Road protective fence unit
By designing an adjustable angle road guardrail unit, the problem of sharp corners and traffic width when splicing guardrails on long curved sections and narrow roads is solved, and the safety of urban roads is improved.
Patent Information
- Application Number
- CN202510033472.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-09
- Publication Date
- 2025-03-21
- Estimated Expiration
- Not applicable · inactive patent
AI Technical Summary
In urban roads, on long curved sections and narrow roads, sharp corners will be generated when multiple long guardrails are spliced, occupying road space, affecting vehicle passage and potential accident risk.
A road guardrail unit is designed, including two columns, side guardrails and middle guardrails. The side guardrails and middle guardrails are rotatably connected by limiting components, allowing the angle to be adjusted according to the road bending during installation and reducing sharp corners at the connection.
By dividing the guardrail units and adjusting the angle, the traffic width of vehicles on both sides of the road is evenly divided, reducing the sharp corners at the connection and improving the safety of urban roads.
Smart Images
Figure CN119663774A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the field of road guardrails, and more particularly to a road guardrail unit. Background Art
[0002] Road guardrails are an important type of traffic infrastructure used for road isolation. They are set up to separate oncoming traffic or separate motor vehicles, non-motor vehicles and pedestrians, or prevent vehicles from entering other lanes due to accidents such as loss of control. They play a role in protecting the safety of road users and are therefore widely used in traffic structures such as highways, urban roads, bridges and tunnels.
[0003] On urban roads, guardrails in the middle of the road are often used to separate motor vehicles traveling in opposite directions. Generally, multiple guardrails are spliced and fixed in sequence to separate a certain section of the road. However, since a single guardrail is relatively long as a whole, when encountering a long curved section and the overall width of the road is not large, when multiple long guardrails are spliced together, obvious sharp corners will be produced at the connection points, which will occupy the foundation of other sections, and may affect the passage of vehicles on other sections, and there is a certain potential risk of accidents. Summary of the invention
[0004] The object of the present invention is to provide a road guardrail unit in order to solve the above-mentioned problems.
[0005] The above technical purpose of the present invention is achieved through the following technical solutions: a road guardrail unit, comprising two columns for fixing to the ground, side guardrails are fixedly connected to the opposite surfaces of the two columns, at least one middle guardrail is rotatably connected between the two side guardrails, and a limit assembly is arranged between the side guardrails and the middle guardrail for limiting the rotation angle of the two.
[0006] By setting side guardrails and middle guardrails that rotate with each other, the guardrail unit is divided into several small units. During installation, they can be relatively rotated according to the curvature of the road to adjust the relative angle between the side guardrails and the middle guardrail. This not only facilitates the alignment and splicing of the columns with other road guardrail units, but also greatly changes the angle of the connection to make it a smoother transition, so as to achieve the effect of evenly dividing the width at each position between the two road sections as much as possible, thereby ensuring the vehicle traffic width at each position of the road and improving the safety of urban roads.
[0007] Preferably, the side guardrails are composed of two side cross beams and a plurality of side vertical rods, and a plurality of the side vertical rods are vertically fixed between the two side cross beams. The end of the side cross beam away from the column is fixedly connected with a first limit block. The middle guardrails are composed of two middle cross beams and a plurality of middle vertical rods, and a plurality of the middle vertical rods are vertically fixed between the two middle cross beams. Second limit blocks are fixedly connected on both sides of the middle cross beam, and the first limit block and the second limit block are rotationally matched through a pin shaft.
[0008] Since some side surfaces of the first limit block and the second limit block are flush with some side surfaces of the side beam and the middle beam respectively, the integrity of the guardrail unit can be improved after assembly, and the relative rotation of the first limit block and the second limit block is also facilitated, further ensuring the connection effect of the side beam and the middle beam.
[0009] Preferably, the limiting assembly includes a first plastic gear arranged on the first limiting block and the second limiting block and a second plastic gear arranged on the side beam and the middle beam, the first plastic gear is used to mesh with the second plastic gear, and the first plastic gear and the second plastic gear both have elastic deformation capabilities to achieve relative rotation between the two.
[0010] When the relative angle needs to be adjusted, the elastic deformation ability of the first plastic gear and the second plastic gear is utilized, that is, the side guardrail and the middle guardrail are rotated relative to each other with force, the teeth of the first plastic gear and the second plastic gear will produce a certain deformation, thereby causing the meshing teeth of the two to change, the relative angle adjustment is completed and a certain self-locking is achieved due to the gear meshing. Therefore, under the joint action of the first plastic gear and the second plastic gear, the side guardrail and the middle guardrail can achieve relative rotation to adjust the relative angle between the two, and can also achieve a limiting effect on the positions of the two after adjustment, killing two birds with one stone, and the structure is simple and easy to operate.
[0011] Preferably, the two second limit blocks located on the same intermediate cross beam are distributed in a circular array around the center of the intermediate cross beam to achieve sequential splicing of multiple intermediate guardrails.
[0012] The two second limit blocks on the same middle crossbeam are arranged in a circular array so that all the middle guardrails can be made in the same style for splicing, which makes production more convenient and efficient, and also makes it less likely to make mistakes during assembly, thereby improving convenience.
[0013] Preferably, sliding grooves are symmetrically arranged on the vertical plane of the middle cross beam, and an anti-collision block is slidably connected in each sliding groove. One side of the anti-collision block protrudes from the vertical plane of the middle cross beam, and the edges of the anti-collision block are rounded. The interior of the middle cross beam is connected to a cavity between the two sliding grooves, and a damping component is arranged in the cavity to slow down the inward sliding of the anti-collision block.
[0014] When a collision occurs, force acts on the anti-collision block, which drives the anti-collision block to move inward, and then the movement of the anti-collision block is slowed down by the action of the damping component, which has a buffering and damping effect and improves safety.
[0015] Preferably, the damping assembly includes positioning pins symmetrically fixed to the two side walls of the cavity and a fixed seat symmetrically fixed to the back of the anti-collision block, the positioning pins are slidably connected to a sliding seat, a linkage rod is rotatably connected between the fixed seat and the sliding seat, and a first spring and a second spring mounted on the positioning pins are installed between the sliding seat and the side walls of the cavity.
[0016] When the anti-collision block moves inward, the linkage rod pushes the sliding seat to move on the positioning pin and compresses the second spring first. As the anti-collision block continues to move, the sliding seat will gradually compress the second spring and the first spring at the same time, gradually increasing the intensity to improve the cushioning effect. The double-spring structure design can not only avoid excessive deformation of the single spring, but also enhance the cushioning effect. At the same time, after the force disappears, the anti-collision block can also return to its original shape more slowly and smoothly, reducing wear and tear, and improving the use effect and service life.
[0017] Preferably, the diameter of the first spring is smaller than the diameter of the second spring, the length of the first spring is smaller than the length of the second spring, a limiting convex column is fixedly connected to the sliding seat for inserting one end of the second spring, a limiting convex ring is fixedly connected to the side wall of the cavity for inserting the other end of the second spring, the length of the limiting convex ring is smaller than the length of the first spring, and one end of the second spring extends into the inner ring of the limiting convex ring.
[0018] By providing the positioning pin, the limiting convex column and the limiting convex ring, a certain limiting effect can be performed on the axial direction of the first spring and the second spring to avoid excessive bending of the first spring and the second spring, thereby ensuring their use effect.
[0019] Preferably, the opposite ends of the two positioning pins are fixedly connected to a limit baffle.
[0020] By setting the limit baffle, the moving position of the sliding seat can be limited to prevent the sliding seat from falling off the positioning pin, and when the sliding seat moves to contact the limit baffle under the action of the second spring, the anti-collision block just returns to its original state, which is more convenient to use.
[0021] Preferably, the pin shaft comprises a smooth sleeve and a bolt, and the smooth sleeve passes through the first limiting block and the second limiting block and is threadedly connected to the bolt.
[0022] By providing a smooth sleeve and a bolt, during assembly, it is only necessary to pass the smooth sleeve through the corresponding through holes on the first limit block and the second limit block, and then tighten the bolt to achieve relative rotation between the two, which is simple and convenient to operate.
[0023] Preferably, the upper middle cross beam and the side cross beams are both fixedly connected with arch rods.
[0024] By providing the arched rod, the unevenness of the upper surface of the guardrail unit can be increased, thereby achieving a certain anti-crossing effect and improving the safety protection function.
[0025] In summary, the present invention has the following beneficial effects: The present invention divides the guardrail unit into several small units by arranging side guardrails and middle guardrails that rotate with each other. During installation, the units can rotate relatively according to the curvature of the road, so as to adjust the relative angle between the side guardrails and the middle guardrail. This not only facilitates the alignment and splicing of the uprights with other road guardrail units, but also greatly changes the angle of the connection to make the transition smoother, so as to achieve the effect of evenly dividing the width of each position between the two road sections as much as possible, thereby ensuring the vehicle passage width at each position of the road and improving the safety of urban roads. BRIEF DESCRIPTION OF THE DRAWINGS
[0026] Figure 1 It is a schematic diagram of the overall structure of the present invention; Figure 2 It is a structural schematic diagram of the column and the side guardrail of the present invention; Figure 3 It is a structural schematic diagram of the middle guardrail of the present invention; Figure 4 This is a schematic diagram of the structure of the middle cross beam of the present invention without the anti-collision block and the damping assembly; Figure 5 It is a cross-sectional view of the middle cross beam of the present invention.
[0027] Figure numerals: 1. column; 2. side guardrail; 21. side crossbeam; 22. side vertical rod; 23. first limit block; 3. middle guardrail; 31. middle crossbeam; 311. sliding groove; 312. cavity; 313. limit convex ring; 32. middle vertical rod; 33. second limit block; 4. pin shaft; 5. anti-collision block; 51. fixed seat; 6. positioning pin; 61. limit baffle; 7. sliding seat; 71. limit convex column; 8. linkage rod; 9. first spring; 10. second spring; 11. arch rod; 12. first plastic gear; 13. second plastic gear. DETAILED DESCRIPTION
[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
[0029] like Figure 1 As shown, a road guardrail unit includes two columns 1 for fixing to the ground, side guardrails 2 are fixedly connected to the opposite surfaces of the two columns 1, at least one middle guardrail 3 is rotatably connected between the two side guardrails 2, and a limiting component is arranged between the side guardrails 2 and the middle guardrail 3. The limiting component is used to limit the rotation angle between the side guardrails 2 and the middle guardrail 3, which is convenient for aligning and splicing the columns 1 with other road guardrail units, and can greatly change the angle of the connection between the side guardrails 2 and the middle guardrail 3, making it more smooth, so as to achieve the effect of evenly dividing the width of each position between the two road sections as much as possible, thereby ensuring the vehicle passage width at each position of the road.
[0030] Further, such as Figure 1 , Figure 2 and Figure 3 As shown, the side guardrail 2 is composed of two side cross beams 21 and a plurality of side vertical rods 22, and the plurality of side vertical rods 22 are vertically fixed between the two side cross beams 21. One end of the side cross beam 21 away from the column 1 is fixedly connected with a first limit block 23. The middle guardrail 3 is composed of two middle cross beams 31 and a plurality of middle vertical rods 32. The plurality of middle vertical rods 32 are vertically fixed between the two middle cross beams 31. Both sides of the middle cross beam 31 are fixedly connected with a second limit block 33. The middle vertical rods 32 in each middle guardrail 3 and the side vertical rods 22 in each side guardrail 2 are preferably 2-3. In this way, while ensuring the overall strength of each middle guardrail 3 and the side guardrail 2, no obvious sharp angle will be formed due to the relative rotation of the two, that is, smooth rotation can be better achieved. The first limit block 23 and the second limit block 33 are movable, and the first limit block 23 and the second limit block 33 are rotatably matched through the pin shaft 4. The pin shaft 4 includes a smooth sleeve and a bolt. The smooth sleeve passes through the first limit block 23 and the second limit block 33 and is threadedly connected with the bolt. That is, the first limit block 23 and the second limit block 33 are provided with through holes corresponding to the positions. During assembly, it is only necessary to pass the smooth sleeve through the two through holes and screw the bolt into the smooth sleeve to realize the rotational connection between the first limit block 23 and the second limit block 33, thereby improving the assembly efficiency. In addition, the arched rod 11 is fixedly connected to the middle cross beam 31 and the side cross beam 21 located above. The arched rod 11 can increase the unevenness of the upper surface of the guardrail unit, play a certain anti-hurdle effect, reduce the situation of people crossing the road, and improve safety.
[0031] It is worth mentioning that Figure 1 and Figure 4As shown, the two second limit blocks 33 located on the same intermediate crossbeam 31 are distributed in a circular array around the center of the intermediate crossbeam 31 to realize the sequential splicing of multiple intermediate guardrails 3, that is, multiple intermediate guardrails 3 can be provided. At this time, when multiple intermediate guardrails 3 are spliced with each other, the second limit block 33 on the right side of the previous intermediate guardrail 3 and the second limit block 33 on the left side of the next intermediate guardrail 3 are matched and connected with each other, and the pin shaft 4 is also used for rotation and matching, and they are arranged in sequence, so that all intermediate guardrails 3 can be made in the same style for splicing, which makes production and transportation more convenient and efficient, and it is not easy to make mistakes during assembly, thereby improving the convenience effect.
[0032] Further, such as Figure 1-Figure 3 As shown, the limiting assembly includes a first plastic gear 12 arranged on the first limiting block 23 and the second limiting block 33, and a second plastic gear 13 arranged on the side beam 21 and the middle beam 31. The first plastic gear 12 is used to mesh with the second plastic gear 13. The first plastic gear 12 and the second plastic gear 13 both have elastic deformation capabilities to achieve relative rotation between the two. That is, when the relative angle needs to be adjusted, the elastic deformation capabilities of the first plastic gear 12 and the second plastic gear 13 are used to relatively rotate the side guardrail 2 and the middle guardrail 3, so that the teeth of the first plastic gear 12 and the second plastic gear 13 will produce a certain deformation, thereby causing the meshing teeth of the two to change, and the relative angle adjustment is completed. Due to the gear meshing, a certain self-locking is achieved. Therefore, under the joint action of the first plastic gear 12 and the second plastic gear 13, the side guardrail 2 and the middle guardrail 3 can not only achieve relative rotation to adjust the relative angle between the two, but also achieve a limiting effect on the positions of the two after adjustment.
[0033] Further, such as Figure 3 , Figure 4 and Figure 5As shown, sliding grooves 311 are symmetrically arranged on the vertical plane of the middle crossbeam 31, and an anti-collision block 5 is slidably connected in each sliding groove 311. One side of the anti-collision block 5 protrudes from the vertical plane of the middle crossbeam 31, that is, the anti-collision block 5 is subjected to force first, which can play a certain buffering effect. The edges of the anti-collision block 5 are all rounded to increase the arc of the edge and improve the protection effect. The interior of the middle crossbeam 31 is connected to a cavity 312 between the two sliding grooves 311, and a damping component for slowing down the inward sliding of the anti-collision block 5 is arranged in the cavity 312. The damping component includes positioning pins 6 symmetrically fixed to the two side walls of the cavity 312 and a fixing seat 51 symmetrically fixed to the back of the anti-collision block 5. The opposite ends of the two positioning pins 6 are fixedly connected to the limiting baffle 61, and the positioning pins 6 is slidably connected with a sliding seat 7, a linkage rod 8 is rotatably connected between the fixed seat 51 and the sliding seat 7, and a first spring 9 and a second spring 10 mounted on the positioning pin 6 are installed between the sliding seat 7 and the side wall of the cavity 312. Therefore, when a collision occurs, the force first acts on the anti-collision block 5, which will then drive the anti-collision block 5 to move inward. At this time, the sliding seat 7 is pushed by the linkage rod 8 to move on the positioning pin 6 and first compress the second spring 10. As the anti-collision block 5 continues to move, the sliding seat 7 will gradually compress the second spring 10 and the first spring 9 at the same time, step by step, to improve the buffering effect. The double spring structure design can not only avoid excessive deformation of a single spring, but also enhance the buffering damping effect. At the same time, after the force disappears, the anti-collision block 5 can also return to its original state more slowly and smoothly.
[0034] It is worth mentioning that Figure 5 As shown, the diameter of the first spring 9 is smaller than the diameter of the second spring 10, and the length of the first spring 9 is smaller than the length of the second spring 10. A limiting convex column 71 for inserting one end of the second spring 10 is fixedly connected to the sliding seat 7, and a limiting convex ring 313 for inserting the other end of the second spring 10 is fixedly connected to the side wall of the cavity 312. The length of the limiting convex ring 313 is smaller than the length of the first spring 9, and one end of the second spring 10 extends into the inner ring of the limiting convex ring 313. When the sliding seat 7 moves, the side of the sliding seat 7 first pushes the second spring 10 to move and be compressed until the limiting convex column 71 contacts the first spring 9. After that, the side of the sliding seat 7 still compresses the second spring 10, and the limiting convex column 71 pushes the first spring 9 to be compressed, thereby achieving a buffering effect.
[0035] Working principle: The guardrail unit is divided into several small units such as the side guardrail 2 and the middle guardrail 3. When installed, they can be relatively rotated according to the curvature of the road. When the relative angle needs to be adjusted, the elastic deformation ability of the first plastic gear 12 and the second plastic gear 13 is used, that is, the side guardrail 2 and the middle guardrail 3 are relatively rotated with force, and the teeth of the first plastic gear 12 and the second plastic gear 13 will produce a certain deformation, thereby causing the meshing teeth of the two to change, and the relative angle adjustment is completed and a certain self-locking is achieved due to the gear meshing. Therefore, under the joint action of the first plastic gear 12 and the second plastic gear 13, the side guardrail 2 and the middle guardrail 3 can not only achieve relative rotation to adjust the relative angle between the two, but also achieve a limiting effect on the positions of the two after adjustment, and the overall protruding position after adjustment is smaller, that is, the connection is smoother, so as to achieve an effect of evenly dividing the width of each position between the two sections, ensure the vehicle traffic width at each position of the road, and improve the safety of urban roads.
[0036] The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments. All technical solutions under the concept of the present invention belong to the protection scope of the present invention. It should be pointed out that for ordinary technicians in this technical field, some improvements and modifications without departing from the principle of the present invention should also be regarded as the protection scope of the present invention.
Claims
1. A road guardrail unit, characterized in that: The invention comprises two upright posts (1) for fixing to the ground, side guardrails (2) being fixedly connected to opposite surfaces of the two upright posts (1), at least one middle guardrail (3) being rotatably connected between the two side guardrails (2), and a limit assembly for limiting the rotation angle of the side guardrails (2) and the middle guardrail (3) being provided between the side guardrails (2) and the middle guardrail (3).
2. The road guardrail unit according to claim 1, characterized in that: The side guardrail (2) is composed of two side cross beams (21) and a plurality of side vertical rods (22), the plurality of side vertical rods (22) are vertically fixed between the two side cross beams (21), and one end of the side cross beam (21) away from the column (1) is fixedly connected to a first limit block (23), and the middle guardrail (3) is composed of two middle cross beams (31) and a plurality of middle vertical rods (32), the plurality of middle vertical rods (32) are vertically fixed between the two middle cross beams (31), and both sides of the middle cross beam (31) are fixedly connected to a second limit block (33), and the first limit block (23) and the second limit block (33) are rotatably matched via a pin shaft (4).
3. The road guardrail unit according to claim 2, characterized in that: The limiting assembly comprises a first plastic gear (12) arranged on a first limiting block (23) and a second limiting block (33), and a second plastic gear (13) arranged on a side crossbeam (21) and an intermediate crossbeam (31); the first plastic gear (12) is used to mesh with the second plastic gear (13); and both the first plastic gear (12) and the second plastic gear (13) have elastic deformation capabilities to achieve relative rotation between the two.
4. The road guardrail unit according to claim 2, characterized in that: The two second limit blocks (33) located on the same intermediate crossbeam (31) are distributed in a circular array around the center of the intermediate crossbeam (31) to achieve sequential splicing of multiple intermediate guardrails (3).
5. The road guardrail unit according to claim 1, characterized in that: Sliding grooves (311) are symmetrically arranged on the vertical plane of the middle cross beam (31), and an anti-collision block (5) is slidably connected in each of the sliding grooves (311), one side of the anti-collision block (5) protrudes from the vertical plane of the middle cross beam (31), and the edges of the anti-collision block (5) are rounded, and a cavity (312) is connected between the two sliding grooves (311) inside the middle cross beam (311), and a damping component for slowing down the inward sliding of the anti-collision block (5) is arranged in the cavity (312).
6. The road guardrail unit according to claim 5, characterized in that: The damping assembly comprises a positioning pin (6) symmetrically fixed to the two side walls of the cavity (312) and a fixing seat (51) symmetrically fixed to the back of the anti-collision block (5); a sliding seat (7) is slidably connected to the positioning pin (6); a linkage rod (8) is rotatably connected between the fixing seat (51) and the sliding seat (7); and a first spring (9) and a second spring (10) sleeved on the positioning pin (6) are installed between the sliding seat (7) and the side wall of the cavity (312).
7. The road guardrail unit according to claim 6, characterized in that: The diameter of the first spring (9) is smaller than the diameter of the second spring (10), the length of the first spring (9) is smaller than the length of the second spring (10), a limiting convex column (71) for inserting one end of the second spring (10) is fixedly connected to the sliding seat (7), a limiting convex ring (313) for inserting the other end of the second spring (10) is fixedly connected to the side wall of the cavity (312), the length of the limiting convex ring (313) is smaller than the length of the first spring (9), and one end of the second spring (10) extends into the inner ring of the limiting convex ring (313).
8. The road guardrail unit according to claim 7, characterized in that: The opposite ends of the two positioning pins (6) are fixedly connected to a limit stop plate (61).
9. The road guardrail unit according to claim 2, characterized in that: The pin shaft (4) comprises a smooth sleeve and a bolt, wherein the smooth sleeve passes through the first limit block (23) and the second limit block (33) and is threadedly connected to the bolt.
10. The road guardrail unit according to claim 2, characterized in that: The upper middle cross beam (31) and the side cross beams (21) are both fixedly connected with arched rods (11).