A highway crash barrier

Abstract

The application discloses a highway anti-collision guardrail, relates to the technical field of road safety equipment, and comprises a stand column, a cap, a bracket, connecting bolts, anti-theft nuts, a hook connecting rod and corrugated plates. One end of the stand column is provided with a connecting plate. The cap is arranged at the end of the stand column far from the connecting plate. The bracket is arranged on the stand column close to the cap. The connecting bolts are arranged in sequence through the bracket and the stand column, and the bracket is connected to the stand column. The anti-theft nuts are connected to the ends of the connecting bolts far from the bracket. The hook connecting rod comprises a first rod body, a second rod body and a rotating piece. One end of each of the first rod body and the second rod body is connected to the rotating piece. The end of the first rod body far from the rotating piece is provided with a limiting ring, the limiting ring is arranged on the connecting bolt, the end of the second rod body far from the rotating piece is connected to the cap, and the rotating piece can adjust the included angle between the first rod body and the second rod body. The corrugated plates are arranged on the bracket. The scheme has the effects of expanding the maintenance visual field and improving the maintenance efficiency.

Description

Technical Field

[0001] This application relates to the field of road safety equipment technology, specifically to a highway crash barrier. Background Technology

[0002] Highway crash barriers are core road safety facilities used to stop out-of-control vehicles and guide traffic. Through multiple generations of iteration, early barriers were rigid metal structures, while current ones are semi-rigid corrugated beams and flexible cable barriers. Materials have expanded from steel to steel-plastic composites and polymer materials. These upgraded barriers effectively absorb collision energy, reduce injuries to people and vehicles, improve weather resistance, and reduce maintenance costs.

[0003] The prior art discloses a cap structure for a highway crash barrier post, including a post, a cap, a hook rod, and a connecting bolt; the connecting bolt is located on the post, and the cap is placed on the top of the post; one end of the hook rod is fixedly connected to the cap, and the other end is provided with a connecting ring; the connecting ring is sleeved on the outside of the connecting bolt, so that the cap is hooked and engaged with the connecting bolt through the hook rod, preventing the cap from being stolen.

[0004] The hook rod disclosed in the prior art is straight. When maintenance personnel open the cap, the straight hook rod will block the top area of ​​the column, obstructing the view, interfering with the insertion of maintenance tools, and affecting maintenance efficiency. Utility Model Content

[0005] Therefore, this application provides a highway crash barrier to solve the problems of obstructing the view and affecting maintenance efficiency in the prior art.

[0006] To achieve the above objectives, this application provides the following technical solution: In a first aspect, a highway crash barrier includes a post, a cap, a bracket, a connecting bolt, an anti-theft nut, a hook rod, and a corrugated plate; wherein, the post has two through ends, with a connecting plate at one end; the cap is located at the end of the post away from the connecting plate; the bracket is located on the post near the cap; one end of the connecting bolt passes through the bracket and the post in sequence, connecting the bracket to the post; the anti-theft nut is connected to the end of the connecting bolt away from the bracket; the hook rod includes a first rod body, a second rod body, and a rotating component, wherein one end of the first rod body and one end of the second rod body are respectively connected to the rotating component, a limiting ring is provided at the end of the first rod body away from the rotating component, the limiting ring is sleeved on the connecting bolt, the end of the second rod body away from the rotating component is connected to the cap, and the rotating component can adjust the included angle between the first rod body and the second rod body; the corrugated plate is located on the bracket.

[0007] Optionally, the rotating component is a universal joint.

[0008] Optionally, both the first rod and the second rod are telescopic rods.

[0009] Optionally, the anti-theft nut includes a washer, a clamping nut, and a locking nut; wherein, the washer is sleeved on the connecting bolt; the clamping nut is threaded onto the connecting bolt, with one end abutting against the washer, and an annular cavity is formed at the end of the clamping nut away from the washer; the locking nut is threaded onto the connecting bolt and located in the annular cavity.

[0010] Optionally, the bracket is made of high-strength steel or aluminum alloy.

[0011] Optionally, the bracket includes a prism tube and support plates; wherein, the prism tube has a first connecting hole on its side wall facing the column and a second connecting hole on its side wall facing the corrugated plate; a plurality of support plates are evenly spaced inside the prism tube, one side of the plurality of support plates is connected to the inner wall of the prism tube, and the other side is connected to an adjacent support plate, and a first through hole is formed at one end where the plurality of support plates are connected to each other; wherein, the prism tube and the plurality of support plates are integrally formed.

[0012] Optionally, the support plate has a plurality of second through holes along its length.

[0013] Optionally, the cross-sections of the first through hole and the second through hole are polygonal.

[0014] Compared with the prior art, this application has the following advantages: the folding and independent rotation functions of the first and second rods are realized by the rotating component. During maintenance, the hook rod can be lifted by the cap. When the limiting ring abuts against the connecting bolt, the included angle between the second and first rods is adjusted by the folding of the rotating component, thereby reducing the obstruction of the cap to the column port, providing maintenance personnel with a wider maintenance field of vision and a more spacious maintenance position, and improving maintenance efficiency. Attached Figure Description

[0015] To more intuitively illustrate the prior art and this application, six exemplary figures are provided below. It should be understood that the specific shapes and structures shown in the figures should not generally be regarded as limiting conditions for implementing this application; for example, based on the technical concept disclosed in this application and the exemplary figures, those skilled in the art are able to easily make conventional adjustments or further optimizations to the addition / reduction / classification, specific shapes, positional relationships, connection methods, size ratios, etc. of certain units (components).

[0016] Figure 1 A three-dimensional structural diagram of a highway crash barrier provided in an embodiment of this application; Figure 2 A plan sectional view of a highway crash barrier provided in an embodiment of this application; Figure 3 A three-dimensional schematic diagram of the connection relationship within the highway crash barrier post provided in an embodiment of this application; Figure 4 for Figure 3 An enlarged schematic diagram of part A in the middle; Figure 5 for Figure 3 Enlarged schematic diagram of part B in the middle; Figure 6 A three-dimensional structural diagram of the bracket in the highway crash barrier provided in this application embodiment.

[0017] Explanation of reference numerals in the attached figures: 1. Column; 101. Connecting plate; 2. Cap; 3. Bracket; 301. Prismatic tube; 3011. First connecting hole; 3012. Second connecting hole; 302. Support plate; 303. First through hole; 304. Second through hole; 4. Connecting bolt; 5. Anti-theft nut; 501. Washer; 502. Compression nut; 503. Locking nut; 6. Hook rod; 601. First rod body; 6011. Limiting ring; 602. Second rod body; 603. Rotating component; 7. Corrugated plate. Detailed Implementation

[0018] The present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0019] In the description of this application: unless otherwise stated, "a plurality of" means two or more. The terms "first," "second," "third," etc., in this application are intended to distinguish the objects referred to and do not have any special meaning in terms of technical connotation (e.g., they should not be construed as an emphasis on importance or order). Expressions such as "including," "comprising," and "having" also mean "not limited to" (certain units, components, materials, steps, etc.).

[0020] The terms used in this application, such as "upper," "lower," "left," "right," and "middle," are generally used to facilitate intuitive understanding by referring to the accompanying drawings, and are not absolute limitations on the positional relationships in the actual product. Changes in these relative positional relationships, without departing from the technical concept disclosed in this application, should also be considered within the scope of this application.

[0021] The following is combined Figures 1 to 6 The embodiments shown illustrate the technical solution of this utility model: This utility model embodiment provides a highway crash barrier, such as Figures 1-4As shown, it includes a column 1, a cap 2, a bracket 3, a connecting bolt 4, an anti-theft nut 5, a hook rod 6, and a corrugated plate 7; wherein, the column 1 is open at both ends, with a connecting plate 101 at one end; the cap 2 is located at the end of the column 1 away from the connecting plate 101; the bracket 3 is located on the column 1 near the cap 2; one end of the connecting bolt 4 passes through the bracket 3 and the column 1 in sequence, connecting the bracket 3 to the column 1; the anti-theft nut 5 is connected to the end of the connecting bolt 4 away from the bracket 3; the hook rod 6 includes a first rod body 601, second rod 602, and rotating component 603, wherein one end of the first rod 601 and the second rod 602 are respectively connected to the rotating component 603, the end of the first rod 601 away from the rotating component 603 is provided with a limiting ring 6011, the limiting ring 6011 is sleeved on the connecting bolt 4, the end of the second rod 602 away from the rotating component 603 is connected to the cap 2, and the rotating component 603 can adjust the included angle between the first rod 601 and the second rod 602; the corrugated plate 7 is provided on the bracket 3.

[0022] Specifically, the rotating component 603 allows for adjustment of the relative angle between the two rods, avoiding the top area of ​​the column 1 during maintenance, thus completely solving the problems of obstructed vision and interference from tool insertion, and improving maintenance efficiency; the connecting bolt 4 connects the bracket 3 to the column 1, and with the locking effect of the anti-theft nut 5, ensures that the connection between the bracket 3 and the column 1 is stable and prevents loosening; the corrugated plate 7, supported by the bracket 3, can effectively withstand the collision force of the vehicle, realize the transmission and dispersion of collision energy, and ensure road safety. At the same time, the limiting ring 6011 limits the first rod 601, ensuring that the hook rod 6 and the connecting bolt 4 are reliably connected, effectively improving the anti-theft effect.

[0023] In some embodiments, see Figure 4 The rotating component 603 can be a universal joint.

[0024] Specifically, the universal joint has the characteristic of multi-directional rotation in three-dimensional space, which allows for more flexible angle adjustment of the first rod 601 and the second rod 602. During maintenance, no matter from which direction the operator operates, the universal joint can be used to adjust the hook rod 6 to a position that does not obstruct the top of the column 1, further optimizing the convenience of maintenance. At the same time, the structural strength and fatigue resistance of the universal joint are adapted to the vibration environment generated by highway vehicles, which can ensure the connection stability of the hook rod 6 during long-term use, protect the cap 2 and connecting bolt 4 from theft, and improve the overall reliability of the guardrail.

[0025] In some embodiments, see Figure 3 Both the first rod 601 and the second rod 602 are telescopic rods.

[0026] Specifically, the telescopic pole allows for flexible adjustment of the overall length of the hook rod 6. Addressing potential minor errors in the height of the column 1 during highway construction, it eliminates the need for custom-made hook rods 6 of different lengths; the telescopic pole can be directly adapted to columns 1 of varying sizes, reducing production and installation costs. During maintenance, in addition to adjusting the angle between the two poles via the rotating component 603, the telescopic pole can be used to shorten or lengthen the hook rod 6, expanding the range of motion of the cap 2 and preventing slight obstruction even with a fixed hook rod 6 length. Simultaneously, the locking mechanism of the telescopic pole ensures stable length during daily use, maintaining reliable connection between the hook rod 6, connecting bolt 4, and cap 2, thus guaranteeing anti-theft functionality.

[0027] It should be noted that the telescopic pole is a manually pull-out type.

[0028] In an exemplary embodiment, see Figure 5 The anti-theft nut 5 includes a washer 501, a clamping nut 502, and a locking nut 503; wherein, the washer 501 is sleeved on the connecting bolt 4; the clamping nut 502 is threadedly connected to the connecting bolt 4, with one end abutting against the washer 501, and an annular cavity is opened at the end of the clamping nut 502 away from the washer 501; the locking nut 503 is threadedly connected to the connecting bolt 4 and is located in the annular cavity.

[0029] Specifically, the gasket 501 increases the contact area between the connecting bolt 4 and the column 1, preventing damage to the components due to excessive local pressure when tightening the bolt, and protecting the structural integrity of the column 1 and the bracket 3. The clamping nut 502 initially locks the connecting bolt 4, and the locking nut 503 in the annular cavity forms a double thread lock. The thief must first remove the locking nut 503 in the narrow annular cavity space, and then remove the clamping nut 502, significantly increasing the difficulty of theft and strengthening the anti-theft effect. The double nut structure also enhances the anti-loosening ability of the connecting bolt 4, resists the continuous vibration generated by vehicles traveling on the highway, prevents the connection between the bracket 3 and the column 1 from loosening, and ensures a stable support function. In addition, this structure does not require additional anti-theft components, simplifies the assembly process, and balances anti-theft performance with ease of installation.

[0030] In some embodiments, the bracket 3 may be made of high-strength steel or aluminum alloy.

[0031] Specifically, high-strength steel possesses high tensile strength and impact resistance. As a supporting component of the corrugated plate 7, the bracket 3 must withstand the impact force transmitted by the corrugated plate 7 during a vehicle collision. High-strength steel can prevent the bracket 3 from deforming or breaking during a collision, ensuring that the collision energy is effectively transferred to the column 1 through the bracket 3, thus buffering the impact of the vehicle. Aluminum alloy has lightweight and corrosion-resistant properties. Lightweighting can reduce the load on the column 1 and extend its service life. Corrosion resistance can resist the erosion of corrosive media such as rainwater and de-icing salt on highways, reducing the corrosion of the bracket 3 and lowering the later maintenance costs. At the same time, both high-strength steel and aluminum alloy have good processing performance.

[0032] In an exemplary embodiment, see Figure 2 and Figure 6 The bracket 3 includes a prism tube 301 and a support plate 302; wherein, the prism tube 301 has a first connecting hole 3011 on the side wall facing the column 1 and a second connecting hole 3012 on the side wall facing the corrugated plate 7; a plurality of support plates 302 are evenly spaced inside the prism tube 301, one side of the plurality of support plates 302 is connected to the inner wall of the prism tube 301, and the other side is connected to the adjacent support plate 302, and a first through hole 303 is formed at one end where the plurality of support plates 302 are connected to each other; wherein, the prism tube 301 and the plurality of support plates 302 are integrally formed.

[0033] Optionally, the first connecting hole 3011 and the second connecting hole 3012 on the prism tube 301 correspond to the connection positions of the column 1 and the corrugated plate 7, respectively, to ensure that the bracket 3 is precisely assembled with the column 1 and the corrugated plate 7. The support plates 302 evenly distributed inside the tube form a radial support structure, which, compared with the hollow prism tube 301, can evenly disperse the impact force generated by the vehicle collision to the inner wall of the prism tube 301, avoid local stress concentration in the prism tube 301 leading to deformation, significantly improve the impact resistance of the bracket 3, and ensure the support stability of the corrugated plate 7. The first through hole 303 formed at the connection end of the support plates 302 can reduce the material usage of the bracket 3, realize lightweight design, and further reduce the load on the column 1. The prism tube 301 and the support plate 302 are integrally formed, eliminating the connection gap between the support plate 302 and the prism tube 301, avoiding damage to the bracket 3 due to connection point failure, and improving the overall structural stability of the bracket 3.

[0034] In an exemplary embodiment, see Figure 6 The support plate 302 has several second through holes 304 along its length.

[0035] Specifically, the second through hole 304 can further reduce the material usage of the support plate 302, achieving dual weight reduction of the bracket 3. While reducing the load on the column 1, it also reduces material costs. Since the second through hole 304 is located in a non-major load-bearing area of ​​the support plate 302, it can reduce weight while avoiding a decrease in the overall strength of the bracket 3, thus ensuring support performance. At the same time, the through hole can guide rainwater out, preventing rainwater from accumulating in the prism tube 301 and causing corrosion of the support plate 302, further extending the service life of the bracket 3 and improving the weather resistance of the guardrail.

[0036] In an exemplary embodiment, referring to the figures, the cross-sections of the first through hole 303 and the second through hole 304 are polygonal.

[0037] Specifically, compared to a circular cross-section, the polygonal cross-section allows for more support surfaces to be formed on the inner wall. When the support plate 302 is subjected to impact force, the polygonal structure can distribute stress more evenly, preventing stress concentration at the edge of the through hole and thus avoiding breakage of the support plate 302. This further enhances the bending strength of the bracket 3 and ensures the reliability of the support. At the same time, the polygonal through hole can prevent small stones and debris from rolling inside the through hole under vehicle vibration, reducing wear on the inner wall of the through hole and extending the service life of the support plate 302. In addition, the polygonal structure facilitates precise mold processing, ensuring consistent through hole dimensions, adapting to the mass production of the bracket 3, and improving production stability.

[0038] Furthermore, it should be noted that in actual applications, multiple highway crash barriers disclosed in the exemplary embodiment will be installed at intervals along both sides of the highway, and the corrugated plates 7 of the multiple crash barriers will be fixedly connected to each other by clamping pieces that match the shape of the corrugated plates 7 and anti-theft nuts 5.

[0039] The technical features of the above embodiments can be combined in any way (as long as there is no contradiction in the combination of these technical features). For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described; these embodiments not explicitly written should also be considered to be within the scope of this specification.

[0040] The present application has been described in a relatively specific and detailed manner above through general descriptions and specific embodiments. It should be understood that, based on the technical concept of the present application, several conventional adjustments or further innovations can be made to these specific embodiments; however, as long as they do not depart from the technical concept of the present application, the technical solutions obtained by these conventional adjustments or further innovations also fall within the protection scope of the claims of the present application.

Claims

1. A highway crash barrier, characterized in that, include: The column (1) is open at both ends, with a connecting plate (101) at one end; A cap (2) is provided at one end of the column (1) away from the connecting plate (101); The bracket (3) is located on the column (1) near the cap (2); A connecting bolt (4) is used, with one end passing through the bracket (3) and the column (1) in sequence, to connect the bracket (3) to the column (1); Anti-theft nut (5) is attached to the end of the connecting bolt (4) away from the bracket (3); The connecting rod (6) includes a first rod body (601), a second rod body (602), and a rotating component (603), wherein, One end of the first rod (601) and the second rod (602) are respectively connected to the rotating member (603). The end of the first rod (601) away from the rotating member (603) is provided with a limiting ring (6011), which is sleeved on the connecting bolt (4). The end of the second rod (602) away from the rotating member (603) is connected to the cap (2). The rotating member (603) can adjust the included angle between the first rod (601) and the second rod (602). A corrugated plate (7) is provided on the bracket (3).

2. The highway crash barrier according to claim 1, characterized in that, The rotating component (603) is a universal joint.

3. The highway crash barrier according to claim 1, characterized in that, Both the first rod (601) and the second rod (602) are telescopic rods.

4. The highway crash barrier according to claim 1, characterized in that, The anti-theft nut (5) includes: A gasket (501) is fitted onto the connecting bolt (4); A clamping nut (502) is threaded onto the connecting bolt (4), with one end abutting against the washer (501). The clamping nut (502) has an annular cavity at the end away from the washer (501). The locking nut (503) is threaded onto the connecting bolt (4) and located in the annular cavity.

5. The highway crash barrier according to claim 1, characterized in that, The bracket (3) is made of high-strength steel or aluminum alloy.

6. The highway crash barrier according to claim 5, characterized in that, The bracket (3) includes: The prism tube (301) has a first connecting hole (3011) on its side wall facing the column (1) and a second connecting hole (3012) on its side wall facing the corrugated plate (7). Multiple support plates (302) are evenly spaced inside the prism tube (301). One side of each support plate (302) is connected to the inner wall of the prism tube (301), and the other side is connected to the adjacent support plate (302). A first through hole (303) is formed at one end where the multiple support plates (302) are connected to each other. The prism tube (301) is integrally formed with the plurality of support plates (302).

7. The highway crash barrier according to claim 6, characterized in that, The support plate (302) has a plurality of second through holes (304) along its length.

8. The highway crash barrier according to claim 7, characterized in that, The cross-sections of the first through hole (303) and the second through hole (304) are polygonal.

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