamber 17 into the friction bladder 10, thus solving the problem of hydraulic system response lag. With only a very small displacement of the wall 2, this amplification mechanism can pump out enough oil to completely fill the friction bladder 10 and adhere to the friction plate 11, ensuring effective frictional resistance in the initial stage of impact; it can quickly eliminate the assembly gap between the slider 4 and the slide groove 3, preventing rigid collision noise and torsional jamming upon impact.

[0040] Example 4: like Figures 4 to 6As shown, based on Embodiment 3, Embodiment 4 further expands upon the previous embodiment, specifically including: the anti-climb interception component includes a telescopic plate 22 slidably connected to the wall 2; a second hydraulic rod 23 is provided at the bottom of the telescopic plate 22; the second hydraulic rod 23 is fixedly connected to the wall 2 by bolts; one end of the piston rod of the second hydraulic rod 23 is fixedly connected to the telescopic plate 22. The second hydraulic lever 23 is connected to the first hydraulic lever 9 through a pipeline and is configured such that the movable rod of the first hydraulic lever 9 retracts to press its internal medium into the second hydraulic lever 23, causing its movable rod to extend. A control valve for controlling the opening degree of the pipeline is provided in the connecting pipeline between the first hydraulic rod 9 and the second hydraulic rod 23.

[0041] During operation, when the system detects a climbing hazard and opens the corresponding control valve, the high-pressure medium compressed and discharged by the first hydraulic lever 9, acting as a power source, is directly injected into the second hydraulic lever 23, which acts as the actuator, through the pipeline. The piston rod of the second hydraulic lever 23 extends under hydraulic pressure, pushing the anti-climb interception component of the telescopic plate 22, which is slidably connected within the wall 2, upwards or outwards. The faster the wall 2 slides and the more violent the impact, the more rapidly the first hydraulic lever 9 pumps oil, and the faster the second hydraulic lever 23 extends.

[0042] It does not require an additional motor or power supply to drive the anti-climb plate, but directly "recovers" the kinetic energy of the impact to drive the interception action, which is in line with the concept of energy conservation and environmental protection, and still has physical failure safety guarantee in the event of power failure; it achieves an adaptive interception effect of "the harder the impact, the faster the bounce", ensuring that the anti-climb plate can be in place in time at the moment of high-speed impact.

[0043] like Figures 1 to 3 As shown, the elastic energy-absorbing component 5 is one or more combinations of polyurethane foam board with a thickness of 10-12mm, high-damping rubber, or rubber airbag.

[0044] During operation, in the event of a minor scratch on a vehicle (Level 1 response), the external impact force acts directly on the polyurethane foam board, high-damping rubber, or rubber airbag. These materials utilize the movement of their polymer chains or the compression characteristics of their internal gases to produce non-linear elastic deformation. The thickness is set at 10-12mm to provide sufficient "soft contact" travel without significantly increasing the thickness of the wall 2. This protects the vehicle's paint and the exterior of the crash barrier from damage in low-speed collisions, reducing traffic accident claims disputes and road maintenance frequency. The high-damping material effectively filters out high-frequency shock waves, protecting the precision sensors inside the wall 2, such as the pressure sensor array 6, from vibration damage.

[0045] Example 5: like Figure 9As shown, based on Embodiment 4, further extensions have been made, specifically including: a rolling plate 24 is fixedly connected to the side wall of the slide 3; rolling balls 25 are evenly spaced on the rolling plate 24, and the rolling balls 25 are ball-connected to the rolling plate 24; the movable rod of the first hydraulic lever 9 is ball-connected to the wall 2.

[0046] During operation, when a vehicle impacts the crash barrier at a non-direct angle, a significant lateral force is generated. At this moment, the balls 25 fixed on the rolling plate 24 on the side wall of the slide 3 come into contact with the side of the slider 4 of the wall 2. The high coefficient of sliding friction, which could have caused the slider 4 to jam in the slide 3, is transformed into an extremely low coefficient of rolling friction by the balls 25. The first hydraulic rod 9 adopts a ball joint design, allowing the hydraulic rod to rotate with the slight deflection of the wall 2, preventing the piston rod from bending and jamming due to radial force. This ensures that the crash barrier can smoothly slide backward to absorb energy regardless of the angle of impact, guaranteeing the reliability of the system; the ball joint design protects the hydraulic cylinder seals, preventing oil leakage or failure due to uneven load.

[0047] like Figure 6 As shown, the telescopic plate 22 has an angle of 75°-80° with the horizontal direction.

[0048] When in operation, with the telescopic plate 22 fully extended, its impact surface forms an angle of 75°-80° with the horizontal direction. When the wheels or chassis of an out-of-control vehicle hits this ramp, the ramp exerts a reaction force F on the vehicle. According to vector decomposition, this force generates a horizontal rearward drag component for deceleration and a vertical downward pressure component; therefore, the angle design effectively prevents the wheels from continuing to climb beyond the tire's grip limit, and also uses the downward component to "pinch" the vehicle back to the ground, preventing rollover. When the telescopic plate 22 extends from the side, compared to a 90° vertical blockage, this angle avoids a "guillotine" shearing effect on the tire, preventing an instant tire blowout that could cause the vehicle to lose control and improving the safety performance of the device.

[0049] Another aspect of the present invention is: an installation method for an energy-dissipating prefabricated crash barrier, comprising the following steps; Foundation construction: Precast reinforced concrete foundations at the edge of roads or bridges, anchor base 1 to the foundation with high-strength bolts, and ensure that the level of chute 3 meets the design requirements; Hydraulic component pre-embedding: Install friction bladder 10 at the bottom of the groove of base 1, lay connecting pipelines, and install the first hydraulic rod 9 at the preset position of base 1, and connect the pipelines and control valves between the first hydraulic rod 9 and friction bladder 10 and reset chamber 12. Wall 2 hoisting and ball joint: Hoist the wall 2 with the elastic energy-absorbing component 5 attached to it above the base 1, so that the slider 4 at the bottom of the wall 2 and the rolling plate 24 on the side wall are aligned with the groove 3; slowly lower the wall 2, ensuring that the ball 25 fits well with the rolling plate 24; then connect the movable end of the first hydraulic rod 9 to the bottom of the wall 2 with a ball joint. Anti-climb component assembly: Install the second hydraulic rod 23 and telescopic plate 22 inside the wall 2, connect the telescopic plate 22 to the piston rod of the second hydraulic rod 23, and connect the hydraulic pipeline between the first hydraulic rod 9 and the second hydraulic rod 23. Sensing and control system integration: Install a matrix pressure sensor 6, a far-field sensing element 7, a base 1 pressure sensor 6 and an acceleration sensor respectively, and electrically connect all sensors to the energy dissipation and control components; Commissioning and calibration: Fill and vent the hydraulic system, calibrate the zero point of each sensor, simulate impact signals to test the opening and closing logic of the control valve and the extension and retraction of the anti-climbing component, and complete the installation after confirming that there are no errors.

[0050] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. An energy-dissipating prefabricated crash barrier, comprising a base (1) and a wall (2); the base (1) is fixedly connected to a building foundation; characterized in that: The base (1) is provided with a sliding groove (3), and the wall (2) is provided with a slider (4) for sliding connection with the sliding groove (3); an elastic energy-absorbing component (5) is provided on the impact surface of the wall (2); a damping energy-dissipating component is provided between the base (1) and the wall (2), which is configured to generate reverse motion resistance when the wall (2) slides relative to the base (1); The wall (2) is provided with an anti-climb interception component, which has a retracted state and an extended state; in the retracted state, the component is at least partially housed in the wall (2) or attached to the surface of the wall (2); in the extended state, the component extends and protrudes to the side of the impact surface of the wall (2) or above, forming a blockage against overturning vehicles. The data acquisition component includes a pressure sensor (6) arranged in a dot matrix on the side of the wall (2) near the elastic energy absorption component (5), a far-field sensing element (7) arranged on both sides of the wall (2), a weighing sensor arranged between the base (1) and the road surface, and an acceleration sensor arranged between the wall (2) and the base (1). A data processing component is used to receive data information collected by the data acquisition component and to perform data fusion processing; The energy dissipation control component is used to generate an energy dissipation control instruction based on the calculation and processing results of the data processing component, and to transmit the generated instruction to the execution component. The execution component includes at least one or more combinations of the elastic energy absorption component (5), the damping energy dissipation component, and the anti-climb interception component.

2. The energy-dissipating prefabricated crash barrier according to claim 1, characterized in that: The damping energy dissipation component includes a first hydraulic rod (9) fixedly connected to the base (1); one end of the movable rod of the first hydraulic rod (9) is connected to the wall (2); a friction bladder (10) is provided at the bottom of the slide groove (3) of the base (1); a friction plate (11) is provided at the bottom of the slider (4); the friction bladder (10) is in contact with the friction plate (11); The friction bladder (10) is connected to the interior of the first hydraulic lever (9) via a pipe and is configured such that the first hydraulic lever (9) contracts to discharge the internal medium into the friction bladder (10). A reset chamber (12) is provided on the base (1); the interior of the reset chamber (12) is connected to the interior of the first hydraulic rod (9), and is configured such that the movable rod of the first hydraulic rod (9) retracts to discharge the internal medium into the interior of the reset chamber (12); The first hydraulic lever (9) is connected to the reset chamber (12) and the first hydraulic lever (9) is connected to the friction bladder (10) with control valves that can control the opening of the pipeline.

3. The energy-dissipating prefabricated crash barrier according to claim 2, characterized in that: The friction bag (10) includes a main body (13), a friction part (14) that contacts the friction plate (11), a deformable part (15), and a metal mesh part (16); the metal mesh part (16) is embedded inside the main body (13); the friction part (14) is provided on the outer upper surface of the main body (13); the friction part (14) is made of wear-resistant rubber; The main body (13) has a deformable part (15) on its side. The wall thickness of the deformable part (15) is less than the wall thickness of the rest of the main body (13), and no metal mesh part (16) is provided inside it.

4. The energy-dissipating prefabricated crash barrier according to claim 3, characterized in that: A compression chamber (17) is provided on one side of the main body (13); the interior of the compression chamber (17) is connected to the interior of the friction bladder (10); an amplification chamber (18) is provided on one side of the compression chamber (17); one end of the amplification chamber (18) is connected to the compression chamber (17), and the other end is connected to the interior of the first hydraulic rod (9); The amplification chamber (18) is slidably connected to a first movable plate (19); the extrusion chamber (17) is slidably connected to a second movable plate (20); the first movable plate (19) and the second movable plate (20) are fixedly connected as one unit by a slide rod (21); the slide rod (21) is slidably connected to the end of the amplification chamber (18); The cross-section of the enlargement chamber (18) is smaller than the cross-section of the extrusion chamber (17), and the cross-section ratio is between 1:2 and 1:

5.

5. The energy-dissipating prefabricated crash barrier according to claim 4, characterized in that: The anti-climb interception component includes a telescopic plate (22) slidably connected to the wall (2); a second hydraulic rod (23) is provided at the bottom of the telescopic plate (22); the second hydraulic rod (23) is fixedly connected to the wall (2) by bolts; one end of the piston rod of the second hydraulic rod (23) is fixedly connected to the telescopic plate (22); The second hydraulic lever (23) is connected to the first hydraulic lever (9) through a pipeline and is configured such that when the movable rod of the first hydraulic lever (9) retracts, it presses the internal medium into the second hydraulic lever (23) so that the movable rod extends. A control valve for controlling the opening degree of the pipeline is provided in the connecting pipeline between the first hydraulic rod (9) and the second hydraulic rod (23).

6. The energy-dissipating prefabricated crash barrier according to claim 5, characterized in that: The elastic energy-absorbing component (5) is one or more of the following: a polyurethane foam board with a thickness of 10-12 mm, high-damping rubber, or a rubber airbag.

7. The energy-dissipating prefabricated crash barrier according to claim 6, characterized in that: A rolling plate (24) is fixedly connected to the side wall of the chute (3); a ball bearing (25) is evenly spaced on the rolling plate (24), and the ball bearing (25) is ball-connected to the rolling plate (24); the movable rod of the first hydraulic lever (9) is ball-connected to the wall (2).

8. The energy-dissipating prefabricated crash barrier according to claim 7, characterized in that: The telescopic plate (22) has an angle of 75°-80° with the horizontal direction.

9. An installation method for an energy-dissipating prefabricated crash barrier, applicable to any one of the prefabricated crash barriers according to claims 6-8; characterized in that: Includes the following steps; Foundation construction: Precast reinforced concrete foundations at the edge of roads or bridges, anchor the base (1) to the foundation with high-strength bolts, and ensure that the level of the chute (3) meets the design requirements; Hydraulic component pre-embedding: Install friction bladder (10) at the bottom of the groove of the base (1), lay connecting pipelines, and install the first hydraulic rod (9) on the preset position of the base (1), and connect the pipelines and control valves between the first hydraulic rod (9) and the friction bladder (10) and the reset chamber (12); Wall (2) hoisting and ball joint: Hoist the wall (2) with the elastic energy-absorbing component (5) attached to it to the base (1) and align the slider (4) at the bottom of the wall (2) and the rolling plate (24) on the side wall with the groove (3); slowly lower the wall (2) to ensure that the ball (25) fits well with the rolling plate (24); then connect the movable end of the first hydraulic rod (9) to the bottom of the wall (2) with a ball joint; Anti-climb component assembly: Install the second hydraulic rod (23) and telescopic plate (22) inside the wall (2), connect the telescopic plate (22) to the piston rod of the second hydraulic rod (23), and connect the hydraulic pipeline between the first hydraulic rod (9) and the second hydraulic rod (23); Sensor and control system integration: Install a dot matrix pressure sensor (6), a far-field sensing element (7), a base (1) pressure sensor (6) and an acceleration sensor respectively, and electrically connect all sensors to the energy dissipation control component; Commissioning and calibration: Fill and vent the hydraulic system, calibrate the zero point of each sensor, simulate impact signals to test the opening and closing logic of the control valve and the extension and retraction of the anti-climbing component, and complete the installation after confirming that there are no errors.

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