A rubber air bag buffer device for traffic safety anti-collision and its installation and buffering method

Abstract

The application discloses a rubber air bag buffer device for traffic safety anti-collision and a mounting and buffering method thereof, and belongs to the technical field of traffic safety anti-collision facilities. The device comprises a hollow long-strip-shaped air bag body, exhaust energy absorbing mechanisms arranged at both ends of the air bag, a pre-buried rigid connecting plate and a bolt fixing assembly, and can be non-destructively added to a groove of an existing wave-shaped beam guardrail. The inside of the air bag body is a normal pressure hollow chamber, the exhaust energy absorbing mechanism adopts a pure elastomer horn-shaped exhaust nozzle, relies on air pressure self-driving to realize normal closure, impact exhaust and negative pressure reset, and is free of mechanical moving parts throughout the process. The application greatly improves the energy absorption efficiency through the dual energy absorption mechanism of rubber elastic deformation and gas directional exhaust, eliminates the risk of vehicle rebound, can be quickly added without removing the original guardrail, has high reliability and high visibility warning functions, and is suitable for various road anti-collision scenes such as expressways and urban expressways.

Description

Technical Field

[0001] This invention relates to the field of traffic safety collision avoidance facilities, specifically to a rubber airbag buffer device installed in the groove of a corrugated beam guardrail and its installation and buffering method, applicable to various road traffic safety collision avoidance scenarios requiring collision avoidance and buffering, such as highways, urban expressways, bridges and tunnels, and toll islands. Background Technology

[0002] Corrugated beam steel guardrails are currently the most widely used safety crash barriers on both sides of roads and in central medians both domestically and internationally. They are mainly composed of corrugated steel plates 7, posts 8, and connecting plates 9 (intervals are set along the length of the corrugated steel plates 7) connecting the corrugated steel plates 7 and the posts 8. They rely on the plastic deformation of steel to absorb impact energy and fall under the category of rigid crash barriers. However, existing corrugated beam steel guardrails have the following significant drawbacks: First, their impact energy absorption capacity is limited. Under high-speed, heavy-load impacts, the proportion of energy absorbed by steel deformation is low, and the peak deceleration of the vehicle far exceeds the human tolerance limit, easily causing serious injuries or fatalities to occupants. Second, the elastic recovery speed of steel is fast, and vehicles are prone to violent rebound after impact, triggering secondary collisions or even chain accidents. Third, the guardrail is prone to irreversible plastic deformation after impact, requiring replacement of the corrugated plates and straightening of the posts for repair, resulting in a large workload and high costs. Fourth, relying solely on the deformation of solid materials to absorb energy, without a gas buffer mechanism, the buffer stroke is insufficient, and the peak impact force is too high.

[0003] Another type of existing roller-type rotating crash barrier converts impact force into rotational kinetic energy through roller rotation, but it also has shortcomings: First, it requires the complete removal of the original guardrail and the reinstallation of a special column and roller assembly, which is a replacement solution with high modification costs, long construction periods, and the need for long-term traffic closure; second, it contains a large number of mechanical moving parts such as shafts and bearings, which are prone to rust and jamming in outdoor environments, resulting in poor long-term reliability; third, it relies solely on the elastic deformation of materials and rotational kinetic energy to absorb energy, without an active exhaust energy absorption mechanism, and its buffering characteristics cannot be adaptively adjusted; fourth, it lacks visual recognition, has a lack of standardized visual guidance design, and has limited warning effect. Summary of the Invention

[0004] In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide a rubber airbag buffer device for traffic safety collision avoidance and its installation and buffering method. The rubber airbag buffer device for traffic safety collision avoidance and its installation and buffering method are not only non-destructive and easy to construct, but also improve the impact energy absorption efficiency and reduce the risk of occupant injury by dissipating energy through gas exhaust.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] On one hand, the present invention provides a rubber airbag buffer device for traffic safety collision avoidance, including a hollow elongated airbag body, exhaust energy absorption mechanisms disposed at both ends of the airbag body, a rigid connecting plate pre-embedded inside the airbag body, and a high-strength bolt fixing assembly for fixing the airbag body to the groove of the corrugated beam guardrail; the back of the airbag body is adapted to fit the bottom surface of the groove of the corrugated beam guardrail, and the front of the airbag body protrudes towards the direction of traffic flow; the interior of the airbag body is a normal pressure hollow chamber, and the hollow chamber is connected to the outside atmosphere only through the exhaust energy absorption mechanisms at both ends.

[0007] Furthermore, the exhaust energy absorption mechanism includes an elastic flared exhaust nozzle integrally connected to the end of the airbag body; the flared exhaust nozzle has a large end and a small end, and an exhaust port is provided on the flared exhaust nozzle to connect the hollow cavity of the airbag body with the outside air. Under normal pressure, the exhaust port is in a closed or semi-closed state due to its own elasticity. The small end is recessed into the hollow cavity to avoid accidental triggering by external airflow or splashes.

[0008] Furthermore, the rigid connecting plate is a long strip-shaped steel component extending along the length of the airbag body. The rigid connecting plate is provided with several threaded holes, and the rigid connecting plate is vulcanized and bonded to the rubber material of the airbag body. The high-strength bolt fixing assembly includes several sets of high-strength bolts and anti-loosening nuts. The bolts are inserted from the back of the corrugated beam guardrail into the through holes on the bottom of the groove, and then screwed into the threaded holes of the rigid connecting plate to achieve locking and fixing. All fasteners are located on the back of the guardrail or inside the airbag to avoid scratching the vehicle during impact.

[0009] Furthermore, the two ends of the airbag body are respectively provided with mutually compatible convex connectors and concave connectors; the outer wall of the convex connector is provided with at least one annular convex ridge, and the inner wall of the concave connector is provided with at least one annular groove. Adjacent airbag bodies are inserted into the concave connector through the convex connector, so that the annular convex ridge is engaged with the annular groove to form an elastic lock, thereby achieving seamless connection from end to end.

[0010] Furthermore, the horn-shaped exhaust nozzle is located at the end of the airbag body near the bottom surface, with the exhaust direction facing the ground to prevent high-speed airflow from carrying particles and spraying them laterally, thus avoiding injury to vehicles and pedestrians on the side.

[0011] Furthermore, the hollow chamber is under normal pressure in the non-impact state, so there is no need to pre-fill it with high-pressure gas. It only relies on the compression of the airbag body during the impact to reduce the volume of the chamber and generate high-pressure gas, thus eliminating the need for inflation and maintenance.

[0012] Furthermore, the outer surface of the airbag body facing the traffic flow is provided with an appearance marking; the appearance marking uses the black rubber color of the airbag body as the background color, and yellow warning strips and silver-gray reflective arrows are arranged at intervals along the length direction, with the reflective arrows pointing in the direction of traffic flow.

[0013] Furthermore, the airbag body is made of a highly elastic polymer material with a tensile strength ≥10MPa, an elongation at break ≥400%, and a Shore A hardness of 55-70 degrees, possessing both high elasticity, high strength, and weather resistance.

[0014] On the other hand, the present invention provides a method for installing the above-mentioned rubber airbag cushioning device, comprising the following steps:

[0015] (1) Drill through holes at preset intervals on the bottom surface of the groove of the existing corrugated beam guardrail, corresponding to the positions of the threaded holes of the rigid connection plate;

[0016] (2) Place the back of the airbag body against the bottom of the groove of the corrugated beam guardrail, so that the threaded holes and the through holes are aligned one by one;

[0017] (3) Pass the high-strength bolt through the through hole from the back of the corrugated beam guardrail, screw it into the threaded hole of the rigid connecting plate, and lock it with a lock nut to complete the fixation of a single airbag;

[0018] (4) Insert the convex connector of the next airbag into the concave connector of the airbag that has been installed to complete the connection between adjacent airbags.

[0019] (5) Repeat the above steps to complete the installation of the entire guardrail.

[0020] Furthermore, the present invention provides a cushioning operation method for the above-mentioned rubber airbag cushioning device, comprising the following stages:

[0021] (1) Impact Exhaust Stage: When the vehicle impacts the airbag body, the airbag body is compressed and undergoes elastic deformation, the volume of the hollow chamber decreases and the internal air pressure increases. The high-pressure gas impacts the inner wall of the horn-shaped exhaust nozzle, blowing the small end outward to expand and form an exhaust channel. The high-pressure gas is ejected to the outside through the exhaust channel, converting the impact energy into gas kinetic energy and dissipating it. The greater the impact force, the higher the air pressure in the chamber, the greater the opening of the exhaust nozzle and the greater the exhaust volume, thus achieving adaptive energy absorption.

[0022] (2) Reset and inhalation phase: After the impact, the airbag body recovers its deformation by its own elasticity, the volume of the hollow chamber increases, and negative pressure is formed inside. Under the action of atmospheric pressure, the outside air flows into the hollow chamber in the opposite direction, and at the same time, the small end of the exhaust nozzle is drawn back into the chamber, restoring the closed state and waiting for the next impact.

[0023] Compared with the prior art, the present invention has the following significant advantages:

[0024] 1. This invention employs a dual energy absorption mechanism of rubber elastic deformation and directional gas exhaust. The gas exhaust can absorb 70% to 80% of the impact energy, extending the collision time from approximately 0.05 seconds to approximately 0.25 seconds, significantly reducing the peak deceleration of the vehicle, effectively protecting the safety of occupants, and reducing damage to the vehicle structure.

[0025] 2. This invention converts the impact energy into irreversible gas kinetic energy dissipation through the exhaust process, rather than storing it as elastic potential energy and releasing it back to the vehicle. This fundamentally eliminates the driving force of the vehicle's rebound and prevents the vehicle from being bounced back into the driving lane, thus avoiding secondary collisions and chain accidents.

[0026] 3. The present invention adopts an installation structure that is embedded in the groove of the corrugated guardrail, which does not require the removal of the original guardrail or the reconstruction of the foundation. The original guardrail is protected as a second anti-collision barrier. After an accident, only the damaged airbag module needs to be replaced, without the need to repair the column and foundation, thus greatly reducing the repair cost throughout the entire life cycle.

[0027] 4. The installation process of this invention can be carried out in sections without interrupting traffic, resulting in high construction efficiency; the overall renovation cost is reduced by more than 73% compared with the replacement roller guardrail solution, demonstrating significant economic advantages.

[0028] 5. The exhaust energy absorption mechanism of this invention relies entirely on the air pressure to drive the deformation of the elastomeric material to achieve its function. It has no mechanical parts such as springs, pistons, valves, or sensors, and there are no failure modes such as corrosion, jamming, or fatigue fracture. Its outdoor maintenance-free life can reach more than 10 years.

[0029] 6. The exhaust nozzle of this invention is set towards the ground, and the gravel and particles carried by the high-speed airflow are blocked and absorbed by the ground, so that it will not be sprayed laterally and cause secondary damage to vehicles and pedestrians on the side. At the same time, it has the effect of dustproof and waterproof.

[0030] 7. This invention uses black as the base color of the airbag body, with yellow stripes and reflective arrows interspersed in certain areas. While ensuring standard warning effect and nighttime visual guidance, it significantly reduces the painting cost, and local damage can be repaired individually, making maintenance convenient. Attached Figure Description

[0031] Figure 1 This is a longitudinal sectional view of the airbag body of the present invention (in the natural state of the airbag body, the flared exhaust nozzle is retracted).

[0032] Figure 2 This is a longitudinal sectional view of the airbag body of the present invention (with the flared exhaust nozzle protruding when the airbag body is under pressure).

[0033] Figure 3 This is a schematic diagram of the male and female connectors of adjacent airbags of the present invention being inserted and mated.

[0034] Figure 4 This is a schematic diagram showing the layout of the external markings on the outer surface of the airbag body of the present invention;

[0035] Figure 5 This is a schematic diagram of the cross-sectional structure of the device of the present invention installed in the groove of the corrugated guardrail;

[0036] Figure 6 for Figure 5 Exploded view;

[0037] Explanation of markings in the diagram:

[0038] 1-Airbag body; 11-Back side; 12-Hollow chamber; 13-End cap; 13a-Exhaust port; 14-Outer surface;

[0039] 2-Exhaust energy absorption mechanism; 21-French-shaped exhaust nozzle; 21a-Large opening end; 21b-Small opening end;

[0040] 3- Rigid connecting plate; 31- Threaded hole;

[0041] 4-High-strength bolt fixing assembly; 41-High-strength bolt; 42-Self-aligning washer; 43-Anti-loosening nut;

[0042] 5-Male and female connector structure; 51-Convex connector; 51a-Annular convex ridge; 52-Concave connector; 52a-Annular groove;

[0043] 6-Appearance markings; 61-Reflective arrows; 62-Yellow warning stripe;

[0044] 7-Wave beam guardrail; 71-Groove; 72-Bottom surface; 73-Through hole; 74-Back side. Detailed Implementation

[0045] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0046] like Figures 1-5 As shown, a rubber airbag buffer device for traffic safety collision avoidance mainly consists of an airbag body 1, an exhaust energy absorption mechanism 2, a rigid connecting plate 3, a high-strength bolt fixing assembly 4, a male and female connector structure 5, and an appearance marking 6. The whole device is installed in the groove 71 of the existing corrugated beam steel guardrail 7.

[0047] The airbag body 1 is a hollow cylindrical elongated structure, with overall dimensions adapted to the groove 71 specifications of standard double-wave or triple-wave guardrails. Its length, diameter, and wall thickness can be adjusted according to the required impact resistance level. The airbag body 1 has a hollow chamber 12 inside, which is at normal pressure in non-impact conditions, equal to the external atmospheric pressure, eliminating the need for pre-filling with high-pressure gas. The airbag body 1 is made of a highly elastic polymer material with a tensile strength ≥10MPa, elongation at break ≥400%, and a Shore A hardness of 55-70 degrees, combining high elasticity, high strength, and excellent aging and weather resistance. The back 11 of the airbag body 1 is a mating surface adapted to the bottom surface 72 of the groove 71, fitting tightly against the bottom surface of the groove during installation. The body protrudes towards the direction of traffic flow, serving as the primary buffer load-bearing structure.

[0048] The exhaust energy absorption mechanism 2 is the core energy absorption component of this device, located at the lower part of both ends of the airbag body 1 near the end cap 13, with the exhaust direction facing the ground. Each exhaust energy absorption mechanism 2 includes an elastic horn-shaped exhaust nozzle 21, which is integrally vulcanized from silicone rubber or fluororubber. The horn-shaped exhaust nozzle 21 has a large end 21a and a small end 21b, with the large end 21a having a larger diameter and the small end 21b having a smaller diameter. An exhaust port is provided on the horn-shaped exhaust nozzle to connect the hollow cavity of the airbag body with the outside air. Under normal pressure, the exhaust port is closed or semi-closed due to its own elasticity. Specifically, the exhaust port is a cross-shaped slit located in the center of the small end 21b, which is naturally closed under normal conditions due to the elasticity of the silicone rubber or fluororubber. The small end 21b is recessed into the hollow cavity 12 to a certain depth to prevent accidental opening by airflow or splashing debris.

[0049] The rigid connecting plate 3 is a long strip of galvanized steel, pre-embedded in the interior of the rubber back of the airbag body 1 along its length (the rigid connecting plate 3 is in close contact with the inner wall of the airbag body 1; it is shown in a split form for easy viewing). Several threaded holes 31 are evenly opened on the plate. During the molding process of the airbag body 1, the rigid connecting plate 3 is bonded to the rubber material to form a solid structure.

[0050] The high-strength bolt fixing assembly 4 includes multiple sets of high-strength bolts 41, self-aligning washers 42, and anti-loosening nuts 43, with the multiple sets of high-strength bolts evenly distributed along the length. During installation, through holes 73 are first drilled at corresponding positions on the bottom surface 72 of the groove 71 of the corrugated beam guardrail 7. The back side 11 of the airbag body 1 is then placed against the bottom surface 72 of the groove, aligning the threaded hole 31 of the pre-embedded rigid connecting plate 3 with the through hole 73. The bolts 41 are then inserted through the through hole 73 from the back side 74 of the guardrail (with anti-loosening nuts 43 and self-aligning washers 42 pre-screwed onto them), and after being screwed into the threaded hole 31, the bolts 41 and anti-loosening nuts 43 are locked. With this fixing method, all fasteners are located on the back side of the guardrail or inside the airbag, preventing additional scratch damage to the vehicle upon impact.

[0051] The male and female connector structures 5 are located at both ends of the airbag body 1, with one end being a convex connector 51 (male head) and the other end being a concave connector 52 (female head). The outer wall of the convex connector 51 is provided with at least one (preferably two) annular convex ridges 51a, and the inner wall of the concave connector 52 is provided with at least one (preferably two) annular grooves 52a. When adjacent airbags are installed, the convex connector 51 is inserted into the concave connector 52, and the annular convex ridges 51a are engaged with the annular grooves 52a to form an elastic lock, achieving a seamless connection from end to end. The connection is not easily dislodged in the event of an impact, and the overall appearance is continuous.

[0052] The external markings 6 are located on the outer surface 14 of the airbag body 1 facing the traffic flow, using the black rubber color of the airbag body as the base color. Each airbag body has one or more marking units. Each marking unit includes a yellow warning stripe 62 surrounding the front and a silver-gray high-brightness reflective arrow 61 immediately downstream of the stripe, with the arrow pointing in the direction of traffic flow. The overall design forms a visually repeating sequence of black background, yellow stripe, and silver-gray arrow at equal intervals. During the day, the high contrast between black and yellow provides long-distance warning, while at night, the reflective arrow provides continuous directional guidance. The partial painting design also significantly reduces manufacturing costs and maintenance difficulty.

[0053] The airbag body 1 is 5-8 meters long, with an outer diameter of 100-350 mm and a wall thickness of 10-30 mm. The outer diameter of the convex connector is 70-230 mm; the inner diameter of the concave connector is 68-228 mm; the interference fit is 0.5-2 mm; the wall thickness of the convex connector is 10-30 mm, and the wall thickness of the concave connector is 40-60 mm; the length of the convex insertion end is 150-200 mm; the length of the concave mating end is 152-202 mm; the height of the annular convex ridge is 3-5 mm, and the width is 8-12 mm; the depth of the annular groove is 2.5-4.5 mm, and the width is 10-14 mm.

[0054] The flared exhaust nozzle 21 has a large end diameter of 70-130mm, a small end diameter of 30-60mm, a small end retracting into the chamber depth of 80-150mm, and a cone length of 100-160mm.

[0055] The installation method of the rubber airbag cushioning device of the present invention includes the following specific steps:

[0056] 1. Based on the length of the airbag module and the bolt spacing, mark the drilling positions on the bottom surface 72 of the groove 71 of the existing corrugated beam guardrail 7, and use an electric drill to drill through holes 73 that match the bolt specifications, and remove burrs from the hole edges.

[0057] 2. Align the back 11 of the single airbag body 1 with the groove 71, so that the threaded hole 31 of the internal pre-embedded rigid connecting plate 3 is aligned with the through hole 73 on the guardrail, and press the airbag against the bottom surface 72 of the groove.

[0058] 3. From the back side 74 of the corrugated beam guardrail 7, pass the high-strength bolt 41 with the self-aligning washer 42 and the anti-loosening nut 43 through the through hole 73, align it with the threaded hole 31 and screw it in. After all the bolts are tightened, the single airbag is fixed.

[0059] 4. Pick up the next airbag module, align its convex connector 51 with the concave connector 52 of the airbag already installed, and push it in axially so that the annular convex 51a is completely inserted into the annular groove 52a, thus completing the end-to-end connection of the two airbags.

[0060] 5. Repeat the drilling, fixing, and docking steps above to complete the installation of the buffer device for the entire section of guardrail.

[0061] The entire installation process does not require the removal of the original corrugated beam guardrails, nor does it require re-piling or pouring of foundations. It can be carried out in sections and at off-peak times, without the need for long-term traffic closures.

[0062] The buffering working principle of the rubber airbag buffer device of the present invention is as follows:

[0063] (1) Impact Exhaust Stage

[0064] When an out-of-control vehicle hits the guardrail from the side, the vehicle first contacts the protruding airbag body 1. The airbag rubber first undergoes elastic deformation, absorbing some of the impact energy. At the same time, the airbag body 1 is compressed, and the volume of the internal hollow chamber 12 decreases rapidly. The air inside the chamber is compressed, and the air pressure increases instantaneously.

[0065] High-pressure gas acts on the inner wall of the flared exhaust nozzle 21, generating an outward thrust that overcomes the elastic preload of the small end 21b of the exhaust nozzle, causing the small end 21b to open and expand outward, forming an exhaust channel connecting to the outside. The high-pressure air inside the hollow chamber 12 is ejected at high speed towards the ground through the exhaust channel, converting most of the impact energy into gas kinetic energy that is irreversibly dissipated into the air.

[0066] The greater the impact force, the more significant the increase in air pressure within the chamber, the greater the opening of the small end 21b of the exhaust nozzle, the higher the exhaust flow rate, and the stronger the energy absorption capacity, automatically achieving an adaptive energy absorption effect where stronger impacts result in stronger cushioning. This process extends the collision time from approximately 0.05 seconds for traditional rigid guardrails to approximately 0.25 seconds, significantly reducing the peak vehicle deceleration. Simultaneously, energy is dissipated through the gas, eliminating the driving force of elastic rebound.

[0067] (2) Reset Inhalation Phase

[0068] After the impact, the vehicle detaches from the airbag, and the airbag body 1 begins to return to its original shape due to the high elasticity of its own rubber. The volume of the hollow chamber 12 gradually increases, and negative pressure is formed inside.

[0069] Under the influence of external atmospheric pressure, air flows in reverse from the exhaust nozzle into the hollow chamber 12; at the same time, the inward pressure of the airflow pushes the small end 21b of the exhaust nozzle into the chamber, restoring it to its initial closed state, and the airbag returns to its initial normal pressure state, waiting to withstand the next impact.

[0070] The entire working process is driven entirely by air pressure and material elasticity, with no moving mechanical parts, no need for external power or control components, high reliability, and can withstand repeated impacts.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A rubber airbag buffer device for traffic safety collision avoidance, characterized in that, The airbag body includes a hollow, elongated airbag body (1), exhaust energy absorption mechanisms (2) disposed at both ends of the airbag body (1), a rigid connecting plate (3) pre-embedded inside the airbag body (1), and a high-strength bolt fixing assembly (4) for fixing the airbag body (1) to the groove (71) of the corrugated beam guardrail (7); the back (11) of the airbag body (1) is adapted to fit the bottom surface (72) of the groove (71) of the corrugated beam guardrail (7), and the front of the airbag body (1) protrudes towards the direction of traffic flow; the interior of the airbag body (1) is a normal pressure hollow chamber (12), and the hollow chamber (12) is connected to the outside atmosphere only through the exhaust energy absorption mechanisms (2) at both ends.

2. The rubber airbag buffer device for traffic safety collision avoidance according to claim 1, characterized in that, The exhaust energy absorption mechanism (2) includes an elastic flared exhaust nozzle (21) integrally connected to the end of the airbag body (1); the flared exhaust nozzle (21) has a large end (21a) and a small end (21b), and an exhaust port (13a) is provided on the flared exhaust nozzle to connect the hollow cavity (12) of the airbag body (1) with the outside air. The exhaust port (13a) is closed or semi-closed under normal pressure due to its own elasticity, and the small end (21b) is recessed into the hollow cavity (12).

3. The rubber airbag buffer device for traffic safety collision avoidance according to claim 1, characterized in that, The rigid connecting plate (3) is a long strip steel component extending along the length of the airbag body (1). The rigid connecting plate (3) is provided with several threaded holes (31). The rigid connecting plate (3) and the rubber material of the airbag body (1) are vulcanized and bonded together. The high-strength bolt fixing assembly (4) includes several sets of high-strength bolts (41) and anti-loosening nuts (43). The bolts (41) are inserted from the back (74) of the corrugated beam guardrail (7) into the through hole (73) of the bottom surface (72) of the groove (71) and then screwed into the threaded hole (31) of the rigid connecting plate (3) to achieve locking and fixing.

4. The rubber airbag buffer device for traffic safety collision avoidance according to claim 1, characterized in that, The airbag body (1) has a convex connector (51) and a concave connector (52) that are adapted to each other at both ends. The outer wall of the convex connector (51) is provided with at least one annular convex ridge (51a), and the inner wall of the concave connector (52) is provided with at least one annular groove (52a). The adjacent airbag bodies (1) are inserted into the concave connector (52) through the convex connector (51), so that the annular convex ridge (51a) is engaged in the annular groove (52a) to form an elastic lock.

5. The rubber airbag buffer device for traffic safety collision avoidance according to claim 2, characterized in that, The horn-shaped exhaust nozzle (21) is located at the end of the airbag body (1) near the bottom surface, with the exhaust direction facing the ground.

6. The rubber airbag buffer device for traffic safety collision avoidance according to claim 1, characterized in that, The hollow chamber (12) is in a normal pressure state when not in an impact state. It does not need to be filled with high-pressure gas in advance. It only relies on the compression of the airbag body (1) during an impact to reduce the volume of the chamber and generate high-pressure gas.

7. The rubber airbag buffer device for traffic safety collision avoidance according to claim 1, characterized in that, The airbag body (1) has an appearance marking (6) on its outer surface (14) facing the traffic flow. The appearance marking (6) has a black rubber base color of the airbag body (1) as the background color, and yellow warning strips (62) and silver-gray reflective arrows (61) are arranged at intervals along the length direction. The reflective arrows (61) point along the direction of traffic flow.

8. The rubber airbag buffer device for traffic safety collision avoidance according to claim 1, characterized in that, The airbag body (1) is made of a high-elasticity polymer material with a tensile strength ≥10MPa, an elongation at break ≥400%, and a Shore A hardness of 55-70 degrees.

9. A method for installing a rubber airbag buffer device for traffic safety collision avoidance as described in any one of claims 1-8, characterized in that, Includes the following steps: (1) Drill through holes (73) at preset intervals on the bottom surface (72) of the groove (71) of the existing corrugated beam guardrail (7) and the position of the threaded hole (31) of the rigid connecting plate (3). (2) Place the back (11) of the airbag body (1) against the bottom (72) of the groove (71) of the corrugated beam guardrail (7) so that the threaded hole (31) and the through hole (73) are aligned one by one; (3) Pass the high-strength bolt (41) through the through hole (73) from the back (74) of the corrugated beam guardrail (7), screw it into the threaded hole (31) of the rigid connecting plate (3), and lock it with the anti-loosening nut (43) to complete the fixation of the single airbag; (4) Insert the convex connector (51) of the next airbag into the concave connector (52) of the airbag that has been installed to complete the connection between adjacent airbags. (5) Repeat the above steps to complete the installation of the entire guardrail.

10. A method for buffering operation of a rubber airbag buffer device for traffic safety collision avoidance as described in any one of claims 1-8, characterized in that, Includes the following stages: (1) Impact Exhaust Stage: When the vehicle impacts the airbag body (1), the airbag body (1) is compressed and undergoes elastic deformation. The volume of the hollow chamber (12) decreases and the internal air pressure increases. The high-pressure gas impacts the inner wall of the horn-shaped exhaust nozzle (21), blowing the small end (21b) outward to expand and form an exhaust channel. The high-pressure gas is ejected to the outside through the exhaust channel, converting the impact energy into gas kinetic energy dissipation. The greater the impact force, the higher the air pressure in the chamber, the greater the opening of the exhaust nozzle, and the greater the exhaust volume, thus achieving adaptive energy absorption. (2) Reset and inhalation stage: After the impact, the airbag body (1) recovers its deformation by its own elasticity, the volume of the hollow chamber (12) increases, and negative pressure is formed inside. The outside air flows into the hollow chamber (12) in the opposite direction under the action of atmospheric pressure. At the same time, the small end (21b) of the exhaust nozzle (21) is sucked back into the chamber, and the closed state is restored, waiting for the next impact.

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