Displacement energy dissipation highway work area buffer roadblock and buffer method

Abstract

This invention belongs to the technical field of road construction safety protection facilities, and discloses a displacement energy dissipation buffer barrier and buffering method for highway work areas. It includes multiple barriers, each of which can be used individually or connected together. Each barrier includes a front base plate and a rear base plate that cooperates with the front base plate. The front base plate has a connecting seat on its upper end near the rear base plate. Each front base plate and rear base plate is fitted with multiple vertical supports, with each vertical support corresponding to a connecting seat. The vertical supports are hook-shaped, with their central portion hinged to the connecting seat via a connecting shaft at the front and to the rear base via a pre-drilled hole at the rear. Each front base plate and rear base plate has multiple horizontally arranged, parallel anti-collision beams on the side facing the front base plate. Each front base plate has a ramp at its front end. This invention is applicable to temporary buffer zone protection in various construction work areas such as highways, municipal roads, bridges, and tunnels.

Description

Technical Field

[0001] This invention belongs to the technical field of road construction safety protection facilities, specifically relating to a displacement energy dissipation buffer barrier and buffering method for highway operation areas that achieves collision buffering through displacement friction energy dissipation. It is applicable to temporary protection of buffer zones in various construction operation areas such as highways, municipal roads, bridges and tunnels, and can effectively resist high-speed vehicle collisions and reduce the risk of injury to construction personnel, equipment and vehicle occupants. Background Technology

[0002] A work zone is a road section where traffic control is implemented due to road construction, maintenance, or other work affecting traffic flow. A work zone consists of six areas: a warning zone, an upstream transition zone, a buffer zone, a work zone, a downstream transition zone, and a termination zone. A buffer zone before the work zone should be equipped with warning lights or construction crash barriers to prevent vehicles from advancing or to indicate detours.

[0003] Construction zone barriers are temporary isolation facilities installed during road construction, maintenance, or other operations to ensure the safety of construction workers and passing vehicles. They play a crucial role in guiding traffic, preventing accidents, and improving construction efficiency. Safety isolation: Effectively separating the construction area from normally traveling vehicles and pedestrians prevents unauthorized personnel from entering dangerous areas, protecting the safety of construction workers and the public. Traffic guidance: By setting up barriers, vehicles and pedestrians are guided to travel along designated routes, avoiding traffic chaos and improving traffic efficiency. Warning and reminder: Through conspicuous colors, reflective materials, and signs, drivers and pedestrians are alerted to construction ahead, prompting them to slow down or detour, preventing traffic accidents.

[0004] Construction crash buffer vehicles are essential safety equipment in road construction and maintenance operations, primarily used to protect construction personnel and equipment from accidental impacts by passing vehicles. These vehicles are typically equipped with crash buffer devices that effectively absorb and disperse impact energy in the event of a collision, thereby reducing injury to personnel and equipment behind them.

[0005] However, existing construction site barriers or construction crash buffer vehicles have the following technical defects: 1) Insufficient energy absorption: Traditional road barriers do not have a dedicated energy absorption structure, and their energy absorption capacity is limited during high-speed impacts, which cannot reduce the damage caused by vehicle impacts; 2) Poor structural stability: Lightweight road barriers are easily blown down by the wind or displaced by impact, while heavy-duty road barriers are inconvenient to deploy; 3) The contradiction between flexibility and economy: Crash buffer vehicles have good protection effect, but are expensive and have poor flexibility; traditional road barriers are inexpensive, but their protective performance is insufficient. 4) Limited adaptability: Existing facilities mostly require anchoring and fixing, which makes them poorly adaptable to temporary construction and frequent site relocation scenarios, and they lack compatibility with different road conditions.

[0006] 5) Publication No. CN120273281A discloses a displacement-type construction work area buffer barrier and method. Its technical measure is to lift the vehicle chassis by using diagonal bracing. However, through simulation and real vehicle collision test, at high vehicle speeds, the vehicle will bounce when passing through the diagonal bracing, affecting stability and stopping distance. Summary of the Invention

[0007] The purpose of this invention is to provide a displacement-energy-dissipating buffer barrier for highway work areas that combines lightweight design with high-efficiency energy absorption. It constructs an integrated structure of "buffer energy absorption - displacement conduction - friction energy dissipation," reducing weight while ensuring impact resistance through a displacement-friction energy dissipation mechanism. The optimized structural design enables rapid deployment without anchoring, adapting to various road conditions and meeting the needs of temporary construction and frequent site relocation. It also enhances structural stability, preventing it from being blown down or easily displaced by wind, while reducing processing and maintenance costs and ensuring product reusability.

[0008] Another objective of this invention is to provide a buffering method for a displacement energy dissipation road barrier in a highway work area. When a vehicle collides with the barrier, the impact force is first dispersed by the crossbeam assembly, and then the impact force is converted into the horizontal displacement driving force of the base by the support structure. The impact kinetic energy is smoothly dissipated by the sliding friction between the base and the ground. At the same time, the friction components of the base and the overall frame structure are optimized to ensure that the energy absorption process is controllable and the structure is stable, ultimately achieving the technical goals of "lightweight, anchor-free, high protection, and easy deployment".

[0009] To achieve the above objectives, the present invention provides the following technical approach: A displacement energy dissipation buffer barrier for highway work areas includes multiple barriers, each of which can be used individually or multiple barriers connected together, wherein: Each of the road barriers includes a front base plate and a rear base plate that cooperates with the front base plate. The front base plate has a connecting seat on the upper end of the side near the rear base plate. Each of the front base plates and the rear base plate is equipped with multiple vertical supports, and the vertical supports and the connecting seats are arranged in a one-to-one correspondence. The vertical support is hook-shaped and tilted towards the front of the vehicle. Its middle part is hinged to the connecting seat at the front via a connecting shaft, and its middle part is hinged to the rear base via a reserved hole at the rear. Each of the front base plates and the rear base plates has multiple vertical supports that are adapted to each other. Multiple horizontal and parallel anti-collision beams are provided on the side facing the front base plate. Each of the front base plates has a ramp at the front end.

[0010] Optionally, the rear base includes a rear base frame, a rear base stiffening rib, a rear base connector, and a rear base connecting tube. The base stiffening rib is installed on the rear base frame, the rear base connector is installed on the same side at both ends of the rear base frame, and the rear base connecting tube is used to connect two adjacent rear base connectors.

[0011] Optionally, the rear base stiffening ribs correspond one-to-one with the vertical supports, and the rear base stiffening ribs are provided with bolt holes, which are hinged to the vertical supports by bolts.

[0012] Optionally, a vertical support reinforcing tube is provided between the plurality of vertical supports.

[0013] Optionally, each of the vertical supports has a protruding connecting portion at one-third of the distance from the front base plate, and each of the vertical supports has a through hole in its middle.

[0014] Optionally, the bottom of the front base plate and the rear base plate are detachably equipped with base rubber, and the contact surface of the base rubber with the ground is provided with diamond-shaped anti-slip texture.

[0015] Optionally, the base rubber is evenly distributed in the lower middle and rear parts of the front base plate, as well as the bottom of the rear base frame.

[0016] Optionally, the upper parts of multiple road railings placed side by side are connected by a connecting horizontal tube located on the upper layer passing through the protruding connecting part, and the bottom parts of multiple road railings placed side by side are connected by another connecting horizontal tube located on the lower layer passing through the through hole. A vertical support side plate is provided on the outer side of the vertical support, and both ends of the connecting horizontal pipe located at the lower layer pass through the vertical support side plate and are connected to the vertical support side plate.

[0017] Furthermore, two adjacent front base plates are connected by multiple front base plate connectors, and adjacent rear base plates are connected by rear base plate connectors, which are used to increase the anti-collision area by connecting multiple road barriers together.

[0018] A buffering method for the aforementioned displacement energy dissipation highway work area buffer barrier, the protection and energy absorption process includes: The vehicle's front wheels went over the ramp, pressed onto the front floor, and then hit the crash beam. After the anti-collision beam bears the impact force, the concentrated load is evenly distributed to the root vertical brace through the vertical bracing reinforcement tube, so as to avoid local stress concentration and structural damage. Under impact, the vertical brace, through its hinged connection with the front base plate, transforms the impact force perpendicular to the anti-collision beam into a horizontal driving force along the ground, propelling the front base plate and rear base plate to slide smoothly as a whole. The rubber bases at the bottom of the front and rear base plates generate stable sliding friction with the ground, which dissipates the impact kinetic energy of the vehicle through friction, causing the vehicle speed to decrease rapidly and the energy absorption process to be smooth without rebound. During the sliding process, the stable structure formed by the connecting horizontal tubes prevents the vertical support from deforming laterally, and the diamond-shaped anti-slip texture of the base rubber ensures stable friction. Finally, the vehicle and the road barrier come to a stop together, achieving dual protection for the construction area and vehicle occupants.

[0019] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. Highly efficient and stable energy absorption: Employing a displacement friction energy dissipation mechanism, it achieves high energy absorption efficiency; 2. Flexible and convenient deployment: The overall weight is light and no anchoring device is required. It can be transported and deployed by 2 people. It is suitable for various road conditions such as asphalt and cement, and meets the needs of temporary construction and frequent site relocation. 3. Stable and reliable structure: The structure is formed by vertical supports, reinforced horizontal tubes and diagonal bracing rods to form a three-dimensional stable frame with strong wind load resistance. It can be placed directly on the road surface and is not easy to move. In addition, the base plate is large and the center of gravity is low. It is covered with rubber, which has high friction and is very stable, preventing it from being blown over by the wind or failing due to minor collisions.

[0020] 4. Excellent economy and durability: The structure is simple and easy to process. The rubber base can be replaced separately. The maintenance cost is only 1 / 10 of that of traditional anti-collision buffer vehicles. In addition, the main structure of the road barrier is made of aluminum alloy and steel, which can be reused and has a service life of ≥5 years.

[0021] 5. Preventing vehicle bouncing: The front wheels of the vehicle in this invention press directly onto the front floor plate via the ramp, and the vehicle chassis does not directly and hard contact the buffer barrier structure. The ramp slope is specifically reduced, and the front floor plate is also thinner, reducing the vehicle's climbing height. This series of designs effectively prevents vehicle bouncing. Due to the use of a large floor plate, the friction with the ground is increased, shortening the parking distance. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the invention. Figure 2 This is a schematic diagram of the structure of the rear base of the present invention; Figure 3 This is a side view of the present invention; Figure 4 This is a bottom view of the present invention.

[0023] Explanation of reference numerals in the attached diagram: 1-Anti-collision beam; 2-Front base plate; 3-Vertical brace; 31-Vertical brace reinforcing tube; 4-Connecting horizontal tube; 5-Rear base; 51-Base frame; 52-Rear base stiffening rib; 53-Rear base connector; 54-Rear base connecting tube; 6-Base rubber; 7-Connecting seat; 8-Climbing ramp; 9-Front base plate connector; 10-Connecting shaft; 11-Vertical brace side plate. Detailed Implementation

[0024] 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.

[0025] A type of displacement energy dissipation roadway buffer barrier for highway work areas, such as Figures 1 to 4 As shown, it includes multiple road barriers, each of which can be used individually or multiple barriers can be connected together. Each road barrier includes a front base plate 2 and a rear base plate 5 that works in conjunction with the front base plate 2. A connecting seat 7 is fixed on the upper end of the front base plate 3 on the side near the rear base plate 5. Each front base plate 2 and rear base plate 5 is equipped with multiple vertical supports 3, and the vertical supports 3 and connecting seats 7 are arranged one-to-one. The vertical support 3 is hook-shaped and tilted towards the front of the vehicle at an angle of about 65° to the road surface. It is used to hold the front of the vehicle down and prevent it from lifting up. The middle front of the vertical support 3 is hinged to the connecting seat 7 via the connecting shaft 10, and the middle rear of the vertical support 3 is hinged to the rear base 5 via a reserved hole. The hinge can facilitate folding during transportation, reduce volume, and make it easier to place. It can also better fit the ground when the ground is slightly uneven, increasing friction. Each front base plate 2 and rear base 5 has multiple vertical supports 3 that are adapted to each other. Multiple horizontal and parallel anti-collision beams 1 are fixed to the side facing the front base plate 3. Vertical support reinforcing tubes 31 are fixed between the multiple vertical supports 3. Each front base plate 2 has a ramp 8 fixed to its front end.

[0026] In this invention, the rear base 5 includes a rear base frame 51, a rear base stiffening rib 52, a rear base connector 53, and a rear base connecting pipe 54. The stiffening rib 52 and the rear base connector 53 are welded to the upper part of the rear base frame 51. The rear base connector 53 is welded to the same side at both ends of the rear base frame 51. The rear base connecting pipe 54 is used to connect two adjacent rear base connectors 53. The rear base stiffening rib 52 corresponds one-to-one with the vertical support 3. The rear base stiffening rib 52 is provided with bolt holes and is hinged to the vertical support 3 by bolts. The lower end of the vertical support 3 is hinged to the rear base stiffening rib 52.

[0027] In this invention, each vertical support 3 has a protruding connecting part at one-third of the side away from the front bottom plate 2, and each vertical support 3 has a through hole in its middle.

[0028] In this invention, the bottom of the front base plate 2 and the rear base 5 are detachably installed with base rubber 6 by bolts. The contact surface of the base rubber 6 with the ground is provided with diamond-shaped anti-slip texture. The base rubber 6 is evenly distributed in the lower middle and rear of the front base plate 2 and the bottom of the rear base frame 51 to increase the sliding friction with the ground and ensure stable energy absorption efficiency.

[0029] When multiple road barriers are used together, the upper parts of the barriers are fixedly connected by a connecting horizontal tube 4 located on the upper layer, passing through the protruding connecting part. The lower parts are fixedly connected by another connecting horizontal tube 4 located on the lower layer, passing through the through hole. The upper connecting horizontal tube 4 is installed at 1 / 3 of the way down, working together with the lower connecting horizontal tube 4 to prevent the connected barriers from being knocked apart. The outer side of the vertical support 3 is anchored to the vertical support side plate 11 by bolts. Both ends of the lower connecting horizontal tube 4 pass through the vertical support side plate 11 and are fixed to it. The main function of the vertical support side plate 11 is to reinforce the vertical support 3 and provide the insertion hole for the connecting horizontal tube 4 to pass through. Adjacent front base plates 2 are connected by multiple front base plate connectors 9, and adjacent rear base plates 5 are connected by rear base connecting tubes 54. Multiple barriers can be connected to each other to increase the impact protection area.

[0030] This invention can be used alone for protection of low-speed (below 40km / h) road sections. Alternatively, two or more can be connected together depending on the width of the front of the construction work area that needs to be protected. When multiple barriers are used together, because the barriers themselves have a certain weight and a low center of gravity, when a vehicle hits a barrier, the weight of the vehicle body will also be pressed onto the multiple connected front bottom plates, preventing the barriers from being knocked away.

[0031] In this invention, the height of the road barrier should be higher than that of the vehicle hood to cover it, such as 1160mm.

[0032] In this invention, the displacement energy dissipation buffer barrier for highway work areas can be used in conjunction with other protective facilities on the side of the work area, such as concrete isolation piers, to protect the safety of the work area during actual construction.

[0033] Example 1 A type of displacement-type construction work area crash barrier, such as a displacement energy dissipation road barrier for highway work areas. Figures 1 to 4 As shown, it includes two road barriers connected together, specifically: (1) Friction base unit Front base plate 2: made of steel, serving as the bottom structure of the entire road barrier. Wheels can roll onto the front base plate 2 via the ramp 8 welded to the front of the front base plate 2. Adjacent front base plates 2 are connected by bolts on the front base plate connector 9.

[0034] Rear base 5: steel, including rear base frame 51, rear base stiffening rib 52, rear base connector 53 and rear base connecting pipe 54. The base stiffening rib 52 and rear base connector 53 are welded on the upper part of the base frame 51. The rear base connector 53 is welded to the same side at both ends of the rear base frame 51. The rear base connecting pipe 54 is used to connect two adjacent rear base connectors 53. The rear base stiffening rib 52 corresponds one-to-one with the vertical support 3. The rear base stiffening rib 52 is provided with bolt holes and is hinged to the vertical support 3 by bolts. The lower end of the vertical support 3 is hinged to the rear base stiffening rib 52. Base rubber 6: Rubber with diamond-shaped anti-slip texture on the surface, which can be detachably fixed to the bottom of the front base plate 2 and the rear base 5 by bolts. The base rubber 6 is evenly distributed in the lower middle and rear of the front base plate 2 and the bottom of the rear base frame 51 to increase the sliding friction with the ground and ensure stable energy absorption efficiency. Connecting seat 7: made of steel, welded to the upper surface of the front base plate 2, and hinged to the lower end of the vertical support 3 via the connecting shaft 10, ensuring that the base can slide smoothly when the vertical support is under force.

[0035] (2) Buffer energy absorption unit Anti-collision beam 1: It adopts 6 parallel aluminum alloy profiles with figure-eight cross sections to form a continuous impact-resistant surface, which is used to directly bear the impact force of the vehicle and distribute the load. (3) Supporting transmission unit Vertical brace 3: It is hook-shaped and made of square aluminum tube profile. There are 6 of them, which are vertically arranged on the back side of the anti-collision beam 1. The upper end is fixed to the anti-collision beam 1 by welding, and the middle part is hinged to the connecting seat 7 through the connecting shaft 10 near the front to realize the vertical transmission of force and displacement conversion. Vertical bracing reinforcement tube 31: A square aluminum tube that connects adjacent vertical braces 3 together by welding, thereby strengthening the vertical bracing structure.

[0036] Connecting horizontal pipe 4: Made of seamless steel pipe, it is divided into upper and lower layers. The upper connecting horizontal pipe 4 connects to the upper part of the 6 vertical supports 3, and the lower connecting horizontal pipe 4 connects to the middle part of the 6 vertical supports 3, which enhances the overall stability of the support structure and avoids lateral deformation during impact.

[0037] Vertical support side plate 11: aluminum alloy structural plate. The vertical support side plate 11 is anchored to the side of the vertical support 3 by bolts. Its main function is to reinforce the vertical support 3 and provide a hole for connecting the horizontal pipe 4 to pass through.

[0038] Example 2 A buffering method using the displacement energy dissipation road barrier in a highway work area as described in Example 1, wherein when a vehicle collides head-on with the barrier at a speed ≤60km / h, the protection and energy absorption process is as follows: The vehicle's front wheels passed over the ramp 8, pressed onto the front floor 2, and crashed into the anti-collision beam 1; After the anti-collision beam 1 bears the impact force, the concentrated load is evenly distributed to the 6 vertical supports 3 through the vertical bracing reinforcement tube 31, so as to avoid local stress concentration and structural damage. Under the impact force, the vertical support 3, through the hinged connection structure with the front base plate 2, converts the impact force perpendicular to the anti-collision beam 1 into a driving force horizontal along the ground, pushing the front base plate 2 and the rear base 5 to slide smoothly as a whole. The base rubber 6 at the bottom of the front base plate 2 and the rear base 5 generates stable sliding friction with the ground, which dissipates the impact kinetic energy of the vehicle through friction, causing the vehicle speed to decrease rapidly and the energy absorption process to be smooth without rebound. During the sliding process, the stable structure formed by the connecting horizontal tube 4 prevents the vertical support 3 from deforming laterally, and the diamond-shaped anti-slip texture of the base rubber 6 ensures stable friction. Finally, the vehicle and the road barrier come to a stop together, achieving dual protection for the construction area and vehicle occupants.

[0039] The above description is merely a specific embodiment of the present invention, and the scope of protection of the present invention is not limited thereto. Any transformations or substitutions that can be conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A displacement energy dissipation buffer barrier for highway work areas, characterized in that, This includes multiple road barriers, each of which can be used individually or multiple barriers connected together, wherein: Each of the road barriers includes a front base plate and a rear base plate that cooperates with the front base plate. The front base plate has a connecting seat on the upper end of the side near the rear base plate. Each of the front base plates and the rear base plate is equipped with multiple vertical supports, and the vertical supports and the connecting seats are arranged in a one-to-one correspondence. The vertical support is hook-shaped and tilted towards the front of the vehicle. Its middle part is hinged to the connecting seat at the front via a connecting shaft, and its middle part is hinged to the rear base via a reserved hole at the rear. Each of the front base plates and the rear base plates has multiple vertical supports that are adapted to each other. Multiple horizontal and parallel anti-collision beams are provided on the side facing the front base plate. Each of the front base plates has a ramp at the front end.

2. The displacement energy dissipation buffer barrier for highway work areas according to claim 1, characterized in that, The rear base includes a rear base frame, a rear base stiffening rib, a rear base connector, and a rear base connecting tube. The base stiffening rib is installed on the rear base frame, the rear base connector is installed on the same side at both ends of the rear base frame, and the rear base connecting tube is used to connect two adjacent rear base connectors.

3. The displacement energy dissipation buffer barrier for highway work areas according to claim 2, characterized in that, The rear base stiffening ribs correspond one-to-one with the vertical supports, and the rear base stiffening ribs are provided with bolt holes, which are hinged to the vertical supports by bolts.

4. The displacement energy dissipation buffer barrier for highway work areas according to claim 3, characterized in that, Vertical support reinforcing tubes are provided between the multiple vertical supports.

5. The displacement energy dissipation buffer barrier for highway work areas according to claim 4, characterized in that, Each of the vertical supports has a protruding connecting portion at one-third of the distance from the front base plate, and each of the vertical supports has a through hole in its middle.

6. The displacement energy dissipation buffer barrier for highway work areas according to claim 5, characterized in that, The bottom of the front base plate and the rear base plate are detachably equipped with base rubber, and the contact surface of the base rubber with the ground is provided with diamond-shaped anti-slip texture.

7. The displacement energy dissipation buffer barrier for highway work areas according to claim 6, characterized in that, The base rubber is evenly distributed in the lower middle and rear parts of the front base plate, as well as the bottom of the rear base frame.

8. The displacement energy dissipation buffer barrier for highway work areas according to claim 7, characterized in that, The upper parts of multiple road railings placed side by side are connected by a connecting horizontal tube located on the upper layer passing through the protruding connecting part, and the lower parts of multiple road railings placed side by side are connected by another connecting horizontal tube located on the lower layer passing through the through hole. A vertical support side plate is provided on the outer side of the vertical support, and both ends of the connecting horizontal pipe located at the lower layer pass through the vertical support side plate and are connected to the vertical support side plate.

9. The displacement energy dissipation buffer barrier for highway work areas according to claim 8, characterized in that, The two adjacent front base plates are connected by multiple front base plate connectors, and the adjacent rear base plates are connected by rear base plate connecting pipes, which are used to increase the anti-collision area by connecting multiple road barriers.

10. A buffering method for a displacement energy dissipation roadway buffer barrier in a highway work area according to claim 9, characterized in that, Its protection and energy absorption process includes: The vehicle's front wheels went over the ramp, pressed onto the front floor, and then hit the crash beam. After the anti-collision beam bears the impact force, the concentrated load is evenly distributed to the root vertical brace through the vertical bracing reinforcement tube, so as to avoid local stress concentration and structural damage. Under impact, the vertical brace, through its hinged connection with the front base plate, transforms the impact force perpendicular to the anti-collision beam into a horizontal driving force along the ground, propelling the front base plate and rear base plate to slide smoothly as a whole. The rubber bases at the bottom of the front and rear base plates generate stable sliding friction with the ground, which dissipates the impact kinetic energy of the vehicle through friction, causing the vehicle speed to decrease rapidly and the energy absorption process to be smooth without rebound. During the sliding process, the stable structure formed by the connecting horizontal tubes prevents the vertical support from deforming laterally, and the diamond-shaped anti-slip texture of the base rubber ensures stable friction. Finally, the vehicle and the road barrier come to a stop together, achieving dual protection for the construction area and vehicle occupants.

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