Road buffer speed reduction safety fence

Abstract

The application relates to a road buffer speed-reducing safety fence which comprises a protective fence arranged beside a road to buffer and slow down a runaway vehicle, a stand column arranged on both sides of the protective fence and provided with a moving groove for the movement of the protective fence, a first buffer spring arranged in the moving groove, one end of the first buffer spring being fixedly arranged on the side of the moving groove far from the road and the other end being fixedly arranged on the protective fence, a falling-prevention net hingedly connected with the stand column, a trigger member which comprises a trigger switch arranged in the moving groove and a driving member fixedly arranged on the stand column, the driving member being electrically connected with the trigger switch, and the driving member driving the falling-prevention net to rotate to a vertical state. The application has the effect of reducing the land area occupied by the safety fence while not affecting the protective function of the protective fence to the runaway vehicle.

Description

Technical Field

[0001] This application relates to the technical field of road guardrails, and in particular to a road buffer speed reduction safety guardrail. Background Technology

[0002] Currently, the safety guardrails on roads are mostly of the fence type, wave type, chain type, etc., which cannot reduce the speed of vehicles that collide with the side of the vehicle body with the safety guardrail. When turning sharply, due to the driver's lack of concentration, unfamiliarity with the road conditions, excessive speed, or improper operation, the vehicle body collides with the safety guardrail on the side, and the vehicle loses control, the speed is too high, and it is impossible to brake in time, and it may even break through the guardrail.

[0003] For example, a road buffer and speed-reducing safety guardrail. The main technical principle of this patent is to mitigate injuries and fatalities caused by traffic accidents through multi-level protection. Specifically, the protective system of this patent includes a crash barrier, support rods, secondary crash springs, secondary protective components, buffer shock-absorbing springs, a connecting support plate, vehicle speed bumps, anti-fall netting, angled reinforcing rods, and anti-fall netting. These components, through different arrangements and connections, form a complete protective system that can effectively reduce the damage caused by traffic accidents.

[0004] The aforementioned invention reduces the impact speed of a car after colliding with a guardrail by setting up multiple protective components, thus preventing the car from breaking through the guardrail at excessive speed. However, the aforementioned safety guardrail occupies a large area, encroaches on road space, is inconvenient to use, and is not conducive to its widespread adoption. Summary of the Invention

[0005] In order to reduce the footprint of safety barriers without affecting their protective function, this application provides a road buffer speed reduction safety barrier.

[0006] The road buffer and speed reduction safety guardrail provided in this application adopts the following technical solution:

[0007] A road buffer speed reduction safety guardrail, including

[0008] The guardrail is installed beside the road to buffer and slow down out-of-control vehicles.

[0009] The posts are set on both sides of the guardrail and have moving grooves for the guardrail to move. A first buffer spring is set in the moving groove. One end of the first buffer spring is fixed to the side of the moving groove away from the road and the other end is fixed to the guardrail.

[0010] A fall protection net, which is hingedly connected to the column;

[0011] The triggering element includes a trigger switch disposed in the movable groove and a drive element fixedly disposed on the column. The drive element is electrically connected to the trigger switch and drives the fall protection net to rotate to a vertical position.

[0012] By adopting the above technical solution, the posts are set up beside the road, and a moving groove is opened for the guardrail to move. A fall protection net is installed on the side of the post away from the road. The fall protection net has two states: one is the inactive state, in which the fall protection net is spread out or facing downwards. When the guardrail is hit by a car, the guardrail moves outwards along the moving groove. During the movement, it will touch a trigger switch. The drive component electrically connected to the trigger switch drives the fall protection net to rotate to a vertical state. When an out-of-control vehicle hits the guardrail, the guardrail and the first buffer spring provide the out-of-control vehicle with the first buffer force. After the guardrail triggers the trigger switch, the fall protection net provides the out-of-control vehicle with the second buffer force. This reduces the area occupied by the safety guardrail without affecting the protective function of the guardrail for out-of-control vehicles.

[0013] Preferably, a first locking block is provided on the side of the movable groove near the guardrail. Multiple first locking blocks are evenly arranged in the vertical direction, and the guardrail has a locking groove for the first locking blocks to engage.

[0014] By adopting the above technical solution, the guardrail is secured to the post by the first locking block. When an out-of-control vehicle hits the guardrail, the first locking block first fixes the guardrail in place. Once the first locking block can no longer support the guardrail, the guardrail begins to move away from the road. The first locking block slows down the movement of the guardrail.

[0015] Preferably, the column has a groove for the first locking block to move, and a compression spring is provided to make the first locking block move in a direction close to the guardrail. Multiple sets of the first locking blocks are arranged in the moving groove along the moving direction of the guardrail.

[0016] By adopting the above technical solution, multiple sets of first blocks are set when the guardrail moves towards the side away from the road. After the first set of first blocks can no longer support the guardrail, multiple sets of first blocks continue to support the guardrail. By setting multiple sets of first blocks to support the guardrail, a buffer is provided for out-of-control vehicles, increasing the buffering effect on out-of-control vehicles.

[0017] Preferably, a guide groove is provided on the side of the locking groove away from the road, the guide groove is at a distance from the side of the guardrail, and the side of the locking groove closer to the road is flush with the side of the guardrail.

[0018] By adopting the above technical solution, when an out-of-control vehicle collides with the guardrail, the guardrail may deform. Once the guardrail is deformed, the first locking block may not align with the locking slot. By opening a guide slot on the side of the locking slot away from the road, the first locking block can easily enter the locking slot and intercept the guardrail, further improving the protection against out-of-control vehicles.

[0019] Preferably, it also includes a buffer plate, which is disposed on the side of the guardrail closer to the road. The buffer plate is located on both sides between the two posts, and a plurality of second buffer springs are evenly disposed between the buffer plate and the guardrail.

[0020] By adopting the above technical solution, when an out-of-control car crashes into the guardrail, it first contacts the buffer plate, and the second buffer spring provides initial cushioning for the out-of-control vehicle until the impact force is too great. At this point, the buffer plate, along with the guardrail, moves to the outside of the road. By setting up the buffer plate and the second buffer spring, the protection for out-of-control vehicles is further enhanced.

[0021] Preferably, a ratchet and pawl are provided at the hinge point between the fall arrest net and the post. The pawl is fixedly connected to the fall arrest net, and the ratchet is fixedly connected to the post. The ratchet and the pawl are aligned in the upward flipping direction of the fall arrest net.

[0022] By adopting the above technical solution, the fall protection net is driven to rotate to a vertically upward state by a drive component. When the impact force of an out-of-control car is too large, the fall protection net tends to rotate. In order to ensure that the fall protection net can better protect the out-of-control car, a ratchet and pawl are set at the bottom of the fall protection net to stop it, thereby improving the protective capability of the fall protection net.

[0023] Preferably, a second locking block is provided near the top on the side of the post away from the road, and a corresponding hole is provided on the safety net for the second locking block to pass through. The second locking block is configured as two oppositely positioned barbed hooks. When the safety net is flipped to the top, the safety net is locked in place by the second locking block to prevent it from falling off.

[0024] By adopting the above technical solution, when the fall protection net is flipped to the top, it fits against the side of the post away from the road. To prevent the fall protection net from falling off, a second locking block is set on the post to lock the fall protection net in place, thus stabilizing it. The stable fall protection net further enhances the protection of out-of-control vehicles and prevents them from falling.

[0025] Preferably, the second card block is mechanically connected to the column. The column has an installation hole for the second card block to pass through. At the same time, a baffle is provided on the side of the second card block that is close to the road. The baffle is located on the side of the installation hole that is close to the road and is fixedly connected to the second card block.

[0026] By adopting the above technical solution, the impact force of an out-of-control car is very large. If the second clip is directly welded to the column, it is easy to break under the impact force and cannot stabilize the fall protection net. Now, the second clip is set on the other side of the column through a baffle and mechanically connected by passing through the column mounting hole. This avoids the phenomenon of the second clip falling off due to excessive impact force, further improving the protection of out-of-control vehicles and preventing them from falling.

[0027] In summary, this application includes at least one of the following beneficial technical effects:

[0028] 1. The posts are set up beside the road and a moving groove is opened for the guardrail to move. A fall protection net is installed on the side of the post away from the road. The fall protection net has two states: one is the inactive state, in which the fall protection net is spread out or facing downwards. When the guardrail is hit by a car, the guardrail moves outwards along the moving groove. During the movement, it will touch the trigger switch. The drive component electrically connected to the trigger switch drives the fall protection net to rotate to the vertical state. When the out-of-control vehicle hits the guardrail, the guardrail and the first buffer spring provide the out-of-control vehicle with the first buffer force. After the guardrail triggers the trigger switch, the fall protection net provides the out-of-control vehicle with the second buffer force. This reduces the area occupied by the safety guardrail without affecting the protective function of the guardrail for out-of-control vehicles.

[0029] 2. The guardrail is secured to the post by the first locking block. When an out-of-control vehicle hits the guardrail, the first locking block first fixes the guardrail in place. Once the first locking block can no longer support the guardrail, the guardrail begins to move away from the road. The first locking block slows down the movement of the guardrail.

[0030] 3. When the guardrail moves away from the road, multiple sets of first blocks are set up. If the first set of first blocks can no longer support the guardrail, the subsequent sets of first blocks will continue to support the guardrail. By setting multiple sets of first blocks to support the guardrail, a buffer is provided for out-of-control vehicles, increasing the buffering effect on out-of-control vehicles. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of a road buffer speed reduction safety guardrail structure according to this application.

[0032] Figure 2 yes Figure 1 Sectional view at point AA.

[0033] Figure 3 This is a reference diagram showing the usage status of the fall protection net in this application.

[0034] Figure 4 yes Figure 3 Enlarged view of section B.

[0035] Explanation of reference numerals in the attached drawings: 1. Guardrail; 11. Snap-fit ​​groove; 12. Guide groove; 2. Post; 21. Moving groove; 22. First buffer spring; 23. First locking block; 3. Fall protection net; 31. Support frame; 32. Protective net; 4. Trigger; 41. Trigger switch; 42. Drive component; 5. Buffer plate; 51. Second buffer spring; 6. Ratchet; 7. Pawl; 8. Second locking block; 81. Reverse locking; 82. Baffle. Detailed Implementation

[0036] The following is in conjunction with the appendix Figure 1-4 This application will be described in further detail.

[0037] This application discloses a road buffer and speed-reducing safety guardrail. (Refer to...) Figure 1 The road buffer speed reduction safety guardrail includes guardrail 1, post 2, anti-fall net 3, trigger 4, and buffer plate 5.

[0038] Reference Figure 1 Guardrail 1 is installed beside the road and includes a frame and railings, with multiple railings embedded in the frame.

[0039] The column 2 is set as a square body, and the bottom of the column 2 is fixedly connected to the ground. Specifically, the column 2 can be set as a pre-embedded part or rigidly connected to a pre-embedded part set in the ground.

[0040] The posts 2 are set on both sides of the guardrail 1, and a movable groove 21 is opened on the side closer to the guardrail 1. The frame of the guardrail 1 moves in the direction of the movable groove 21 toward or away from the road.

[0041] A first buffer spring 22 is installed between the side of the frame away from the road and the side wall of the moving trough 21 located in the moving trough 21. When the guardrail 1 moves toward the side away from the road, the first buffer spring 22 provides buffer protection for the guardrail 1.

[0042] A buffer plate 5 is installed on the side of the guardrail 1 closest to the road. Multiple second buffer springs 51 are evenly arranged between the buffer plate 5 and the guardrail 1. When an out-of-control car rushes into the guardrail 1, it first contacts the buffer plate 5 and is initially buffered by the action of the second buffer springs 51. Until the impact force is too great, the buffer plate 5 carries the guardrail 1 and moves to the outside of the road. By setting the buffer plate 5 and the second buffer springs 51, the protection of the out-of-control car is further improved.

[0043] The height of the buffer plate 5 and the height of the guardrail 1 can be set to be the same. The width of the buffer plate 5 is set to be less than the distance between the two posts 2. At the same time, support sleeves are set at the four corners of the buffer plate 5 near the guardrail 1 to support the buffer plate 5 and prevent the buffer plate 5 from falling off under the action of gravity.

[0044] Reference Figure 1 , Figure 2 The moving groove 21 is also provided with a first locking block 23 on one side of the guardrail 1. Specifically, the column 2 is provided with a groove for the first locking block 23 to move. The first locking block 23 is cylindrical and hemispherical on the side near the guardrail 1. A pressure spring is provided in the groove. Under the action of the pressure spring, the first locking block 23 moves in the groove toward the guardrail 1. The guardrail 1 is provided with a locking groove 11 for the first locking block 23 to engage. The guardrail 1 is engaged with the column 2 by the first locking block 23. When an out-of-control vehicle hits the guardrail 1, the first locking block 23 first fixes the guardrail 1. After the first locking block 23 can no longer support it, the guardrail 1 begins to move away from the road. The first locking block 23 is provided to slow down the movement of the guardrail 1.

[0045] Reference Figure 2 Multiple sets of first locking blocks 23 are set in the moving groove 21 along the moving direction of the guardrail 1. Multiple sets of first locking blocks 23 are set when the guardrail 1 moves away from the road. After the first set of first locking blocks 23 can no longer support, the guardrail 1 continues to be supported by the subsequent sets of first locking blocks 23. By setting multiple sets of first locking blocks 23 to support the guardrail 1, the out-of-control vehicle is buffered, and the buffering effect on the out-of-control vehicle is increased.

[0046] A guide groove 12 is provided on the side of the locking groove 11 away from the road. When an out-of-control vehicle hits the guardrail 1, the guardrail 1 may deform. Once the guardrail 1 is deformed, the first locking block 23 may not align with the locking groove 11. By providing a guide groove 12 on the side of the locking groove 11 away from the road, the first locking block 23 can more easily enter the locking groove 11 and intercept the guardrail 1, further improving the protection against out-of-control vehicles.

[0047] Reference Figure 1 The fall protection net 3 includes a support frame 31 and a protective net 32. The support frame 31 is a square frame, and the protective net 32 ​​is fixed between the support frames 31. The support frame 31 is hinged to the bottom of the post 2 on the side away from the road.

[0048] Reference Figure 1 , Figure 3 The fall arresting net 3 can be in two states: one is the inactive state, in which the fall arresting net 3 is spread out or facing downwards. When the guardrail 1 is hit by a car, the guardrail 1 moves to the outside of the road along the moving groove 21, and the fall arresting net 3 rotates to the vertical state. When the out-of-control vehicle hits the guardrail 1, the guardrail 1 and the first buffer spring 22 provide the out-of-control vehicle with the first buffer force. After the guardrail 1 triggers the trigger switch 41, the fall arresting net 3 provides the out-of-control vehicle with the second buffer force. While reducing the area occupied by the safety guardrail, it does not affect the protective function of the guardrail 1 for out-of-control vehicles.

[0049] Reference Figure 4 The anti-fall net 3 is also equipped with a ratchet 6 and pawl 7 structure at the hinge joint with the column 2. When the anti-fall net 3 is rotated to the vertical upward position, the anti-fall net 3 tends to rotate outward under the excessive impact force of the out-of-control car. In order to ensure that the anti-fall net 3 can better protect the out-of-control car, a ratchet 6 and pawl 7 are set at the bottom of the anti-fall net 3 to stop it, thereby improving the protective capability of the anti-fall net 3.

[0050] Reference Figure 3 A second locking block 8 is installed on the top of the side of the column 2 away from the road. The second locking block 8 includes an inverted clip 81 and a baffle 82. Specifically, the inverted clip 81 is configured as two oppositely positioned inverted hooks. The column 2 has mounting holes for the inverted clips 81 to pass through. The baffle 82 is located on the side of the column 2 closer to the road. The diameter of the baffle 82 is larger than the mounting holes to prevent the inverted clips 81 from falling off the column 2. The support frame 31 has holes for the second locking block 8 to pass through. When the fall protection net 3 is flipped to the top, the fall protection net 3 is attached to the side of the column 2 away from the road. To prevent the fall protection net 3 from falling off, the second locking block 8 on the column 2 is used to lock the fall protection net 3, stabilizing the fall protection net 3. The stable fall protection net 3 further enhances the protection of out-of-control vehicles and prevents them from falling.

[0051] Reference Figure 1 The triggering element 4 includes a trigger switch 41 and a driving element 42. The trigger switch 41 is located at the bottom of the moving groove 21. The driving element 42 is electrically connected to the trigger switch 41 and is located on the side of the guardrail 1 away from the road. When the guardrail 1 is hit by a car, the guardrail 1 moves along the moving groove 21 to the outside of the road. During the movement, it will touch the trigger switch 41. The driving element 42, which is electrically connected to the trigger switch 41, drives the fall protection net 3 to rotate to a vertical state.

[0052] The drive unit 42 is set as a motor, which is fixedly connected to the column 2. After the trigger switch 41 is triggered, it can quickly drive the fall protection net 3 to rotate to a vertical position to block out-of-control vehicles.

[0053] The implementation principle of a road buffer speed reduction safety guardrail in this application embodiment is as follows: a post 2 is set up beside the road, and a moving groove 21 is opened for the guardrail 1 to move. A fall protection net 3 is set on the side of the post 2 away from the road. The fall protection net 3 has two states: one is the inactive state, in which the fall protection net 3 is spread out or facing downwards. When the guardrail 1 is hit by a car, the guardrail 1 moves to the outside of the road along the moving groove 21. During the movement, it will touch the trigger switch 41. The drive component 42, which is electrically connected to the trigger switch 41, drives the fall protection net 3 to rotate to the vertical state. When the out-of-control vehicle hits the guardrail 1, the guardrail 1 and the first buffer spring 22 give the out-of-control vehicle the first buffer force. After the guardrail 1 triggers the trigger switch 41, the fall protection net 3 gives the out-of-control vehicle the second buffer force. While reducing the area occupied by the safety guardrail, it does not affect the protective function of the guardrail 1 for out-of-control vehicles.

[0054] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A road buffer and speed-reducing safety guardrail, characterized in that: include Guardrail (1), which is set up beside the road to buffer and slow down out-of-control vehicles; Post (2), the post (2) is set on both sides of the guardrail (1) and a moving groove (21) is opened for the guardrail (1) to move. A first buffer spring (22) is set in the moving groove (21). One end of the first buffer spring (22) is fixedly set to the side of the moving groove (21) away from the road, and the other end is fixedly set on the guardrail (1). A fall arresting net (3) is hinged to the column (2); The trigger (4) includes a trigger switch (41) disposed in the moving groove (21) and a drive (42) fixedly disposed on the column (2). The drive (42) is electrically connected to the trigger switch (41) and drives the fall protection net (3) to rotate to a vertical state.

2. The road buffer speed reduction safety guardrail according to claim 1, characterized in that: The movable slot (21) is also provided with a first locking block (23) on the side near the guardrail (1). Multiple first locking blocks (23) are evenly arranged in the vertical direction. The guardrail (1) has a locking slot (11) for the first locking block (23) to engage.

3. The road buffer speed reduction safety guardrail according to claim 2, characterized in that: The column (2) has a groove for the first locking block (23) to move, and a compression spring is provided so that the first locking block (23) moves in a direction close to the guardrail (1). Multiple sets of the first locking block (23) are provided in the moving groove (21) along the moving direction of the guardrail (1).

4. The road buffer speed reduction safety guardrail according to claim 3, characterized in that: The locking groove (11) has a guide groove (12) on the side away from the road. The guide groove (12) is at a distance from the side of the guardrail. The locking groove (11) is flush with the side of the guardrail on the side closer to the road.

5. The road buffer speed reduction safety guardrail according to claim 1, characterized in that: It also includes a buffer plate (5), which is set on the side of the guardrail (1) close to the road. The buffer plate (5) is located between the two posts (2) on both sides. Multiple second buffer springs (51) are evenly arranged between the buffer plate (5) and the guardrail (1).

6. The road buffer speed reduction safety guardrail according to claim 1, characterized in that: The fall arresting net (3) and the column (2) are hinged together by a ratchet (6) and a pawl (7). The pawl (7) is fixedly connected to the fall arresting net (3). The ratchet (6) is fixedly connected to the column (2). The ratchet (6) and the pawl (7) are in the same direction when the fall arresting net (3) is turned upward.

7. The road buffer speed reduction safety guardrail according to claim 1, characterized in that: The post (2) is provided with a second locking block (8) near the top on the side away from the road. The anti-fall net (3) has a corresponding hole for the second locking block (8) to pass through. The second locking block (8) is provided as two oppositely positioned barbed hooks (81). When the anti-fall net (3) is flipped to the top, the anti-fall net (3) is locked by the second locking block (8) to prevent the anti-fall net (3) from falling off.

8. The road buffer speed reduction safety guardrail according to claim 7, characterized in that: The second card block (8) is mechanically connected to the column (2). The column (2) has an installation hole for the second card block (8) to pass through. At the same time, a baffle (82) is provided on the side of the second card block (8) near the road. The baffle (82) is located on the side of the installation hole near the road and is fixedly connected to the second card block (8).

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