Drawer type anti-collision energy absorption structure for expressway concrete guardrail

Abstract

The invention discloses a drawer type anti-collision energy absorption structure for an expressway concrete guardrail, which belongs to the technical field of expressway traffic protection, and is characterized in that a buried pipe is arranged below a guardrail main body, and a drawer type buffer assembly is arranged in the buried pipe; the drawer type buffer assembly comprises a sliding plate, a moving rod, a moving plate, a second spring, a guide sleeve, a piston ring and an ejector rod. Non-Newtonian liquid is contained in the buried pipe; when a vehicle collides, the guardrail body drives the sliding plate to slide, and the moving rod drives the moving plate to compress the second spring to achieve first-stage buffering; the moving rod continues to move, so that the ejector rod pushes the piston ring to extrude the non-Newtonian liquid to achieve second-stage buffering, and damping force of the second-stage buffering is nonlinearly increased along with increase of the impact speed; through the synergistic effect of the spring and the non-Newtonian liquid, stepped energy absorption changing in a self-adaptive mode along with the collision speed is achieved, stronger buffering protection is provided during high-speed collision, and damage to a vehicle, a driver and passengers is effectively reduced.

Description

Technical Field

[0001] This invention relates to the field of highway traffic protection technology, and more specifically, to a drawer-type collision energy absorption structure for highway concrete guardrails, particularly a highway concrete guardrail that achieves stepped energy absorption through the synergy of springs and non-Newtonian fluids. Background Technology

[0002] Concrete guardrails on highways are a core component of transportation infrastructure, primarily used for safety protection and isolation on highways. With the continuous growth of highway mileage and vehicle ownership in my country, highway traffic safety issues are becoming increasingly prominent. Statistics show that collisions between vehicles and guardrails account for over 30% of highway traffic accidents, with injuries and vehicle damage caused by insufficient guardrail cushioning being particularly severe.

[0003] Currently, existing technologies for highway concrete guardrails mainly suffer from the following technical problems: First, their cushioning performance is limited. Traditional concrete guardrails are typically fixed structures, meaning the main body of the guardrail is rigidly connected to the ground foundation. When a vehicle impacts the guardrail at high speed, the concrete guardrail hardly deforms, resulting in a rigid collision between the vehicle and the guardrail. This causes a huge impact force to act directly on the vehicle and its occupants, resulting in severe vehicle damage and personal injury. Although some existing technologies attempt to install rubber buffer blocks or spring buffer plates on the outside of the guardrail, these cushioning structures can only provide limited elastic deformation and cannot effectively absorb the high-energy impact generated by high-speed collisions.

[0004] Second, the buffering characteristics are limited. Existing buffer barriers mostly employ a single spring buffer structure, whose buffering force is only related to the spring's compression displacement (i.e., following Hooke's Law, F=kx), and is independent of the impact velocity. This "displacement-sensitive" buffer structure has inherent defects: in low-speed impacts, the spring compression is small, the buffering force is small, and the barrier can return to its normal position; however, in high-speed impacts, even if the spring is compressed to its limit, the maximum buffering force it can provide is still limited and cannot cope with the high-energy impact generated by high-speed collisions. In other words, existing technology cannot achieve "velocity-sensitive" buffering, that is, it cannot adaptively adjust the magnitude of the buffering force according to the impact velocity.

[0005] Third, there is a lack of a stepped energy absorption mechanism. Although the concept of multi-level buffering exists in existing technologies, it is mostly a simple superposition of multiple springs, and its essence is still elastic buffering, which cannot achieve stepped energy absorption of "elastic buffering first, then damping buffering". For example, in the event of a vehicle collision, if flexible buffering can be provided by springs in the early stage of the impact, and strong buffering can be provided by high-damping media in the middle and later stages of the impact, the vehicle and its occupants can be protected more effectively.

[0006] Fourth, the choice of buffer medium is limited. Existing buffer barriers mostly use air, hydraulic oil, etc. as buffer mediums. The damping characteristics of these media are linear or approximately linear with speed, and cannot achieve a damping effect that increases non-linearly with speed.

[0007] In summary, there is an urgent need in the field of existing highway concrete guardrail technology for a collision protection structure that can adaptively adjust the buffer force according to the impact speed and achieve stepped energy absorption. Summary of the Invention

[0008] The present invention aims to solve the above-mentioned technical problems existing in the prior art and provides a drawer-type anti-collision energy absorption structure for highway concrete guardrails. This structure can adaptively adjust the buffering force according to the impact speed of the vehicle, realizing a stepped energy absorption of "elastic buffering as the main method at low speeds and damping buffering as the main method at high speeds", thereby effectively protecting the safety of vehicles and passengers.

[0009] To achieve the above objectives, the present invention provides the following technical solution: A drawer-type energy absorption structure for highway concrete guardrails includes a guardrail body, an underground pipe, and a drawer-type buffer assembly.

[0010] The underground pipe is located below the main body of the guardrail and is used for burying in the highway subgrade. The drawer-type buffer assembly is located inside the underground pipe to achieve stepped energy absorption.

[0011] Specifically, the drawer-type buffer assembly includes a slide plate, a moving rod, at least one moving plate, at least one second spring, a guide sleeve, a piston ring, and a top rod.

[0012] The sliding plate is fixed to the bottom outer wall of the guardrail body and is used to transfer the displacement of the guardrail body to the drawer-type buffer assembly.

[0013] The movable rod is fixed to the bottom end of the slide plate and serves as the main force transmission element.

[0014] The at least one movable plate is fixed to the outside of the movable rod and is used to drive the second spring to compress.

[0015] One end of the at least one second spring is fixed to the inner wall of the buried pipe, and the other end is fixed to the movable plate. When the movable rod moves the movable plate, the second spring is compressed, providing elastic cushioning in the first stage.

[0016] The guide sleeve is fixed to the inner wall of the buried pipe and is used to provide guidance and sealing fit for the piston ring.

[0017] The piston ring seal is installed between the guide sleeve and the buried pipe to form a movable sealing structure.

[0018] The push rod is fixed to the outside of the moving rod and abuts against the piston ring. When the moving rod moves to a certain stroke, the push rod pushes the piston ring to move, squeezing the non-Newtonian fluid in the buried pipe.

[0019] The buried pipe contains a non-Newtonian liquid. A non-Newtonian liquid is a fluid with shear-thickening properties, and its viscosity increases sharply with the increase of shear rate (i.e., extrusion speed).

[0020] The working process of the drawer-type buffer assembly is as follows: When a vehicle impacts the guardrail body, the guardrail body causes the sliding plate to slide, which in turn causes the moving rod to move the moving plate to compress the second spring, achieving the first stage of buffering (elastic buffering). As the impact force continues to act, the moving rod continues to move, causing the top rod to push the piston ring to squeeze the non-Newtonian fluid in the buried pipe, achieving the second stage of buffering (damping buffering). Due to the shear thickening characteristics of the non-Newtonian fluid, the damping force of the second stage buffering increases non-linearly with the impact speed: when the impact speed is low, the non-Newtonian fluid exhibits a low viscosity, and the damping force is small; when the impact speed is high, the viscosity of the non-Newtonian fluid increases sharply, and the damping force increases non-linearly, thereby achieving a strong buffering effect against high-speed impacts.

[0021] Compared with the prior art, the present invention has the following beneficial effects.

[0022] First, this invention uses a non-Newtonian liquid as the buffer medium, leveraging its shear-thickening properties to allow the buffering force to adaptively adjust with changes in impact speed. During low-speed impacts, the non-Newtonian liquid has low viscosity and low damping force, ensuring the guardrail can smoothly reset. During high-speed impacts, the viscosity of the non-Newtonian liquid increases sharply, and the damping force increases non-linearly, providing stronger buffering capacity and effectively protecting the vehicle and its occupants. This speed-sensitive buffering characteristic is not found in existing single-spring or hydraulic buffers.

[0023] Secondly, this invention achieves a stepped energy absorption mechanism of "elastic buffering followed by damping buffering" through the synergistic cooperation of a spring and a non-Newtonian fluid. In the initial stage of impact, the spring is compressed first, providing flexible elastic buffering and absorbing part of the impact energy. As the impact continues, the push rod pushes the piston ring to compress the non-Newtonian fluid, providing high-intensity damping buffering and absorbing the remaining impact energy. This stepped design makes the energy absorption process smoother and avoids the impact peak problem of a single buffer structure.

[0024] Third, the damping force of the non-Newtonian fluid in this invention increases non-linearly with impact speed, a characteristic that offers significant technical advantages in the field of highway guardrails. Compared to the linear damping characteristics of traditional hydraulic oil, non-linear damping provides stronger protection during high-speed impacts while maintaining a smaller damping force during low-speed impacts, thus avoiding overreaction to minor collisions.

[0025] Fourth, the drawer-type buffer assembly of this invention is fully integrated within the buried pipe, resulting in a compact structure that does not occupy additional space. The buried pipe is equipped with a replenishment pipe and valves for easy filling and maintenance of non-Newtonian fluids. The connecting plate and bolts facilitate the fixed installation of the buried pipe to the roadbed. Attached Figure Description

[0026] The present invention will now be further described with reference to the accompanying drawings.

[0027] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a side sectional view of the present invention; Figure 3 This is a three-dimensional structural diagram of the drawer-type buffer assembly of the present invention; Figure 4 This is a top sectional perspective view of the drawer-type buffer assembly of the present invention.

[0028] In the diagram: 1. Guardrail body; 3. Underground pipe; 4. Drawer-type buffer assembly; 401. Slide plate; 402. Moving rod; 403. Moving plate; 404. Second guide hole; 405. Slide groove; 406. Guide sleeve; 407. Piston ring; 408. Top rod; 409. Second guide rod; 4010. Second spring; 7. Connecting plate; 8. Bolt; 9. Supplementary pipe; 10. Valve. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] Example 1

[0031] See Figures 1 to 4 This embodiment provides a drawer-type energy absorption structure for highway concrete guardrails, including a guardrail body 1, an underground pipe 3, and a drawer-type buffer assembly 4.

[0032] The main body of the guardrail 1 is a reinforced concrete structure with a rectangular, trapezoidal, or other shape suitable for highway protection. The height of the main body 1 is typically 0.8m to 1.2m, and the thickness is 0.2m to 0.4m, with the specific dimensions determined according to the highway's protection level requirements. The main bodies 1 are installed in sections along the highway's extension direction, and adjacent main bodies 1 are connected by a connecting structure (not shown in the figure) to form a continuous protective barrier.

[0033] The buried pipe 3 is installed below the guardrail body 1 and is buried in the highway subgrade. The buried pipe 3 is a metal pipe or a high-strength plastic pipe with a rectangular or circular cross-section. The length of the buried pipe 3 matches the length of the guardrail body 1, typically 2m to 4m. Multiple connecting plates 7 are fixed to the outside of the buried pipe 3, and bolts 8 are threaded through the connecting plates 7. Through the connecting plates 7 and bolts 8, the buried pipe 3 can form a reliable fixed connection with the highway subgrade, ensuring that the guardrail body 1 can stably transmit impact force when subjected to a collision.

[0034] A groove 405 is provided at the top of the buried pipe 3, and the groove 405 extends along the length of the buried pipe 3. The width of the groove 405 matches the width of the sliding plate 401, typically 0.1m to 0.2m. Sealing strips (not shown in the figure) are provided on both sides of the groove 405 to prevent external impurities from entering the interior of the buried pipe 3.

[0035] The drawer-type buffer assembly 4 is disposed inside the buried pipe 3 and is the core component for realizing stepped energy absorption in this invention. The drawer-type buffer assembly 4 includes a sliding plate 401, a moving rod 402, a moving plate 403, a second spring 4010, a guide sleeve 406, a piston ring 407, and a top rod 408.

[0036] The sliding plate 401 is a metal plate whose top end is fixed to the bottom outer wall of the guardrail body 1, and whose bottom end extends into the underground pipe 3 through the sliding groove 405. The sliding plate 401 and the sliding groove 405 are in sliding engagement; when the guardrail body 1 is impacted, the sliding plate 401 can slide along the extension direction of the sliding groove 405. The contact surfaces of the sliding plate 401 and the sliding groove 405 are smoothed and coated with lubricant to reduce sliding friction resistance. The thickness of the sliding plate 401 is typically 0.01m to 0.02m, and its width matches the width of the sliding groove 405.

[0037] The movable rod 402 is a metal rod, the top of which is fixed to the bottom of the sliding plate 401, and the bottom of which extends along the length of the buried pipe 3. The cross-sectional shape of the movable rod 402 is circular or rectangular, with a diameter or side length of 0.05m to 0.1m. The length of the movable rod 402 is determined according to the depth of the buried pipe 3, and is usually 0.5m to 1.0m.

[0038] The movable plate 403 is a metal plate and is fixed to the outside of the movable rod 402. There can be one or more movable plates 403 (e.g., two in this embodiment, see [reference]). Figure 3 When multiple movable plates 403 are installed, they are spaced apart along the axial direction of the movable rod 402 to form a multi-stage buffer structure. The movable plates 403 are circular or rectangular in shape, and their outer diameter or side length matches the inner diameter or inner width of the buried pipe 3 to ensure that the movable plates 403 can slide stably within the buried pipe 3. The thickness of the movable plates 403 is 0.01m to 0.02m.

[0039] The second spring 4010 is a compression spring, with one end fixed to the inner wall of the buried pipe 3 and the other end fixed to the movable plate 403. The spring constant of the second spring 4010 is determined according to design requirements, typically ranging from 1000 N / m to 5000 N / m. When multiple movable plates 403 are installed, each movable plate 403 is equipped with at least one second spring 4010, forming a multi-level elastic buffer structure. The number of second springs 4010 can be selected according to the protection level requirements; for example, for high-level protection sections, a greater number of second springs 4010 and movable plates 403 can be installed.

[0040] The guide sleeve 406 is a metal sleeve fixed to the inner wall of the buried pipe 3. The axis of the guide sleeve 406 is parallel to the axis of the moving rod 402. The inner diameter of the guide sleeve 406 matches the outer diameter of the piston ring 407, typically ranging from 0.05m to 0.1m. The length of the guide sleeve 406 is from 0.1m to 0.2m.

[0041] Piston ring 407 is an elastic piston ring, sealed between guide sleeve 406 and buried pipe 3. Specifically, the outer wall of piston ring 407 is in a sealing fit with the inner wall of guide sleeve 406, and a sealed cavity is formed between the inner wall of piston ring 407 and the inner wall of buried pipe 3. Piston ring 407 is made of elastic material, such as rubber, polyurethane, or silicone, to ensure good sealing performance. The cross-sectional shape of piston ring 407 is rectangular or circular, and its thickness is 0.005 μm to 0.01 μm.

[0042] The push rod 408 is a metal rod fixed to the outside of the moving rod 402. There can be one or more push rods 408 (e.g., two in this embodiment, symmetrically arranged circumferentially along the moving rod 402). The axis of the push rod 408 is perpendicular to the axis of the moving rod 402. One end of the push rod 408 is fixed to the outer wall of the moving rod 402, and the other end is fitted against the inner wall of the piston ring 407. When the moving rod 402 moves, the push rod 408 moves accordingly, ultimately pushing the piston ring 407 along the guide sleeve 406.

[0043] The buried pipe 3 contains a non-Newtonian liquid. In this embodiment, the non-Newtonian liquid is preferably a shear-thickening fluid (STF). A shear-thickening fluid is a non-Newtonian liquid with special rheological properties; its viscosity increases sharply with increasing shear rate. Specifically, at low shear rates, the shear-thickening fluid exhibits low viscosity and good fluidity; when the shear rate reaches a critical value, the viscosity of the shear-thickening fluid increases instantaneously by several orders of magnitude, exhibiting solid-like properties. This "strength increases with increasing shear rate" characteristic makes it an ideal buffering medium. Typical examples of shear-thickening fluids include polyborosiloxanes, silica nanoparticle suspensions, and starch solutions. In this embodiment, polyborosiloxane (PBS) is preferably used as the non-Newtonian liquid, with a zero-shear viscosity of 1000 Pa·s to 5000 Pa·s at room temperature and a critical shear rate of 10 s⁻¹ to 100 s⁻¹.

[0044] A replenishment pipe 9 is also connected to the underground pipe 3, and a valve 10 is installed on the replenishment pipe 9. Through the replenishment pipe 9, non-Newtonian fluid can be easily added to the underground pipe 3, or the non-Newtonian fluid can be replaced periodically to ensure long-term stability of the buffering performance. The valve 10 is used to control the opening and closing of the replenishment pipe 9. Under normal operating conditions, the valve 10 is in the closed state to ensure the sealing of the underground pipe 3.

[0045] The working principle of this embodiment is as follows: First, the underground pipe 3 on the guardrail body 1 is embedded in the highway subgrade using concrete. The underground pipe 3 is reliably fixed to the subgrade using bolts 8 on the connecting plate 7. Valve 10 is opened, and an appropriate amount of non-Newtonian liquid (such as polyborosiloxane) is added to the underground pipe 3 through the replenishment pipe 9. Then, valve 10 is closed, creating a sealed cavity in the underground pipe 3.

[0046] When a high-speed vehicle impacts the guardrail body 1, the guardrail body 1 experiences a horizontal impact force. This impact force causes the guardrail body 1 to move away from the highway, causing the sliding plate 401, which is fixed to the bottom of the guardrail body 1, to slide along the sliding groove 405. The sliding of the sliding plate 401 causes the moving rod 402 to move along the length of the buried pipe 3.

[0047] The movement of the moving rod 402 first causes the moving plate 403 to move. The movement of the moving plate 403 compresses the second spring 4010, and the compression of the second spring 4010 generates an elastic restoring force, which resists the movement of the moving plate 403. This stage is the first stage of buffering (elastic buffering). In the first stage of buffering, the compression of the second spring 4010 is proportional to the magnitude of the impact force, which conforms to Hooke's Law. For low-speed impacts, the compression of the second spring 4010 is small, the displacement of the guardrail body 1 is small, and the impact energy is mainly absorbed by the second spring 4010. After the impact, the elastic restoring force of the second spring 4010 resets the moving plate 403, the moving rod 402, the sliding plate 401, and the guardrail body 1.

[0048] As the impact force continues (for medium- to high-speed impacts), the moving rod 402 continues to move, causing the push rod 408, fixed to the outside of the moving rod 402, to contact the inner wall of the piston ring 407 and push the piston ring 407. The piston ring 407 moves along the guide sleeve 406, compressing the non-Newtonian fluid inside the buried pipe 3. The non-Newtonian fluid generates a damping force when compressed, which resists the movement of the piston ring 407. This stage is the second stage of buffering (damping buffering).

[0049] In the second-stage buffering process, the damping properties of non-Newtonian fluids play a crucial role. Because non-Newtonian fluids exhibit shear thickening properties, their viscosity increases sharply with increasing shear rate (i.e., extrusion speed). Specifically: When the impact velocity is low, the moving rod 402 moves at a low speed, the non-Newtonian fluid experiences a low shear rate, and its viscosity remains at a low level, resulting in a small damping force. At this time, the second-stage buffer only provides auxiliary damping, and the displacement of the guardrail body 1 mainly relies on the spring force of the first-stage buffer for reset.

[0050] When the impact velocity is high, the moving rod 402 moves at a high speed, resulting in a high shear rate for the non-Newtonian fluid. This causes a sharp increase in viscosity and a non-linear increase in damping force. Specifically, when the shear rate exceeds the critical shear rate (e.g., 50 s⁻¹), the viscosity of the non-Newtonian fluid can increase by more than 100 times, and the damping force will increase by tens or even hundreds of times. This non-linear damping characteristic enables the second-stage buffer to provide a much stronger energy absorption capacity than spring buffers, effectively absorbing the high-energy impact generated by high-speed collisions.

[0051] Through the synergistic effect of the two-stage buffering mechanism described above, this invention achieves a stepped energy absorption mechanism that prioritizes elastic buffering at low speeds and damping buffering at high speeds. In low-speed impacts, the first-stage buffering plays a major role in ensuring the guardrail can be successfully reset; in high-speed impacts, the nonlinear damping of the second-stage buffering plays a major role in providing strong buffering protection for the vehicle and its occupants.

[0052] After the impact, under the elastic restoring force of the second spring 4010 and the pressure of the non-Newtonian fluid, the piston ring 407, push rod 408, moving rod 402, moving plate 403, sliding plate 401 and guardrail body 1 reset in sequence, ready to deal with the next impact.

[0053] Example 2

[0054] Based on Embodiment 1, this embodiment optimizes the drawer-type buffer component 4 to achieve a better multi-level buffering effect.

[0055] In this embodiment, there are multiple movable plates 403 (e.g., three, four, or five), and the multiple movable plates 403 are spaced apart along the axial direction of the movable rod 402. Each movable plate 403 is provided with multiple second springs 4010 (e.g., four), and the second springs 4010 are evenly distributed along the circumference of the movable plate 403.

[0056] Furthermore, this embodiment also includes a second guide rod 409 and a second guide hole 404. The second guide rod 409 is a metal rod, one end of which is fixed to the inner wall of the buried pipe 3, and the other end extends along the length of the buried pipe 3. The moving plate 403 has a second guide hole 404, and the second guide rod 409 is sleeved in the second guide hole 404. The cooperation between the second guide rod 409 and the second guide hole 404 provides precise guidance for the movement of the moving plate 403, preventing the moving plate 403 from deflecting or getting stuck during movement.

[0057] The second spring 4010 is sleeved on the outside of the second guide rod 409. This design ensures that the compression direction of the second spring 4010 is consistent with the axial direction of the second guide rod 409, thus ensuring that the compressive force of the second spring 4010 can be stably transmitted along the axial direction of the moving rod 402.

[0058] When a vehicle impacts the guardrail body 1, multiple movable plates 403 sequentially compress their respective second springs 4010, forming a multi-stage elastic buffer. Specifically, the movable plate 403 closest to the sliding plate 401 is first driven by the movable rod 402, compressing its corresponding second spring 4010; when this movable plate 403 moves to contact an adjacent movable plate 403, the adjacent movable plate 403 begins to be driven, compressing its corresponding second spring 4010. This process is transmitted step by step, forming a progressive elastic buffer. This multi-stage elastic buffer structure allows the buffering force to increase more smoothly, avoiding the impact peak problem that may occur in single-spring buffering.

[0059] After the moving rod 402 moves to a certain stroke, the push rod 408 pushes the piston ring 407 to squeeze the non-Newtonian fluid, entering the second stage of buffering. The nonlinear damping characteristics of the non-Newtonian fluid, together with the multi-stage elastic buffer, form a more optimized stepped energy absorption curve.

[0060] Example 3

[0061] This embodiment optimizes the materials and structure of each component of the present invention to further improve the performance and service life of the present invention.

[0062] Regarding the fit between the sliding plate 401 and the slide rail 405: The contact surfaces of the sliding plate 401 and the slide rail 405 are treated with wear-resistant materials (such as copper alloy or polytetrafluoroethylene) to reduce sliding friction resistance and improve service life. The slide rail 405 is equipped with a sealed dustproof structure to prevent external mud, sand, moisture and other impurities from entering the buried pipe 3, ensuring the cleanliness of the non-Newtonian liquid.

[0063] Regarding the material selection for piston ring 407: Piston ring 407 is preferably made of nitrile rubber or fluororubber. These two materials have good oil resistance, wear resistance, and elasticity, and can maintain good sealing performance under long-term contact with non-Newtonian liquids. The cross-sectional shape of piston ring 407 is preferably Y-shaped or U-shaped. This shape allows for automatic expansion and tightening under pressure, improving the sealing effect. In this embodiment, piston ring 407 is an elastic piston ring, and its specific material can be selected according to the actual application environment, including but not limited to elastic materials such as rubber, polyurethane, and silicone.

[0064] Regarding the selection of non-Newtonian liquids: In this embodiment, the non-Newtonian liquid preferably adopts a nano-silica / polyethylene glycol dispersion system. This dispersion system is prepared by dispersing silica nanoparticles with a particle size of 10 nm to 50 nm in a polyethylene glycol-based liquid, with the mass fraction of nanoparticles being 10% to 30%. This dispersion system exhibits significant shear thickening properties, an adjustable critical shear rate, and excellent chemical and thermal stability, making it suitable for long-term use.

[0065] Regarding the arrangement of the push rods 408: In this embodiment, there are multiple push rods 408 (e.g., four), which are evenly distributed along the circumference of the moving rod 402. This arrangement ensures that the thrust of the push rods 408 on the piston ring 407 is evenly distributed, preventing uneven wear of the piston ring 407 due to uneven force and extending the service life of the piston ring 407. Simultaneously, the symmetrical arrangement of the multiple push rods 408 also makes the force on the moving rod 402 more balanced, improving the stability of the entire buffer system.

[0066] Regarding the anti-corrosion treatment of the buried pipe 3: The buried pipe 3 is installed underground and is in a humid environment for a long time, therefore anti-corrosion treatment is required. In this embodiment, the outer surface of the buried pipe 3 is coated with an epoxy coal tar anti-corrosion coating with a thickness of 0.3mm to 0.5mm. The inner surface of the buried pipe 3 is polished and coated with a polytetrafluoroethylene coating to reduce the frictional resistance between the non-Newtonian liquid and the pipe wall, while preventing corrosion of the pipe wall by the non-Newtonian liquid.

[0067] Example 4

[0068] While the core inventive element of this invention lies in the drawer-type buffer assembly 4, in practical applications, an impact energy absorption assembly 2 can also be installed on the outside of the guardrail body 1 to achieve more comprehensive impact protection. It should be noted that the impact energy absorption assembly 2 is not a necessary component for achieving the purpose of this invention; its installation depends on specific protection level requirements and cost considerations.

[0069] The impact energy absorption assembly 2 includes a support plate 201, a first guide hole 202, a first spring 203, a guard plate 204, a honeycomb hole 205, a first guide rod 206, and a limiting plate 207.

[0070] Support plates 201 are symmetrically fixed to the outer side of the guardrail body 1. A first guide hole 202 is provided on the support plate 201, and a first guide rod 206 is sleeved within the first guide hole 202. A limit plate 207 is fixed to one end of the first guide rod 206 corresponding to the position of the first guide hole 202, used to limit the movement range of the first guide rod 206. A guard plate 204 is fixedly distributed on the outer side of the first guide rod 206. A first spring 203 is fixedly distributed on one side of the guard plate 204, and the other end of the first spring 203 is fixed to the outer wall of the support plate 201. Honeycomb holes 205 are distributed on the guard plate 204.

[0071] When a vehicle impacts the guardrail body 1, it first contacts the guard plate 204. The impact force on the guard plate 204 causes the first guide rod 206 to move along the first guide hole 202, compressing the first spring 203 and providing initial cushioning of the impact. The honeycomb holes 205 on the guard plate 204 disperse the impact force, preventing stress concentration. After the impact, the first spring 203 returns the guard plate 204 to its original position.

[0072] The impact energy absorption component 2 can work in conjunction with the drawer-type buffer component 4 to form a dual protection system of "panel buffer + drawer-type buffer", further improving the impact resistance performance of the present invention.

[0073] Example 5

[0074] This embodiment provides a method for installing and maintaining the structure of the present invention to guide practical engineering applications.

[0075] Installation method: The first step is roadbed treatment. An excavation pit is dug at the designated location on the highway, with the pit dimensions matching the external dimensions of the buried pipe 3. The bottom of the pit is compacted, and a 0.1m thick layer of crushed stone is laid to provide good drainage.

[0076] The second step is the installation of the underground pipe. The underground pipe 3 is hoisted into the foundation pit, and its position and elevation are adjusted so that the top of the underground pipe 3 is consistent with the design elevation of the road surface. The underground pipe 3 is temporarily fixed by connecting it to the pre-embedded parts at the bottom of the foundation pit using the bolts 8 on the connecting plate 7.

[0077] The third step is to add non-Newtonian fluid. Open valve 10 and add non-Newtonian fluid (such as polyborosiloxane) into the buried pipe 3 through the replenishment pipe 9. The amount added should be enough to fill the internal cavity of the buried pipe 3. After adding fluid, close valve 10.

[0078] Step 4: Installation of the guardrail body. Hoist the guardrail body 1 above the underground pipe 3, aligning the sliding plate 401 with the sliding groove 405 and inserting it. Adjust the position of the guardrail body 1 to align it with the adjacent guardrail body 1. Connect the adjacent guardrail bodies 1 using a connecting structure (not shown in the figure) to form a continuous guardrail.

[0079] Step 5: Concrete pouring. Concrete is poured into the foundation pit to form a unified structure between the buried pipe 3 and the roadbed. After the concrete has cured, the road surface is restored.

[0080] Maintenance method: The structure of this invention requires no maintenance under normal use, but a routine inspection every six months is recommended. The inspection should include: (1) Check whether the main body of the guardrail 1 is obviously deformed or damaged. If it is damaged, it should be replaced in time.

[0081] (2) Check whether there is any leakage in the underground pipe 3. If non-Newtonian liquid leakage is found, the leakage point should be located and repaired in time, and non-Newtonian liquid should be added through the replenishment pipe 9.

[0082] (3) Check the elastic properties of the second spring 4010. If it is fatigued or broken, it should be replaced in time.

[0083] (4) Sampling tests shall be conducted on non-Newtonian liquids every two years to check whether their viscosity characteristics and shear thickening characteristics meet the requirements. If a performance degradation is found, the non-Newtonian liquid shall be replaced in a timely manner.

[0084] To verify the technical effects of the present invention, the applicant conducted the following comparative experiments: Experimental sample: Sample A: Employs the structure of this invention (two-stage buffering of spring and non-Newtonian liquid), with the non-Newtonian liquid being polyborosiloxane.

[0085] Sample B: Adopts the structure of Comparative Document 1 (spring buffer only), with spring parameters identical to the second spring of Sample A.

[0086] Experimental methods: Two types of samples were subjected to impact tests at different speeds using a pendulum impact testing machine, and the impact force-time curves and maximum impact force were recorded.

[0087] Experimental results: Impact speed (km / h) Maximum impact force of sample A (kN) Maximum impact force of sample B (kN) Maximum displacement of sample A (mm) Maximum displacement of sample B (mm) 20 25 28 50 55 40 45 58 85 110 60 72 105 120 165 80 110 170 155 220 The experimental results show that at low-speed impact (20 km / h), the maximum impact forces of samples A and B are similar, with sample A slightly better. As the impact speed increases, the maximum impact force of sample B increases linearly, while the maximum impact force of sample A increases non-linearly, with a lower rate of increase than that of sample B. At high-speed impact (80 km / h), the maximum impact force of sample A is 35% lower than that of sample B, and its maximum displacement is 30% lower.

[0088] Experimental results show that the present invention achieves the technical effect of nonlinear increase of buffer force with impact speed by utilizing the shear thickening properties of non-Newtonian liquids. It can provide stronger buffer protection during high-speed impacts, effectively reduce the peak impact force and guardrail displacement, thereby reducing damage to vehicles and occupants.

[0089] This invention features a rational structural design, mature manufacturing process, and convenient installation and maintenance, making it suitable for the construction of crash barriers on various types of highways. Its main components (barrier body, underground pipe, sliding plate, movable pole, movable plate, spring, guide sleeve, piston ring, etc.) can all be manufactured using conventional machining processes, with widely available materials and controllable costs. Mature technical solutions already exist for the preparation and filling of non-Newtonian fluids. Therefore, this invention has excellent industrial applicability and promising prospects for widespread application.

[0090] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A drawer-type collision energy absorption structure for highway concrete guardrails, characterized in that, include: Guardrail body (1); An underground pipe (3) is installed below the main body of the guardrail (1); A drawer-type buffer assembly (4) is disposed inside the buried pipe (3), and the drawer-type buffer assembly (4) includes: The sliding plate (401) is fixed to the bottom outer wall of the guardrail body (1); The movable rod (402) is fixed to the bottom end of the sliding plate (401); At least one movable plate (403) is fixed to the outside of the movable rod (402); At least one second spring (4010) is fixed at one end to the inner wall of the buried pipe (3) and at the other end to the movable plate (403). Guide sleeve (406) is fixed to the inner wall of the buried pipe (3); Piston ring (407) is sealed between the guide sleeve (406) and the underground pipe (3); The push rod (408) is fixed to the outside of the moving rod (402) and abuts against the piston ring (407); The buried pipe (3) contains a non-Newtonian liquid; The drawer-type buffer assembly (4) is configured such that when a vehicle impacts, the guardrail body (1) drives the sliding plate (401) to slide, causing the moving rod (402) to drive the moving plate (403) to compress the second spring (4010) to achieve the first stage of buffering; the moving rod (402) continues to move, causing the top rod (408) to push the piston ring (407) to squeeze the non-Newtonian fluid to achieve the second stage of buffering, and the damping force of the second stage of buffering increases nonlinearly with the increase of the impact speed.

2. The drawer-type collision energy absorption structure for highway concrete guardrails according to claim 1, characterized in that, The drawer-type buffer assembly (4) also includes: The second guide rod (409) is fixed to the inner wall of the buried pipe (3); The movable plate (403) has a second guide hole (404), and the second guide rod (409) is sleeved in the second guide hole (404).

3. The drawer-type collision energy absorption structure for highway concrete guardrails according to claim 2, characterized in that, The second spring (4010) is sleeved on the outside of the second guide rod (409).

4. The drawer-type collision energy absorption structure for highway concrete guardrails according to claim 1, characterized in that, There are multiple movable plates (403), which are spaced apart along the axial direction of the movable rod (402). Each movable plate (403) is provided with at least one second spring (4010).

5. The drawer-type collision energy absorption structure for highway concrete guardrails according to claim 1, characterized in that, The top of the underground pipe (3) is provided with a groove (405) corresponding to the position of the sliding plate (401), and the sliding plate (401) is slidably disposed in the groove (405).

6. The drawer-type collision energy absorption structure for highway concrete guardrails according to claim 1, characterized in that, A supplementary pipe (9) is connected through the underground pipe (3), and a valve (10) is installed on the supplementary pipe (9).

7. The drawer-type collision energy absorption structure for highway concrete guardrails according to claim 1, characterized in that, A connecting plate (7) is fixed to the outside of the buried pipe (3), and a bolt (8) is threaded through the connecting plate (7).

8. A drawer-type collision-absorbing energy structure for highway concrete guardrails according to claim 1, characterized in that, The non-Newtonian liquid is a shear-thickening fluid.

9. A drawer-type collision-absorbing energy structure for highway concrete guardrails according to claim 1, characterized in that, The piston ring (407) is an elastic piston ring.

10. A drawer-type collision-absorbing structure for highway concrete guardrails according to claim 1, characterized in that, There are multiple top rods (408), and the multiple top rods (408) are evenly distributed along the circumference of the moving rod (402).

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