A highway crash barrier post with buffering performance

Abstract

This invention discloses a highway crash barrier post with buffering performance, belonging to the technical field of highway safety facilities. In existing highway guardrail systems, while corrugated and flexible guardrails achieve energy absorption through their own structure or buffer blocks, the guardrail posts, as core load-bearing components, lack specialized energy absorption design, thus limiting the overall buffering effect of the guardrail system. This invention designs the post as a combination structure of multiple independent load-bearing units, with buffer layers between adjacent units, connecting each unit and buffer layer to form a whole. Furthermore, the impact resistance of each unit increases from weakest to strongest according to the order of failure; that is, the weakest unit is closer to the impact side, and the strongest unit is furthest from the impact side. This invention's guardrail post can effectively meet the buffering and energy absorption needs of impacts of different energy levels, effectively reducing or minimizing vehicle damage and personal injury in impacts of varying energies.

Description

Technical Field

[0001] This invention relates to the field of highway safety facilities technology, and in particular to a highway crash barrier post with buffering performance. Background Technology

[0002] Highway guardrails are a core component of traffic safety facilities, primarily serving functions such as safety protection, guidance and buffering, and accident control. Highway crash barriers can be categorized into three types based on their rigidity and deformation: rigid barriers, semi-rigid barriers, and flexible barriers. Their main representative forms are concrete barriers, corrugated beam barriers, and cable barriers, respectively. Corrugated beam barriers and flexible barriers are the most widely used. The guardrail posts are the main supporting and load-bearing components of corrugated beam barriers and flexible barriers, and are installed at point intervals along the longitudinal direction of the highway. One end of the guardrail post is connected and fixed to the corrugated beam barrier, while the other end is fixed to the concrete structure of the roadbed or bridge. When a vehicle collides with the guardrail, the guardrail post will be subjected to the corresponding impact force. Currently, existing corrugated beam barriers and flexible barriers generally use circular steel pipe posts with equal wall thickness. The top of the post is connected to the corrugated beam plate through anti-blocking blocks or brackets, while the bottom of the guardrail post is directly embedded in the road shoulder soil for fixation, or its bottom is fixed by connecting to other structures. In a semi-rigid guardrail system, the force transmission path upon a vehicle collision is as follows: the vehicle impacts the corrugated beam, which disperses the impact force to multiple anti-collision blocks. These blocks then transmit the force to the corresponding posts, and finally, the force is transmitted to the foundation and anchoring system via the posts. The energy absorption capacity of this guardrail system is primarily achieved through the extension and bending deformation of the corrugated beam itself, as well as the compression deformation of the anti-collision blocks. However, the guardrail posts themselves only serve as core supporting components and rarely have specifically designed energy absorption structures. This prevents the posts from actively absorbing energy, thus limiting the overall energy absorption capacity of the guardrail system and making it difficult to effectively cope with impact scenarios of varying energy levels. Summary of the Invention

[0003] The purpose of this invention is to provide a highway crash barrier post with buffering performance to improve the energy absorption and dissipation capacity of the entire guardrail system (including the post) when it is impacted, thereby enhancing the protective performance and safety of the entire guardrail system.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A highway crash barrier post with buffering performance is provided. The post includes multiple independent load-bearing units, and a buffer layer is provided between each load-bearing unit. The load-bearing units and the buffer layer are connected to form an integral columnar structure. The load-bearing units are arranged in sequence according to the order of failure during impact. Specifically, the independent load-bearing unit with the least impact resistance is placed at the position closest to the impact side, and the independent load-bearing unit with the greatest impact resistance is placed at the position farthest from the impact side, and so on.

[0006] Furthermore, the multiple independent force-bearing units are coaxially nested from the outer layer to the inner layer.

[0007] Furthermore, the multiple independent force-bearing units are arranged sequentially from the inner side of the lane to the outer side of the lane.

[0008] Furthermore, the highway crash barrier posts, from the outside in, consist of: an outermost hollow steel cylinder, a buffer layer, and an inner solid reinforced concrete column.

[0009] Furthermore, the highway crash barrier post is provided with at least three independent load-bearing units in sequence from the inner side of the lane to the outer side of the lane, and a buffer layer is provided between adjacent independent load-bearing units and fixedly connected.

[0010] Furthermore, the buffer layer is a buffer energy-dissipating material, including at least one of particulate filler material, organic foam material, metal foam material, honeycomb structure material or elastic polymer material.

[0011] The beneficial effects of this invention are as follows: Compared with traditional circular steel pipe guardrail posts with uniform wall thickness, the highway guardrail posts of this invention, by setting multiple independent force-bearing units with buffer layers between them, and limiting the impact resistance of each force-bearing unit to increase from weakest to strongest according to the order of their failure, that is, the force-bearing unit with the weakest impact resistance is closer to the impact side, and the force-bearing unit with the strongest impact resistance is furthest from the impact side. The highway crash barrier posts with buffering performance designed in this invention can well meet the buffering and energy absorption needs of impacts of different energy levels, effectively reducing vehicle damage and personal injury in impacts of different energy levels. Attached Figure Description

[0012] The accompanying drawings are provided to further illustrate the present application and are used to explain the invention. They do not constitute an undue limitation of the present application.

[0013] Figure 1 This is a cross-sectional view of the circular column described in Embodiment 1 of the present invention, parallel to the direction of the lane.

[0014] Figure 2 This is a longitudinal cross-sectional view of the circular column along the height direction as described in Embodiment 1 of the present invention.

[0015] Figure 3 This is a cross-sectional view of the square column described in Embodiment 2 of the present invention, parallel to the direction of the lane.

[0016] Figure 4 This is a longitudinal section view of the square column along the height direction as described in Embodiment 2 of the present invention.

[0017] Explanation of reference numerals in the attached figures:

[0018] 1. Inner solid reinforced concrete column; 2. Buffer layer; 3. Outer hollow steel cylinder; 4. Welded seam; 5. First layer honeycomb aluminum component; 6a. Second layer polyurethane foam buffer layer; 6b. Fourth layer polyurethane foam buffer layer; 7. Third layer Q235B carbon steel component; 8. Fifth layer glass fiber / epoxy resin-based composite material component. Detailed Implementation

[0019] The following detailed description, in conjunction with specific embodiments, illustrates a highway crash barrier post with buffering capabilities proposed in this invention. It should be understood that the embodiments of this invention are merely illustrative examples and not intended to limit the invention. All improvements and equivalent substitutions made within the form, implementation method, and principles of this invention should be included within the scope of protection of the claims of this invention. The invention will be further described in detail below with reference to two embodiments.

[0020] Example 1

[0021] like Figure 1 and Figure 2 As shown, this embodiment provides a highway crash barrier post with buffering performance. It is a nested cylindrical structure with a height of 1200mm and an outer diameter of 200mm. The post adopts a three-layer coaxial nested structure, consisting of: an outermost hollow steel cylinder 3, a buffer layer 2, and an inner solid reinforced concrete column 1, from the outside in. The three layers are fixedly connected as one unit by welding and interface bonding. In this embodiment, the independent force-bearing unit with the least impact resistance is placed closest to the impact side, and the independent force-bearing unit with the greatest impact resistance is placed farthest from the impact side. That is, the impact resistance of each force-bearing unit increases sequentially from near to far from the impact side. Specific parameters are as follows: the outermost hollow steel cylinder 3 is made of Q235B steel plate with a wall thickness of 8mm, welded together, with a yield strength of 235MPa, a tensile strength of 370MPa, and an elastic modulus of 206GPa; the buffer layer 2 is rigid polyurethane foam filled in the annular cavity between the inner and outer layers, with a density of 80kg / m³. 3The compressive strength is 1.5 MPa, and the elastic modulus is 50 MPa. The inner solid reinforced concrete column 1 is a C40 reinforced concrete column with a diameter of 125 mm, and its axial compressive strength standard value is 26.8 MPa, and its elastic modulus is 32.5 GPa. The outermost hollow steel cylinder 3 is welded using a continuous welding process, and the weld seam 4 is 3 mm high. The overall fixing method of the three-layer structure is as follows: before filling the buffer layer, the outer surface of the inner solid reinforced concrete column and the inner surface of the outer steel cylinder are treated with interface treatment and coated with adhesive. The buffer layer is filled with foam on site to achieve tight bonding between layers. The two ends of the column are sealed with 10 mm thick Q235B circular end plates to ensure the connection reliability of the overall structure. In this embodiment, the mechanical parameters of the column's load-bearing unit show a clear positive gradient distribution: from near to far from the impact side, the impact resistance of the outermost hollow steel cylinder 3 and the inner solid reinforced concrete column 1 increases sequentially. Upon impact with a vehicle, the outermost hollow steel cylinder 3, closest to the impact side, yields and bends first, initially dissipating the impact energy. As the impact displacement increases, the buffer layer 2 is gradually compressed and compacted, absorbing a large amount of impact energy and smoothly transferring the load through viscoelastic deformation. Finally, the inner solid core column 1, furthest from the impact side and with the strongest impact resistance, undergoes crushing deformation, dissipating the remaining impact energy. The entire failure process exhibits a strict sequential failure characteristic from the outside to the inside and from near to far.

[0022] Example 2

[0023] like Figure 3 and Figure 4 As shown, this embodiment provides a highway crash barrier post with buffering performance. It is a square column structure arranged sequentially along the lane direction, with a height of 1000mm and a square cross-section side length of 150mm. The layers of the post are arranged sequentially along the lane direction from the inner side (the side of vehicle impact, closest to the impact) to the outer side (farthest from the impact). Specifically: the innermost layer is a honeycomb aluminum component 5, the second layer is a polyurethane foam buffer layer 6a, the third layer is a Q235B carbon steel component 7, the fourth layer is a polyurethane foam buffer layer 6b, and the outermost fifth layer is a glass fiber / epoxy resin-based composite material component 8. In this embodiment, the impact resistance of each load-bearing unit increases sequentially from the inner side of the lane to the outer side (from near to far from the impact), meaning the load-bearing unit with the lowest impact resistance is placed closest to the impact, and the unit with the highest impact resistance is placed furthest away. The first, third, and fifth layers are independent load-bearing units, while the second and fourth layers are buffer layers. Adjacent load-bearing units are separated by polyurethane foam buffer layers. Specific parameters are as follows: First layer honeycomb aluminum component 5: thickness 50mm, honeycomb cell side length 5mm, wall thickness 0.08mm, plateau stress 2.5MPa, density 250kg / m³. 3The first-level stress unit is the closest to the impact side and has the least impact resistance; the second layer is a polyurethane foam buffer layer 6a with a thickness of 10 mm and a density of 80 kg / m³. 3 The first layer has a compressive strength of 1.5 MPa and serves as the first-level interlayer buffer and energy dissipation structure; the third layer, Q235B carbon steel component 7, is 40 mm thick, with a yield strength of 235 MPa, tensile strength of 370 MPa, and elastic modulus of 206 GPa, serving as the second-level load-bearing unit, with impact resistance higher than the first-level honeycomb aluminum component; the fourth layer, polyurethane foam buffer layer 6b, is 10 mm thick and has a density of 80 kg / m³. 3 The first layer has a compressive strength of 2.0 MPa and serves as the second-level interlayer buffer energy dissipation structure. The fifth layer, a glass fiber / epoxy resin-based composite component 8, has a glass fiber volume content of 60%, a thickness of 40 mm, a flexural strength of 800 MPa, a flexural modulus of 45 GPa, and an elongation at break of 1.5%. It is the final-level load-bearing unit, furthest from the impact side and with the greatest impact resistance. The mechanical parameters of the column in this embodiment exhibit a clear positive gradient distribution: along the direction from the inner side of the lane to the outer side, the first layer of honeycomb aluminum platform has a stress of 2.5 MPa, the third layer of carbon steel has a yield strength of 235 MPa, and the fifth layer of composite material has a flexural strength of 800 MPa. The flexural stiffness and compressive strength of each load-bearing unit increase sequentially. The fixing connection method between the components is as follows: first, the connection interface of each component is roughened by sandblasting / grinding, then high-strength epoxy structural adhesive is applied, and after stacking, a special clamp is used for pressure curing at a curing pressure of 0.3 MPa for a curing time of not less than 24 hours. Upon impact with a vehicle, the first layer of honeycomb aluminum component 5, closest to the impact side, first enters a stable platform stress zone, dissipating impact energy through plastic deformation. Subsequently, the second layer of polyurethane foam buffer layer 6a is gradually compressed and compacted, further absorbing energy through viscoelastic deformation. Then, the third layer of Q235B carbon steel component 7 undergoes yield bending deformation, dissipating most of the impact energy. Afterward, the fourth layer of polyurethane foam buffer layer 6b is compressed and compacted, smoothly transferring the remaining load. Finally, the fifth layer of composite material component 8, furthest from the impact side and with the strongest impact resistance, deforms and dissipates the remaining impact energy. The entire failure process strictly follows the sequential failure characteristics from the inside of the lane to the outside and from near to far.

[0024] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. All modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A highway crash barrier post with buffering performance, characterized in that, The guardrail post comprises multiple independent load-bearing units, with a buffer layer between each load-bearing unit. The load-bearing units and the buffer layer are connected to form an integral columnar structure. The load-bearing units are arranged sequentially according to the order of failure during impact. Specifically, the sequential arrangement means placing the independent load-bearing unit with the least impact resistance at the position closest to the impact side and placing the independent load-bearing unit with the greatest impact resistance at the position farthest from the impact side, and so on.

2. The highway crash barrier post with buffering performance according to claim 1, characterized in that, The multiple independent force-bearing units are coaxially nested from the outer layer to the inner layer.

3. The highway crash barrier post with buffering performance according to claim 1, characterized in that, The multiple independent force-bearing units are arranged sequentially from the inside of the lane to the outside of the lane.

4. The highway crash barrier post with buffering performance according to claim 2, characterized in that, The highway crash barrier posts, from the outside in, consist of: an outermost hollow steel cylinder, a buffer layer, and an inner solid reinforced concrete column.

5. The highway crash barrier post with buffering performance according to claim 3, characterized in that, The highway crash barrier posts are arranged with at least three independent load-bearing units along the inner side of the lane to the outer side of the lane, and a buffer layer is provided between adjacent independent load-bearing units and fixedly connected.

6. The highway crash barrier post with buffering performance according to claim 1, characterized in that, The buffer layer is a buffer energy-dissipating material, including at least one of particulate filler material, organic foam material, metal foam material, honeycomb structure material or elastic polymer material.

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