Barrier tape for continuous traffic construction of highway reconstruction project

Abstract

The application discloses a blocking belt for continuous traffic construction of highway reconstruction engineering and belongs to the field of blocking belts. The blocking belt for continuous traffic construction of highway reconstruction engineering comprises a plurality of supporting seats which are fixedly connected, a cross beam arranged on the upper side of the supporting seat, a plurality of fixed shafts which are rotatable between the cross beam and the supporting seat, and blocking plates which are fixed on the fixed shafts and form a blocking mechanism, wherein the blocking plates at the starting end of the blocking mechanism are fixed between the cross beam and the supporting seat. The application buffers the vehicle through a suitable buffer stroke, effectively improves the buffering effect on the vehicle, reduces the safety hazards, and effectively prevents the vehicle from colliding with the second buffer plate at the fixed shaft so that the fixed shaft cannot timely detach from the cross beam to cause the vehicle buffering failure.

Description

Technical Field

[0001] This invention relates to the field of barrier technology, and in particular to a barrier for continuous traffic construction in highway reconstruction projects. Background Technology

[0002] Expressways are high-grade highways. According to the "Technical Standards for Highway Engineering" issued by the Ministry of Transport of China, an expressway is "a highway that can accommodate an average daily traffic volume of more than 25,000 passenger cars, is dedicated to high-speed driving of automobiles in separate lanes, and has fully controlled access." Expressways are roads for vehicles to travel at high speeds. When upgrading an expressway, it needs to be upgraded in sections. In order to ensure the normal operation of traffic, expressway upgrades usually adopt the method of single-lane upgrade. During the construction of expressway upgrade projects, it is necessary to set up barriers on the construction lanes to prevent vehicles from accidentally entering the construction area.

[0003] On highways, cars travel at high speeds. Sometimes, a car may fail to change lanes in time or brake in time due to a vehicle in the adjacent lane, and collide with the median strip. Currently, the median strips that need to be set up in the construction area during highway construction are often fixed barriers. These barriers only serve as barriers and cannot buffer cars that brake in time.

[0004] In the prior art, patent publication number CN110747782B, published on 2021-07-06, discloses a barrier strip for continuous traffic construction in highway reconstruction projects. It includes four I-beams, with two I-beams on the same side forming a group. Two horizontal plates are detachably connected between the opposite sidewalls of the two I-beams within the same group. One horizontal plate is located at the upper end between the two I-beams, and the other horizontal plate is located at the lower end between the two I-beams. This invention also proposes a method for using the barrier strip for continuous traffic construction in highway reconstruction projects. This invention achieves the goal of rapid installation of the barrier strip, greatly improving the installation speed. The number of barrier strips can be determined according to the length of the construction section. Simultaneously, it provides buffer protection for vehicles in unexpected situations, reducing the impact force of vehicle collisions, improving vehicle safety, and enhancing the overall structural stability, preventing tipping and ensuring effective construction.

[0005] While the aforementioned patent can cushion the impact on a vehicle, the impact force of a high-speed vehicle is significant. Using a guard plate for short-stroke cushioning is not ideal in two ways. Furthermore, due to the vehicle's high inertia, the impact between the vehicle and the guard plate may cause the occupants to experience a large inertial force instantaneously, posing a certain safety hazard. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a barrier strip for continuous traffic construction in highway reconstruction projects that can overcome or at least partially solve the above problems.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A traffic barrier for highway reconstruction projects includes: multiple support seats fixedly connected together; a crossbeam disposed on the upper side of the support seats; multiple fixed shafts rotatable between the crossbeam and the support seats; barrier plates fixed on the fixed shafts, the multiple barrier plates forming a barrier mechanism, each barrier mechanism having a starting end and an ending end, wherein the barrier plate at the starting end of the barrier mechanism is fixed between the crossbeam and the support seats; a spring damper fixed on the barrier plate, with a steel wire rope between the output end of the spring damper and an adjacent barrier plate; and a limiting component for limiting the movement of the fixed shafts. When a vehicle impacts one of the barrier plates, the impacted barrier plate rotates along the axis of the fixed shaft. At this time, the spring damper and the steel wire rope cooperate to buffer the rotating barrier plate, thereby buffering the vehicle. When the barrier plate rotates and moves by an angle, the limiting component on the barrier plate releases the limitation on the fixed shaft.

[0009] Preferably, the barrier plate is symmetrically provided with a connecting mechanism, the connecting mechanism including a first fixing plate and a second fixing plate fixed on the barrier plate, a fixing rod fixedly connected between the first fixing plate and the second fixing plate, an L-shaped slider provided on the fixing rod, a steel wire rope fixedly connected to the L-shaped slider, a connector fixedly connected to one end of the steel wire rope, an installation rod fixedly connected to the output end of the spring damper, and the connector fixedly connected to the installation rod by a nut.

[0010] To facilitate compensation for the difference in the spring damper, preferably, the upper end of the L-shaped slider is in contact with the first fixed plate, and a buffer spring is fixedly connected between the L-shaped slider and the second fixed plate.

[0011] To facilitate the limiting of the fixed shaft, the limiting assembly further includes multiple limiting grooves formed on the crossbeam, the fixed shaft rotates within the limiting grooves, the limiting grooves are provided with a transition angle, and the limiting grooves are provided with electromagnetic locking blocks that match the fixed shaft. A third conductive block is fixedly connected to one of the L-shaped sliders, and a fourth conductive block is fixedly connected to the other L-shaped slider.

[0012] To prevent damage to the barrier from direct vehicle impact, preferably, a first buffer plate and a second buffer plate are provided on one side of the barrier plate. The second buffer plate is located on the side closer to the fixed shaft. First slide rods are symmetrically fixedly connected to the first buffer plate and slide on the barrier plate. A first connecting plate is fixedly connected between two first slide rods. A first tension spring is symmetrically fixedly connected between the first connecting plate and the barrier plate. A first pressure sensor matching the first buffer plate is fixedly connected to the barrier plate. Second slide rods are symmetrically fixedly connected to the second buffer plate and slide on the barrier plate. A second connecting plate is fixedly connected between two adjacent second slide rods. A second tension spring is symmetrically fixedly connected between the second connecting plate and the barrier plate. A second pressure sensor matching the second buffer plate is fixedly connected to the barrier plate.

[0013] To prevent the vehicle from being directly fixed at the axle, preferably, a buffer airbag is provided inside the second buffer plate, a gas generator body is provided on the lower side of the buffer airbag, a connecting pipe is provided between the gas generator body and the inner cavity of the buffer airbag, and limit plates are symmetrically provided on the second buffer plate.

[0014] To facilitate timely inflation of the airbag, a first conductive block is fixedly connected inside the first fixed plate, and a second conductive block is fixedly connected inside the L-shaped slider.

[0015] To improve the stability of the support base, preferably, multiple support bases are combined and fixed to form a triangular structure. The support base without the blocking mechanism is fixedly connected to a support plate, and one of the support plates is interlocked with the blocking plate at the starting end of the blocking mechanism.

[0016] To facilitate vehicle deceleration, preferably, a deceleration zone is provided between the plurality of support seats.

[0017] To facilitate the protection of the airbag, a rubber plate is further provided on the end face of the second buffer plate, and a fracture groove is provided between the side of the rubber plate away from the first buffer plate and the second buffer plate.

[0018] Compared with the prior art, the present invention provides a barrier strip for continuous traffic construction in highway reconstruction projects, which has the following beneficial effects:

[0019] 1. The highway reconstruction project uses a traffic barrier strip for continuous traffic construction. When a vehicle is impacted, the barrier rotates along a fixed axis. A steel cable pulls a spring damper, and the spring damper and steel cable work together to cushion the impact on the barrier, thus buffering the vehicle. Furthermore, when a vehicle pushes the barrier and rotates it a certain angle, the limiting component releases the limit on the fixed axis of the barrier, causing the spring damper on the released barrier to activate and further cushion the vehicle. By providing a suitable buffer stroke, the project effectively improves the vehicle's cushioning effect and significantly reduces safety hazards.

[0020] 2. The highway reconstruction project uses a barrier strip for continuous traffic construction. When the barrier plate that is hit rotates along the fixed axis, the output end of the spring damper slides outward. After the spring damper slides outward a certain distance, the L-shaped slider slides along the fixed rod to compress the buffer spring. The buffer spring then buffers the barrier plate and the vehicle again, thereby effectively improving the buffering effect on the vehicle and preventing it from being violently impacted.

[0021] 3. The highway reconstruction project uses a traffic barrier strip for construction. The first and second buffer plates provide initial buffering for vehicles, effectively preventing damage to the barrier plates caused by instantaneous contact between vehicles and the barrier plates, thus affecting the buffering effect on vehicles. Furthermore, the first and second buffer plates can effectively improve the buffering effect on vehicles.

[0022] 4. The highway reconstruction project uses a barrier strip for traffic construction. The controller controls the gas generator to output a certain amount of gas. The gas enters the buffer airbag through the connecting pipe. The buffer airbag expands rapidly and opens the second buffer plate to buffer the vehicle. This effectively prevents the fixed axle from failing to detach from the crossbeam in time after the vehicle hits the second buffer plate at the fixed axle, thus preventing the vehicle from being unable to be buffered. It also effectively improves the buffering effect on the vehicle and effectively reduces its safety hazards.

[0023] The parts not involved in this device are the same as or can be implemented using existing technology. This invention provides a suitable buffer stroke to buffer the vehicle, effectively improving the buffering effect of the vehicle, reducing its safety hazards, and effectively preventing the fixed shaft from failing to detach from the crossbeam in time after the vehicle hits the second buffer plate at the fixed axle, thus preventing the vehicle from being unable to be buffered. Attached Figure Description

[0024] Figure 1 This is a schematic diagram showing the installation location of a traffic barrier for highway reconstruction projects proposed in this invention.

[0025] Figure 2 This is a schematic diagram of the structure of a traffic-blocking barrier for highway reconstruction projects proposed in this invention.

[0026] Figure 3 This is a schematic diagram of the unfolded structure of the crossbeam, electromagnetic locking, and barrier plate in a barrier strip for continuous traffic construction in highway reconstruction projects, as proposed in this invention.

[0027] Figure 4 This is a schematic diagram of the structure of a barrier plate in a barrier strip for continuous traffic construction in highway reconstruction projects, as proposed in this invention.

[0028] Figure 5 This is a cross-sectional schematic diagram of a barrier plate in a barrier strip used for continuous traffic construction in highway reconstruction projects, as proposed in this invention.

[0029] Figure 6 This is a cross-sectional schematic diagram of an L-shaped slider, a first fixing plate, a first conductive block, a second conductive block, and a third conductive block in a barrier strip for continuous traffic construction in a highway reconstruction project, as proposed in this invention.

[0030] Figure 7 This is a schematic diagram of the deployed structure of a barrier plate, a first buffer plate, a second buffer plate, and a buffer airbag in a barrier strip for continuous traffic construction in highway reconstruction projects, as proposed in this invention.

[0031] Figure 8 This is a schematic diagram of the deployment structure of the second buffer plate and buffer airbag in a barrier strip for continuous traffic construction in a highway reconstruction project, as proposed in this invention.

[0032] Figure 9 This invention proposes a traffic barrier for highway reconstruction projects. Figure 8 Enlarged view of point A in the middle;

[0033] Figure 10 This is a cross-sectional schematic diagram of a buffer airbag in a barrier strip used for continuous traffic construction in highway reconstruction projects, as proposed in this invention.

[0034] In the diagram: 1. Construction area; 101. Safety area; 102. Barrier area; 2. Support base; 201. Support plate; 202. Starting end; 203. End; 204. Crossbeam; 205. Limiting groove; 206. Transition angle; 207. Electromagnetic locking block; 208. Deceleration area; 3. Barrier plate; 301. Fixed shaft; 302. Spring damper; 303. Mounting rod; 304. Nut; 4. First fixing plate; 401. Second fixing plate; 402. Fixing rod; 403. L-shaped slider; 404. Buffer spring; 405. Steel wire rope; 406. Connecting... 407. Connector; 408. First conductive block; 409. Third conductive block; 410. Fourth conductive block; 5. First buffer plate; 501. First slide rod; 502. First connecting plate; 503. First tension spring; 504. First pressure sensor; 6. Second buffer plate; 601. Second slide rod; 602. Second connecting plate; 603. Second tension spring; 604. Second pressure sensor; 605. Buffer airbag; 606. Limiting plate; 607. Gas generator body; 608. Connecting pipe; 609. Rubber plate; 610. Fracture groove. Detailed Implementation

[0035] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0036] Example 1: Refer to Figures 1-10 A barrier strip for continuous traffic construction in highway reconstruction projects includes: multiple support seats 2, which are fixedly connected; a crossbeam 204, which is disposed on the upper side of the support seats 2; multiple fixed shafts 301, which rotate between the crossbeam 204 and the support seats 2; and barrier plates 3, which are fixed on the fixed shafts 301. The multiple barrier plates 3 form a barrier mechanism, and the two ends of the barrier mechanism are respectively provided with a starting end 202 and an ending end 203. The barrier plate 3 located at the starting end 202 of the barrier mechanism is fixed between the crossbeam 204 and the support seats 2. A spring damper 302 is fixed on a baffle plate 3. A steel wire rope 405 is provided between the output end of the spring damper 302 and the adjacent baffle plate 3. A limiting component is used to limit the fixed shaft 301. When a car hits one of the baffle plates 3, the impacted baffle plate 3 rotates along the axis of the fixed shaft 301. At this time, the spring damper 302 and the steel wire rope 405 cooperate to buffer the rotating baffle plate 3, thereby buffering the car. When the baffle plate 3 rotates and moves by an angle, the limiting component on the baffle plate 3 releases the limitation on the fixed shaft 301.

[0037] Multiple support bases 2 are interconnected by bolts.

[0038] When modifying highways under conditions of continuous traffic, refer to Figure 1 A safety zone 101 is set up on the side of construction area 1 away from the direction of travel, with a length of 30 to 50 meters. Then, a barrier zone 102 is set up on the side of safety zone 101 away from construction area 1. The device is placed within the barrier zone 102. The support base 2 is first erected on the barrier zone 102; the specific erection location is as follows... Figure 1 .

[0039] When a vehicle collides with one of the barrier plates 3 on the barrier mechanism, the barrier plate 3 that is impacted rotates along the axis of the fixed shaft 301. The wire rope 405 pulls the spring damper 302. The spring damper 302 and the wire rope 405 work together to buffer the barrier plate 3, thereby buffering the vehicle. Furthermore, when the vehicle pushes the barrier plate 3 to rotate a certain angle, the limiting component releases the limiting of the fixed shaft 301 on the barrier plate 3. The spring damper 302 on the released barrier plate 3 then works to buffer the vehicle. By providing a suitable buffer stroke, the vehicle buffering effect is effectively improved, and its safety hazards are effectively reduced.

[0040] Example 2: Refer to Figures 1-10 A barrier strip for continuous traffic construction in highway reconstruction projects is basically the same as in Embodiment 1. Further, the barrier plate 3 is symmetrically provided with a connecting mechanism. The connecting mechanism includes a first fixing plate 4 and a second fixing plate 401 fixed on the barrier plate 3. A fixing rod 402 is fixedly connected between the first fixing plate 4 and the second fixing plate 401. An L-shaped slider 403 is provided on the fixing rod 402. A steel wire rope 405 is fixedly connected to the L-shaped slider 403. A connector 406 is fixedly connected to one end of the steel wire rope 405. An installation rod 303 is fixedly connected to the output end of the spring damper 302. The connector 406 is fixedly connected to the installation rod 303 through a nut 304.

[0041] The upper end of the L-shaped slider 403 is in contact with the first fixed plate 4, and a buffer spring 404 is fixedly connected between the L-shaped slider 403 and the second fixed plate 401.

[0042] When the impacted barrier plate 3 rotates along the fixed shaft 301, the output end of the spring damper 302 slides outward. After the spring damper 302 slides outward a certain distance, the L-shaped slider 403 slides along the fixed rod 402 to compress the buffer spring 404. The buffer spring 404 then buffers the barrier plate 3 and the vehicle again, thereby effectively improving the buffering effect on the vehicle and preventing it from being violently impacted.

[0043] As the baffle plate 3 rotates, the horizontal angle between the wire rope 405 and the output end of the spring damper 302 gradually increases. At this time, the deceleration effect of the spring damper 302 on the wire rope 405 decreases. At this time, the two sets of buffer springs 404 compensate for a certain buffer force and can apply a gradually increasing buffer force, thereby effectively improving the buffering effect on the vehicle.

[0044] When the L-shaped slider 403 slides downward, the two steel wire ropes 405 move closer to each other and gradually become horizontal with the spring damper 302, thereby effectively increasing the buffer stroke of the vehicle and thus effectively improving the buffer deceleration effect of the vehicle.

[0045] Example 3: Reference Figures 1-10 A barrier strip for continuous traffic construction in highway reconstruction projects is basically the same as in Embodiment 1. Furthermore, the limiting component includes multiple limiting grooves 205 opened on the crossbeam 204, the fixed shaft 301 rotates in the limiting groove 205, the limiting groove 205 is provided with a transition angle 206, the limiting groove 205 is provided with an electromagnetic locking block 207 matching the fixed shaft 301, one of the L-shaped sliders 403 is fixedly connected to a third conductive block 409, and another L-shaped slider 403 is fixedly connected to a fourth conductive block 410.

[0046] When the two L-shaped sliders 403 slide to contact the third conductive block 409 and the fourth conductive block 410, the controller receives the energizing signal of the third conductive block 409 and the fourth conductive block 410 on the barrier plate 3. At this time, the controller controls the electromagnetic locking block 207 on the upper side of the barrier plate 3 to de-energize and release the limit on the fixed shaft 301. Then, the spring damper 302 on the current barrier plate 3 will buffer again. The buffer stroke can be adjusted according to the state of the vehicle after the impact, thereby effectively improving the buffering effect on the vehicle.

[0047] It should be noted that an external controller is provided, which is electrically connected to the third conductive block 409, the fourth conductive block 410 and the electromagnetic locking block 207.

[0048] Example 4: Reference Figures 1-10A barrier strip for continuous traffic construction in highway reconstruction projects is basically the same as in Embodiment 1, but further, a first buffer plate 5 and a second buffer plate 6 are provided on one side of the barrier plate 3. The second buffer plate 6 is located on the side near the fixed shaft 301. A first slide rod 501 is symmetrically fixedly connected to the first buffer plate 5 and slides on the barrier plate 3. A first connecting plate 502 is fixedly connected between the two first slide rods 501. A first tension spring 503 is symmetrically fixedly connected between the first connecting plate 502 and the barrier plate 3. A first pressure sensor 504 matching the first buffer plate 5 is fixedly connected to the barrier plate 3. A second slide rod 601 is symmetrically fixedly connected to the second buffer plate 6 and slides on the barrier plate 3. A second connecting plate 602 is fixedly connected between two adjacent second slide rods 601. A second tension spring 603 is symmetrically fixedly connected between the second connecting plate 602 and the barrier plate 3. A second pressure sensor 604 matching the second buffer plate 6 is fixedly connected to the barrier plate 3.

[0049] When a vehicle collides with the barrier 3, it first impacts the first buffer plate 5 or the second buffer plate 6. The first buffer plate 5 and the second buffer plate 6 provide initial cushioning for the vehicle, effectively preventing damage to the barrier 3 caused by instantaneous contact between the vehicle and the barrier 3, which would affect the cushioning effect on the vehicle. Furthermore, the first buffer plate 5 and the second buffer plate 6 can effectively improve the cushioning effect on the vehicle.

[0050] When the vehicle hits the second buffer plate 6, the second buffer plate 6 squeezes the second pressure sensor 604. After receiving the signal from the second pressure sensor 604, the controller controls the electromagnetic locking block 207 on the upper side of the barrier plate 3 where the impacted second buffer plate 6 is located to be de-energized, thereby effectively preventing the vehicle from hitting the fixed shaft 301 without buffering.

[0051] When the vehicle hits the first buffer plate 5, the barrier plate 3 rotates. If the third conductive block 409 and the fourth conductive block 410 do not contact each other, but the barrier plate 3 rotates at a certain angle, the vehicle squeezes the second buffer plate 6. The second pressure sensor 604 receives the pressure signal. At this time, the controller controls the electromagnetic locking block 207 on the upper side of the fixed shaft 301 to de-energize.

[0052] Example 5: Refer to Figures 1-10 A barrier strip for continuous traffic construction in highway reconstruction projects is basically the same as in Embodiment 1, but further includes a buffer airbag 605 inside the second buffer plate 6, a gas generator body 607 on the lower side of the buffer airbag 605, a connecting pipe 608 between the gas generator body 607 and the inner cavity of the buffer airbag 605, and limit plates 606 symmetrically arranged on the second buffer plate 6.

[0053] When the controller receives the pressure signal detected by the second pressure sensor 604, the controller controls the gas generator body 607 to output a certain amount of gas. The gas enters the buffer airbag 605 through the connecting pipe 608. The buffer airbag 605 expands rapidly, opening the second buffer plate 6 to buffer the vehicle. This effectively prevents the fixed axle 301 from failing to detach from the crossbeam 204 in time after the vehicle hits the second buffer plate 6 at the fixed axle 301, thus preventing the vehicle from being unable to be buffered. It also effectively improves the buffering effect on the vehicle and effectively reduces its safety hazards.

[0054] It should be noted that the gas generator body 607 adopts the gas generator of the automobile airbag system, and may adopt, but is not limited to, a sodium azide gas generator.

[0055] Example 6: Refer to Figures 1-10 A barrier strip for continuous traffic construction in highway reconstruction projects is basically the same as in Embodiment 1, but further wherein a first conductive block 407 is fixedly connected inside the first fixing plate 4, and a second conductive block 408 is fixedly connected inside the L-shaped slider 403.

[0056] When the L-shaped slider 403 begins to move away from the first fixed plate 4, the controller detects that the current signal of the circuit where the first conductive block 407 and the second conductive block 408 are located is disconnected. At this time, the controller controls the gas generator body 607 to output gas, so that the buffer airbag 605 opens in advance, thereby effectively protecting and buffering the vehicle, preventing the vehicle from deviating from the unconstructed lane, and can buffer the vehicle at multiple points, effectively improving the buffering effect on the vehicle.

[0057] Example 7: Refer to Figures 1-10 A kind of barrier strip for continuous traffic construction in highway reconstruction project is basically the same as that in embodiment 1. Furthermore, multiple support seats 2 are combined and fixed to form a triangular structure. Support plates 201 are fixedly connected to the support seats 2 without barrier mechanisms. One of the support plates 201 is interlocked with the barrier plate 3 at the starting end 202 of the barrier mechanism.

[0058] A deceleration zone 208 is provided between multiple support bases 2.

[0059] The overall triangular structure of the support base 2 can improve the stability of the support base 2, effectively prevent the support base 2 from shifting after being hit by a vehicle, and effectively prevent the barrier plate 3 from collapsing.

[0060] When the vehicle enters the deceleration zone 208, the vehicle is decelerated by the deceleration zone 208, thereby effectively improving the deceleration effect of the vehicle.

[0061] It should be noted that the deceleration zone 208 is filled with fine sand to reduce the friction between the car tires and the road surface, effectively preventing the safety hazard caused by the driver continuing to press the accelerator in a panic after hitting the barrier 3.

[0062] Example 8: Refer to Figures 1-10 A barrier strip for continuous traffic construction in highway reconstruction projects is basically the same as in Embodiment 1. Furthermore, a rubber plate 609 is provided on the end face of the second buffer plate 6, and a fracture groove 610 is provided between the side of the rubber plate 609 away from the first buffer plate 5 and the second buffer plate 6.

[0063] When the airbag 605 is deployed, the rubber plate 609 breaks at the fracture groove 610, causing the rubber plate 609 to open towards the side closer to the first buffer plate 5. This effectively prevents the car from directly contacting the airbag 605 and causing damage to the airbag 605. Furthermore, the opened rubber plate 609 facilitates the sliding of the barrier plate 3 on the vehicle, and the airbag 605 can effectively protect the side of the vehicle, preventing the barrier plate 3 from directly impacting the side of the vehicle.

[0064] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0065] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0066] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0067] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0068] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0069] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Any changes, modifications, substitutions, and variations made by those skilled in the art within the scope of the present invention fall within the protection scope of the present invention.

Claims

1. A traffic barrier for continuous construction in a highway reconstruction project, comprising: A plurality of support bases (2), wherein the plurality of support bases (2) are fixedly connected, characterized in that it further comprises: A crossbeam (204) is disposed on the upper side of the support base (2); Multiple fixed shafts (301) rotate between the crossbeam (204) and the support base (2); A barrier plate (3) is fixed on the fixed shaft (301). Multiple barrier plates (3) form a barrier mechanism. The two ends of the barrier mechanism are respectively provided with a starting end (202) and an ending end (203). The barrier plate (3) located at the starting end (202) of the barrier mechanism is fixed between the crossbeam (204) and the support base (2). A spring damper (302) is fixed on the barrier plate (3), and a steel wire rope (405) is provided between the output end of the spring damper (302) and the adjacent barrier plate (3). A limiting assembly for limiting the fixed shaft (301); When the car hits one of the barrier plates (3), the barrier plate (3) that was hit rotates along the axis of the fixed shaft (301). At this time, the spring damper (302) and the wire rope (405) work together to buffer the rotating barrier plate (3), thereby buffering the car. When the barrier plate (3) rotates and moves by an angle, the limiting component on the barrier plate (3) releases the limiting component on the fixed shaft (301). The barrier plate (3) is symmetrically provided with a connecting mechanism. The connecting mechanism includes a first fixing plate (4) and a second fixing plate (401) fixed on the barrier plate (3). A fixing rod (402) is fixedly connected between the first fixing plate (4) and the second fixing plate (401). An L-shaped slider (403) is provided on the fixing rod (402). The wire rope (405) is fixedly connected to the L-shaped slider (403). One end of the wire rope (405) is fixedly connected to a connector (406). The output end of the spring damper (302) is fixedly connected to an installation rod (303). The connector (406) is fixedly connected to the installation rod (303) through a nut (304).

2. The traffic-blocking barrier for highway reconstruction projects according to claim 1, characterized in that, The upper end of the L-shaped slider (403) is in contact with the first fixed plate (4), and a buffer spring (404) is fixedly connected between the L-shaped slider (403) and the second fixed plate (401).

3. The traffic-blocking barrier strip for highway reconstruction projects according to claim 1, characterized in that, The limiting component includes multiple limiting grooves (205) opened on the crossbeam (204), the fixed shaft (301) rotates in the limiting groove (205), the limiting groove (205) is provided with a transition angle (206), the limiting groove (205) is provided with an electromagnetic locking block (207) matching the fixed shaft (301), one of the L-shaped sliders (403) is fixedly connected with a third conductive block (409), and the other L-shaped slider (403) is fixedly connected with a fourth conductive block (410).

4. The traffic-blocking barrier strip for highway reconstruction projects according to claim 1, characterized in that, The barrier plate (3) has a first buffer plate (5) and a second buffer plate (6) on one side. The second buffer plate (6) is located on the side closer to the fixed shaft (301). The first buffer plate (5) is symmetrically fixedly connected to a first slide rod (501). The first slide rod (501) slides on the barrier plate (3). The two first slide rods (501) are fixedly connected to a first connecting plate (502). The first connecting plate (502) and the barrier plate (3) are symmetrically fixedly connected to a first tension spring (503). The barrier plate (3) has a first buffer plate (502) and a second buffer plate (6) on one side. A first pressure sensor (504) matching the first buffer plate (5) is fixedly connected. A second slide rod (601) is symmetrically fixedly connected on the second buffer plate (6). The second slide rod (601) slides on the barrier plate (3). A second connecting plate (602) is fixedly connected between two adjacent second slide rods (601). A second tension spring (603) is symmetrically fixedly connected between the second connecting plate (602) and the barrier plate (3). A second pressure sensor (604) matching the second buffer plate (6) is fixedly connected on the barrier plate (3).

5. The traffic-blocking barrier strip for highway reconstruction projects according to claim 4, characterized in that, The second buffer plate (6) is provided with a buffer airbag (605), and a gas generator body (607) is provided on the lower side of the buffer airbag (605). A connecting pipe (608) is provided between the gas generator body (607) and the inner cavity of the buffer airbag (605). Limiting plates (606) are symmetrically provided on the second buffer plate (6).

6. The traffic-blocking barrier strip for highway reconstruction projects according to claim 1, characterized in that, The first fixed plate (4) is fixedly connected to the first conductive block (407), and the L-shaped slider (403) is fixedly connected to the second conductive block (408).

7. The traffic-blocking barrier strip for highway reconstruction projects according to claim 1, characterized in that, Multiple support seats (2) are combined and fixed to form a triangular structure. A support plate (201) is fixedly connected to the support seat (2) without the blocking mechanism. One of the support plates (201) is interlocked with the blocking plate (3) at the starting end (202) of the blocking mechanism.

8. The traffic-blocking barrier for highway reconstruction projects according to claim 7, characterized in that, A deceleration zone (208) is provided between the plurality of the support seats (2).

9. The traffic-blocking barrier strip for highway reconstruction projects according to claim 4, characterized in that, A rubber plate (609) is provided on the end face of the second buffer plate (6), and a fracture groove (610) is provided between the side of the rubber plate (609) away from the first buffer plate (5) and the second buffer plate (6).

Images