A traffic crash barrier and installation

Abstract

The present application relates to a kind of road equipment, disclose a traffic crash barrier, it includes several first crash components and the same number of movable slot with first crash component, first crash component includes first support column, baffle structure, first connecting piece and buffer structure, the bottom of first support column is slidably connected to movable slot, first connecting piece is movably connected to first connecting slot, its two ends are connected baffle structure and buffer structure respectively, when vehicle impacts traffic crash barrier, the first support column impacted moves in the direction of movable slot extension to unload impact force, baffle structure is hit to first support column, by first connecting piece connected with it, impact force is absorbed by buffer structure, the anti-crash performance of traffic crash barrier is enhanced, avoid damage;The present application also discloses a kind of traffic crash barrier, by being arranged in the upper of corresponding first crash component with each second crash component, prevent vehicle from overturning after impact and rush to opposite lane.

Description

Technical Field

[0001] This invention relates to road equipment, and more particularly to a traffic crash barrier and facility. Background Technology

[0002] To ensure the safety of vehicles and pedestrians and to fully utilize the function of roads, traffic safety facilities are installed along the roads. These facilities mainly include traffic signs, road markings, crash barriers, and guardrails.

[0003] Crash barriers mainly include guardrails. The main function of guardrails is to prevent out-of-control vehicles from crossing the central divider or running off the roadbed in dangerous sections of the roadside, thus preventing secondary accidents. At the same time, they also have the functions of absorbing energy, reducing the degree of damage to vehicles and people involved in accidents, and guiding the line of sight.

[0004] In most vehicle accidents, vehicles usually do not crash into guardrails head-on, but rather from the side. Since guardrails are mainly used to prevent out-of-control vehicles from crossing the median or running off the road in dangerous sections, they usually have sufficient frontal protection but lack structural design to cope with lateral impacts. Therefore, they are easily damaged in the event of a lateral impact, which can cause secondary injuries to the vehicle and its occupants. Summary of the Invention

[0005] The purpose of this invention is to provide a traffic crash barrier and facility that effectively solves the problem that existing barriers are easily damaged in the event of a lateral impact due to the lack of structural design to accommodate lateral impacts.

[0006] To achieve the above objectives, the present invention provides a traffic crash barrier, which includes a plurality of first crash components and a number of movable slots equal to the number of the first crash components;

[0007] Several of the aforementioned movable slots are spaced apart along the road direction, and each of the aforementioned movable slots extends parallel to the road direction;

[0008] The first anti-collision component includes a first support column, a baffle structure, a first connector, and a buffer structure;

[0009] The bottom of the first support column is slidably connected to the movable groove. A first connecting groove is provided on the first support column, and the first connecting groove passes through two adjacent surfaces of the first support column. The first connector is movably connected to the first connecting groove, and its two ends are respectively connected to the baffle structure and the buffer structure. The baffle structure is located on the outside of the first support column, and the buffer structure is located between two adjacent first support columns. The end of the buffer structure away from the first connector is connected to the adjacent first support column.

[0010] Furthermore, the buffer structure includes a buffer shell, a second connector, and a bending member;

[0011] Both the second connector and the bending member are installed in the buffer housing. One end of the bending member is fixed to the end of the buffer housing away from the first support column, and the other end is fixed with the second connector. The second connector is connected to the first connector so that when the baffle structure moves toward the first support column, the first connector pushes the second connector to move away from the first support column, and the bending member undergoes elastic deformation.

[0012] Furthermore, the first anti-collision component also includes a limiting strip, which is fixed on at least one side surface of the first support column that is parallel to the extension direction of the movable groove, for limiting the movement of the first support column in the vertical direction.

[0013] Furthermore, a second connecting groove is provided on the side surface of the first support column opposite to the buffer structure, and a buffer pad is installed in the second connecting groove;

[0014] One end of the buffer structure is connected to the first connector, and the other end is connected to the second connecting groove of the adjacent first support column.

[0015] Furthermore, it also includes a base that extends along the road direction, and several of the movable slots are fixed on the base.

[0016] The present invention also provides a traffic collision avoidance facility, which includes two of the above-mentioned traffic collision avoidance guardrails and a plurality of second collision avoidance components. The two traffic collision avoidance guardrails are symmetrically arranged with the road direction as the center, and each of the baffle structures faces the outside of the traffic collision avoidance facility.

[0017] The number of the second anti-collision components is the same as the number of the first anti-collision components in one of the traffic crash barriers; and each of the second anti-collision components is disposed above a pair of symmetrical first anti-collision components.

[0018] Furthermore, the second anti-collision component includes two second support columns and a plurality of support members fixed between the two second support columns;

[0019] Two second support columns are arranged in a one-to-one correspondence with a pair of symmetrical first support columns, and each second support column is connected to the top of the first support column.

[0020] Furthermore, each of the first support columns has a third connecting groove at its top, and each of the second support columns has a protrusion at its bottom, the protrusion being inserted into the corresponding third connecting groove.

[0021] Furthermore, a reflective marking is fixed to the surface of the second support column facing the outside of the traffic crash barrier.

[0022] Compared with the prior art, the traffic crash barrier and facility provided by this invention have the following advantages:

[0023] This invention provides a traffic crash barrier composed of several first crash protection components and a number of movable slots equal to the number of the first crash protection components. The bottom of a first support post in each first crash protection component is slidably connected to the movable slot. A first connector is movably connected to the first slot. One end of a buffer structure is connected to the first connector, and the other end is connected to an adjacent first support post. This connects several first crash protection components to form a complete barrier structure, thus serving a separating function. The installation of the traffic crash barrier is achieved by fixing the movable slot to the road surface. Furthermore, since the bottom of the first support post is slidably connected to the movable slot, and the first connector in each first crash protection component is installed in the first slot, with its two ends connected to the baffle structure and the buffer structure respectively, when the baffle structure is impacted and moves towards the first support post, it can, on the one hand, prevent... The first support column slides in the movable groove, dissipating part of the impact force. On the other hand, the impact force is transmitted to the buffer structure through the first connector, where it absorbs the impact force. This absorbs the lateral impact force from a side collision, thus preventing damage to the traffic safety barrier after a side impact and preventing secondary injuries to the vehicle and its occupants. The invention also provides a traffic safety facility comprising two of the aforementioned traffic safety barriers and a second anti-collision component corresponding to each barrier. Each barrier structure faces the outer side of the traffic safety facility, allowing it to be installed in the middle of opposing roads. This separates opposing roads and provides bidirectional collision protection. Furthermore, the second anti-collision component positioned above the traffic safety barrier prevents vehicles from overturning and crossing the barrier, enhancing the practicality of the traffic safety facility. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of a traffic collision avoidance facility according to an embodiment of the present invention;

[0025] Figure 2 This is a schematic diagram of the structure of the first anti-collision component and the movable groove according to an embodiment of the present invention;

[0026] Figure 3 This is a schematic diagram of the installation of the first anti-collision component according to an embodiment of the present invention;

[0027] Figure 4This is a schematic diagram of the buffer structure according to an embodiment of the present invention;

[0028] Figure 5 This is a schematic diagram of the structure of the second support column, the first anti-collision component, and the movable groove according to an embodiment of the present invention;

[0029] Figure 6 yes Figure 1 An enlarged schematic diagram of region A in the middle.

[0030] In the diagram, 100 is a traffic crash barrier; 10 is a traffic crash guardrail; 1 is a first crash component; 11 is a first support column; 111 is a first connecting groove; 112 is a second connecting groove; 113 is a third connecting groove; 12 is a baffle structure; 121 is a connecting plate; 122 is a side plate; 13 is a first connector; 14 is a buffer structure; 141 is a buffer shell; 142 is a second connector; 143 is a bent component; 15 is a movable block; 16 is a limiting strip; 2 is a movable groove; 3 is a base; 4 is a second crash component; 41 is a second support column; 411 is a protrusion; 412 is a reflective mark; 42 is a support component; 421 is a support rod; and 43 is a fixing block. Detailed Implementation

[0031] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0032] like Figures 1-6 As shown, a traffic crash barrier 10 according to an embodiment of the present invention includes a plurality of first crash components 1 and a number of movable slots 2 equal to the number of the first crash components 1; the plurality of movable slots 2 are spaced apart along the road direction, and each movable slot 2 extends parallel to the road direction; the first crash components 1 include a first support post 11, a baffle structure 12, a first connector 13, and a buffer structure 14; the bottom of the first support post 11 is slidably connected to the movable slot 2, and a first connecting slot 111 is provided on the first support post 11, the first connecting slot 111 penetrating two adjacent surfaces of the first support post; the first connector 13 is movably connected to the first connecting slot 111, and its two ends are respectively connected to the baffle structure 12 and the buffer structure 14, the baffle structure 12 is disposed on the outside of the first support post 11, the buffer structure 14 is disposed between two adjacent first support posts 11, and the end of the buffer structure 14 away from the first connector 13 is connected to the adjacent first support post 11.

[0033] Based on the above technical solution, a traffic crash barrier 10 of the present invention includes a plurality of movable slots 2 arranged separately along the road direction. By fixing the movable slots 2 to the road surface, the first support column 11 connected to the movable slot 2 can be installed on the road. The first support column 11 has a first connecting slot 111, which penetrates two adjacent surfaces of the first support column. The first connector 13 is installed to the first connecting slot 111, and its two ends are respectively connected to the baffle structure 12 and the buffer structure 14, and the buffer structure 14 is located between two adjacent first support columns 11. The baffle structure 12 is located on the outside of the first support column 11. On the one hand, by connecting the end of the buffer structure 14 away from the first connector 13 to the adjacent first support column 11, a plurality of first support columns 11 are sequentially connected to form a guardrail structure, which plays a separating role. On the other hand, the baffle structure 12 is located on the first support column 11. The outer side of the support column 11 is positioned to face the road. When a vehicle collides with the traffic crash barrier 10, the baffle structure 12 will initially absorb the impact, and the impact force will be transmitted to the buffer structure 14 through the connection of the first connector 13. Under the buffering effect of the buffer structure 14, the impact force is absorbed. The bottom of the first support column 11 is slidably connected to the movable groove 2. Since the movable groove 2 extends parallel to the road direction, when a vehicle collides with the traffic crash barrier 10, the first support column 11 can slide a predetermined distance parallel to the road direction to dissipate part of the impact force. Thus, through the above structural design, when a vehicle collides with the traffic crash barrier 10, the traffic crash barrier 10 absorbs the lateral impact force through the sliding of the first support column 11 and the buffering of the buffer structure, thereby preventing the components of the traffic crash barrier 10 from breaking or being damaged, and thus preventing secondary injuries to the vehicle and its occupants.

[0034] Preferably, such as Figure 2 As shown, in this embodiment, the bottom of the first support column 11 is fixed with a movable block 15. The movable block 15 is slidably connected to the movable groove 2. In addition, the movable block 15 can reduce the processing of the first support column 11, so as to ensure the integrity of the first support column 11, give it strong impact resistance, and avoid damage such as breakage at the end.

[0035] Preferably, such as Figure 2 As shown, the baffle structure 12 includes a connecting plate 121 and a side plate 122. The connecting plate 121 is connected to the first connector 13. The side plate 122 is fixed at both ends of the connecting plate 121. The included angle between the side plate 122 and the connecting plate 121 is an obtuse angle, so that the side plate facing the road can better withstand the side impact from the vehicle.

[0036] Preferably, such as Figure 2 As shown, the opposite sides of the orthographic projection of the first connector 13 in the vertical direction are arc-shaped, so that the first connector 13 can slide in the first connecting groove 111, and reduce the friction and collision between them, thereby increasing their service life, reducing the number of replacements, and reducing maintenance costs.

[0037] Furthermore, such as Figure 4 As shown, the buffer structure 14 includes a buffer housing 141, a second connector 142, and a bending member 143. Both the second connector 142 and the bending member 143 are installed in the buffer housing 141. One end of the bending member 143 is fixed to the end of the buffer housing 141 away from the first support column 11, and the other end is fixed to the second connector 142. The second connector 142 is connected to the first connector 143, such that when the baffle structure 12 moves towards the first support column 11, the first connector 13 pushes the second connector 142 away from the first support column 11, causing the bending member 143 to undergo elastic deformation. Preferably, in this embodiment, the shape of the buffer housing is designed parallel to the road direction to accommodate straight roads, curved roads, and corner roads.

[0038] Preferably, such as Figure 2 As shown, the height of the first support column 11 is defined as H, and the length of the buffer shell 141 is defined as L, where 0.75*H≤L≤1.5*H. The height H of the first support column 11 is usually set according to the front height of common vehicles to cope with common collision situations. The length L of the buffer shell 141 should be set accordingly with reference to the height H of the first support column 11. On the one hand, it should not be set too small, otherwise more first support columns 11 and movable grooves 2 will be needed for the same length of road, greatly increasing the cost of use. On the other hand, it should not be set too large, so as to ensure that the buffer shell 141 has sufficient strength to prevent breakage under stress, avoid secondary injury to vehicles and passengers, and reduce the number of replacements and maintenance costs.

[0039] Furthermore, such as Figure 2 As shown, the first anti-collision component 1 also includes a limiting strip 16. The limiting strip 16 is fixed on at least one side surface of the first support column 11 that is parallel to the extension direction of the movable groove 2. It is used to restrict the movement of the first support column 11 in the vertical direction. The upper surface of the limiting strip 16 abuts against the inner wall of the movable groove 2. On the one hand, it ensures the stability of the first support column 11 in the extension direction of the movable groove. On the other hand, it prevents the first support column 11 from moving vertically and coming out of the movable groove 2 during movement, thereby ensuring the normal use of the traffic anti-collision guardrail 10 and reducing maintenance costs.

[0040] Furthermore, such as Figure 2 As shown, a second connecting groove 112 is provided on the side surface of the first support column 11 opposite to the buffer structure 14, and a buffer pad is installed in the second connecting groove 112; one end of the buffer structure 14 is connected to the first connector 13, and the other end is connected to the second connecting groove 112 of the adjacent first support column 11, so as to provide buffer for the buffer structure 14 and avoid the buffer structure 14 from bending or other damage during impact.

[0041] Furthermore, such as Figure 1 As shown, since guardrails are usually laid over a long distance, in order to facilitate the installation of the movable slots 2 on the road surface, the traffic crash barrier 10 in this embodiment also includes a base 3. The base 3 extends along the road direction, and several movable slots 2 are fixed on the base 3. The installation of several movable slots 2 can be completed by directly laying the base 3, thereby reducing labor costs.

[0042] like Figures 1-6 As shown, a traffic collision avoidance facility 100 according to an embodiment of the present invention includes two traffic collision avoidance guardrails 10 and a plurality of second collision avoidance components 4. The two traffic collision avoidance guardrails 10 are symmetrically arranged with the road direction as the center, and each of the baffle structures 12 faces the outside of the traffic collision avoidance facility 100. The number of second collision avoidance components 4 is the same as the number of first collision avoidance components 1 in one of the traffic collision avoidance guardrails 10. Each second collision avoidance component 4 is correspondingly arranged above a pair of symmetrical first collision avoidance components 1.

[0043] Based on the above scheme, the baffle structures 12 in the traffic collision avoidance facility 100 all face the outside of the traffic collision avoidance facility, that is, the carriageway on the road, and the two traffic collision avoidance guardrails 10 are symmetrically arranged along the road direction, so that the traffic collision avoidance facility 100 can be set in the middle of the opposite road, playing a separating role while playing a collision avoidance role for both directions of traffic. In addition, a second collision avoidance component is provided above each pair of symmetrical first collision avoidance components 1 to increase the overall height of the traffic collision avoidance facility 100, thereby preventing vehicles from flipping up and rushing into the opposite lane after a collision.

[0044] Furthermore, such as Figure 1 , Figure 5 and Figure 6As shown, to facilitate the installation of each second anti-collision component 4 above a corresponding pair of first anti-collision components 1, the second anti-collision component 4 includes two second support columns 41 and several support members 42 fixed between the two second support columns 41. The two second support columns 41 are arranged one-to-one with a pair of symmetrical first support columns 11, and each second support column 41 is connected to the top of the first support column 11. The connection between the second support column 41 and its corresponding first support column 11 facilitates processing and assembly, and also facilitates the connection of the first support column 11 and the second support column 41 into a whole, so that the second support column 41 can provide a better anti-collision effect. In order to further enhance the stability of the two second support columns 41 in the second anti-collision component 4, the support member 42 is fixed between them, so that the two second support columns 41 are connected to form a whole, so that when a single second support column 41 is hit, the impact force is transmitted to the second support column connected to it, so that the second anti-collision component 4 as a whole bears the impact, thereby enhancing the impact resistance performance of the second anti-collision component 4. Preferably, in this embodiment, the support member 42 includes two support rods 421 arranged in an "X" shape. The inclined arrangement of the support rods 421 makes it easier for the support member 42 to support the second support column 41 as a whole, so that the force is balanced and thus avoids the second support column 41 from being broken due to excessive local force.

[0045] Preferably, such as Figure 1 and Figure 6 As shown, each of the two second support columns 41 in each second anti-collision component 4 is provided with a fixing block 43 on its opposite side surface. The support member 42 is connected to the second support column 41 through the fixing block 43, which facilitates the individual replacement of the second support column 41 and the support member 42. The fixing block 43 allows the support member 42 to have a certain deformation space, so that the second anti-collision component 4 has better impact resistance and avoids it from breaking due to impact.

[0046] Furthermore, such as Figure 1 , Figure 5 and Figure 6 As shown, to facilitate the connection between each second support column 41 and the first support column 11, a third connecting groove 113 is provided at the top of each first support column 11, and a protrusion 411 is provided at the bottom of each second support column 41. The protrusion 411 is inserted into the corresponding third connecting groove 113.

[0047] Furthermore, such as Figure 1 , Figure 5 and Figure 6As shown, a reflective mark 412 is fixed on the surface of the second support column 41 facing the outside of the traffic crash barrier, so that the driver can clearly see the position and outline of the road guardrail at night, thereby effectively preventing traffic accidents.

[0048] Preferably, in this embodiment, the outer surfaces of the first support column 11, the second support column 41, the first connector 13, the baffle structure 12, and the buffer shell 141 are all provided with an anti-reflective coating so that they do not reflect the light of the vehicle and ensure the safety of the vehicle when driving at night.

[0049] The working process of this invention is as follows: When a vehicle collides with the traffic collision avoidance facility 100, the outer baffle structure 12 is first impacted and moves closer to the first support column 11 under the impact. Through the connection of the first connector 13, the second connector 142 moves away from the first support column 11 and squeezes the bent member 143, causing it to undergo elastic deformation, thereby absorbing the impact force of the collision. Since the first connector 13 is installed in the first support column 11, and the baffle structure 12 may come into contact with or even collide with the first support column 11 after the collision, the first support column 11 will also be subjected to the impact force of the collision. The first support column removes the impact force by moving along the extension direction of the movable groove. When the vehicle is involved in a more severe collision, it is easy to flip over. The second support column 41 blocks the vehicle to prevent it from rushing into the oncoming lane and causing a secondary accident.

[0050] In summary, this embodiment of the invention provides a traffic crash barrier 10 and a traffic crash protection facility 100. Since vehicles typically collide with the traffic crash barrier 10 from the side, the traffic crash barrier 10 is usually subjected to a large lateral impact force. When a vehicle collides with the traffic crash barrier 10, the outer baffle structure 12 bears the direct impact. Under the impact, it moves closer to the first support column 11. Through the connection of the first connector 13, the second connector 142 moves away from the first support column 11 and squeezes the bent member 143, causing it to undergo elastic deformation, thereby absorbing the impact force of the collision. Since the first connector 13 is installed in the first support column 11, and the baffle structure 12 may come into contact with or even collide with the first support column 11 after the collision, the first support column 11 will also be subjected to the impact force of the collision. The first support column moves along the extension direction of the movable groove to dissipate the impact force. The deformation and movement mentioned above both occur in a direction parallel to the road direction, which is conducive to fully absorbing the lateral impact force, enhancing the overall impact resistance of the traffic crash barrier, and preventing the traffic crash barrier 10 from being damaged after a collision, especially the breakage or flying of parts, thereby preventing secondary injuries to vehicles and occupants. A traffic crash barrier 100 of this embodiment of the invention sets up a pair of traffic crash barriers 10 symmetrical about the road direction, which can be placed in the middle of opposite roads to achieve a separation function and provide protection for both lanes. The height of the traffic crash barrier 100 is increased by setting up a second crash component 4 above each pair of first crash components 1, so that the vehicle will rush to the opposite lane after a collision.

[0051] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A traffic crash barrier, characterized in that, It includes several first anti-collision components and the same number of movable slots as the first anti-collision components; Several of the aforementioned movable slots are spaced apart along the road direction, and each of the aforementioned movable slots extends parallel to the road direction; The first anti-collision component includes a first support column, a baffle structure, a first connector, and a buffer structure; The bottom of the first support column is slidably connected to the movable groove. A first connecting groove is provided on the first support column, and the first connecting groove passes through two adjacent surfaces of the first support column. The first connector is movably connected to the first connecting groove, and its two ends are respectively connected to the baffle structure and the buffer structure. The baffle structure is located on the outside of the first support column, and the buffer structure is located between two adjacent first support columns. The end of the buffer structure away from the first connector is connected to the adjacent first support column.

2. The traffic crash barrier as described in claim 1, characterized in that, The buffer structure includes a buffer shell, a second connector, and a bending component; Both the second connector and the bending member are installed in the buffer housing. One end of the bending member is fixed to the end of the buffer housing away from the first support column, and the other end is fixed with the second connector. The second connector is connected to the first connector so that when the baffle structure moves toward the first support column, the first connector pushes the second connector to move away from the first support column, and the bending member undergoes elastic deformation.

3. The traffic crash barrier as described in claim 1, characterized in that, The first anti-collision component further includes a limiting strip, which is fixed on at least one side surface of the first support column that is parallel to the extension direction of the movable groove, for limiting the movement of the first support column in the vertical direction.

4. The traffic crash barrier as described in claim 1, characterized in that, A second connecting groove is provided on the side surface of the first support column opposite to the buffer structure, and a buffer pad is installed in the second connecting groove; One end of the buffer structure is connected to the first connector, and the other end is connected to the second connecting groove of the adjacent first support column.

5. The traffic crash barrier as described in claim 1, characterized in that, It also includes a base that extends along the road direction, and several of the movable slots are fixed on the base.

6. A traffic collision avoidance facility, characterized in that, It includes two traffic crash barriers as described in any one of claims 1-5 and a plurality of second crash protection components, wherein the two traffic crash barriers are symmetrically arranged with the road direction as the center, and each of the barrier structures faces the outside of the traffic crash protection facility; The number of the second anti-collision components is the same as the number of the first anti-collision components in one of the traffic crash barriers; and each of the second anti-collision components is disposed above a pair of symmetrical first anti-collision components.

7. The traffic collision avoidance facility as described in claim 6, characterized in that, The second anti-collision component includes two second support columns and several support members fixed between the two second support columns; Two second support columns are arranged in a one-to-one correspondence with a pair of symmetrical first support columns, and each second support column is connected to the top of the first support column.

8. The traffic collision avoidance facility as described in claim 7, characterized in that, Each of the first support columns has a third connecting groove at its top, and each of the second support columns has a protrusion at its bottom, the protrusion being inserted into the corresponding third connecting groove.

9. The traffic collision avoidance facility as described in claim 7, characterized in that, A reflective marking is fixed to the surface of the second support column facing the outside of the traffic crash barrier.

Images